motorcycle

MV Agusta F3

noreply@blogger.com (ua bageur) — Thu, 30 Dec 2010 12:53:00 +0000

When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel.
It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design.
Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version.
“I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.”

Honda CB1000R

noreply@blogger.com (ua bageur) — Thu, 30 Dec 2010 12:49:00 +0000

We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000.

With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings.
Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload.
“Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester.
The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north.
“The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.”

Ducati Diavel

noreply@blogger.com (ua bageur) — Thu, 30 Dec 2010 12:43:00 +0000

Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom.
Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride.
“Let's see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I'll like Ducati's interpretation of a cruiser even more.”
Diavel prices start at $16,995 when they hit dealers around March, 2011.

Exotic Ducati Motorcycles Pictures

noreply@blogger.com (ua bageur) — Wed, 29 Dec 2010 04:13:00 +0000

ducati motorcycles usa for race

exotic 2009 ducati motorcycles

old classic ducati motorcycles

elegant black ducati motorcycles

Modification Honda cbr 600

noreply@blogger.com (ua bageur) — Wed, 29 Dec 2010 04:00:00 +0000

Modification Honda cbr 600 Motor Full Specification Airbrus Tribal White Cat Blue Bubble

Specifications honda cbr 600 motor sport:
Velg front of the original honda cbr 600
Velg back original honda cbr 600
Body motor honda cbr 600 native cat in the blue and white bubble
Original swing arm honda cbr 600
Racing exhaust
Upside down genuine honda cbr 600
Fairing honda cbr 600
Front tire size 110/70 federal
Rear tire size 140/70 federal
Airbrus white cat blue bubble

2010 Kawasaki KLX 250SF Review

noreply@blogger.com (ua bageur) — Wed, 29 Dec 2010 03:57:00 +0000

2010 Kawasaki KLX250SF Review:
Engine
The KLX250SF powered by a compact liquid-cooled, 4-stroke engine, single cylinder. With the boring and stroke 72 x 61.2 mm, 249 cc engine move.
A flat-top piston is combined with a combustion chamber provides compression ratio 11:1 pentroof.
KLX250SF engine cylinder features electrofusion. Layers of ultra-hard in the aluminum cylinder subjected to offer superior heat transfer with light weight.
Lightweight piston, piston pin and connecting rod enable higher revs.
Head valve DOHC 4-cylinder provide maximum valve area for optimum flow to boost low-end torque.
34 mm semi-flat slide CVK carburetor provides the optimal amount of fuel at all rpm, contributing to a sharp response, strong power, and fuel economy is excellent.
A gear-driven balancing machine ensures smooth power delivery from idle to redline. On long trips, this means greater comfort and less rider fatigue.
With electricity and starter Kawasaki Automatic Compression Release (KACR), which automatically picks up a valve at cranking rpm, start KLX250SF easy.
Precise control of ignition timing, digital DC-current-powered Capacitor Discharge Ignition contributed to start easy and reliability in extreme conditions.
Dual high-capacity Denso radiators as used on our motocross bike KX provides superior cooling efficiency and contribute to space and weight savings. Very sleek and compact radiator cores and design features fins for excellent heat dispersion.
Powerful three-phase alternator puts out 224 watts of power @ 5000 rpm.
Environmentally friendly, a catalyser tube and secondary air injection system to ensure clean emissions.
muffler equipped with spark arrester, meaning KLX250SF be able to access areas designated off-road.
Transmission ratio set the gear ratio closer to 6 gear ratios 5, facilitating the shift of overflows for increased performance.
Modification of final drive ratio (42/14 - 39/14) matches the new ring road tires. Top gear reduced engine speed of about 100 rpm more than just 5000 rpm @ 100 km / h

2010 Kawasaki KLX 250SF image

Chassis
Frame and chassis components based on the KLX300R is the high level source KLX250SF-of performance. Chassis updates for improved road rideability SF and control. Wide, black coated, 36 spoke aluminum rims.
KLX250SF box and the tubular steel frame high-tensile perimeter creates a package, a thin lightweight.
The 25.5 ° and the steering head angle short wheelbase contribute to quick handling, while the high stiffness of the frame to ensure stability in a straight line.
Revised front suspension settings intensify road handling characteristics.
43 mm inverted front fork cartridge-style settings are equipped with the revised road to travel, springs, and 16-position compression damping adjustment. cartridges provide consistent damping force by minimizing aeration of the fork oil.
25 mm less travel for the stability of the road. Front fork travel: 255-230 mm
Fork guards to protect inner tube from the rocks and brush.
Wide, black coated, 36 spoke, aluminum
Front: 3,00-17, RK Excel
Rear: 4,00-17, RK Excel
Suitable performance tires IRC Road Winner:
Front: 110/70-17, RX-01F
Rear: 130/70-17, RX-01R
Union relations extracts reduce front-rear pitching motion, thus increasing the stability of the straight line and feels more planted on the corner.
The nitrogen-filled remote reservoir rear shock has a 16-position compression and 8-position rebound damping and preload adjustment threadless.
Revised settings for damping shock, spring, and complete the orientation of the road trip of more than KLX250SF.
25 mm rear travel is reduced to the stability of road.
Rear suspension travel: 230-205 mm.
Lightweight, highly rigid aluminum D-section suspension unsprung weight contributes to the decline.
Suspension to allow for a wider selection of larger tires.
KX-type chain adjusters allow racing proper adjustment of chain slack, helping to reduce the transfer of drivetrain power loss.
new front disc brakes stopped offering impressive performance. A slide-pin, twin-piston caliper overcome the disc 300 mm semi-floating petal.
Pin-slide, single-piston caliper operates the rear 240 mm petal disc.
treatment increased wheel stiffness radius of a thick (3.5 mm - 4.0 mm) contributes to lighter, smoother handling and offers greater durability for off-road ride.
Digital instrument console-glance information.
Dash features include a bar-graph tachometer, digital speedometer, digital clock, dual trip meter, and the neutral indicator light, the beam is too hot, tall, and turn signal.
Front cowl and headlamp design provides KLX250SF an aggressive face.
turn signal lens with clear sharpening Compact sporty styling.
On-street front fender contribute to the aggressive designs.
Bright lights H4 (60/55W) provide safe lighting at night.
Sealed, MF batteries reducing maintenance tasks.
Seat shape using a rigid urethane so it's easier to change seating position.
Reduces seat height instill greater confidence for new riders and improve road handling. Seat height reduced 30mm (890mm -> 860mm).
Off-road style rear fender of a two-piece construction.
Tail light design provides enhanced visibility and contribute to KLX's aggressive styling.
Fast conversion front footrest gives the driver the option to ride the road surface of rubber and steel serrated for off-road

2010 Kawasaki KLX250SF - USA Specifications:
MSRP $ 5.599 USD
Engine: Four-stroke, Liquid-cooled, DOHC, four-valve single
Displacement: 249cc
Bore x stroke: 72.0 x 61.2mm
Compression ratios: 11.0:1
Cooling: Liquid
Carburetion: Keihin CVK34
Ignition: Digital CDI
Transmission: Six-speed
Final drive: Chain
Frame: Semi-double cradle, high tensile steel
Rake / trail: 25.5 degrees / 2.9 in
Suspension front / wheel travel: 43mm Inverted Cartridge Fork with 16-Way Compression and rebound damping adjustments / 9.1 in
Rear suspension / wheel travel: UNI-contract ® with Adjustable Preload, a 16-Way Compression and rebound damping adjustments / 8.1 in
Front tire: 110/70x17
Rear tire: 130/70x17
Front brake: disc 300mm semi-floating petal with two-piston hydraulic caliper
Rear brake: 240mm petal disc with hydraulic single-piston caliper
Overall length: 83.9 in
Overall Width: 31.3 ins
Overall height: 44.9 ins
Ground clearance: 8.9 ins
Seat height: 33.9 ins
Sidewalk weight: 302.1 pounds.
Fuel capacity: 2.0 gal.
Wheelbase: 55.9 ins
Color: Oriental Blue
Warranty: 12 months
Good Times Protection Plan 12, 24, 36 or 48 months
12 Month Warranty

Bimota DB8 - innovative and unique design

noreply@blogger.com (ua bageur) — Wed, 29 Dec 2010 03:51:00 +0000

Bimota DB8 Competitor Cheap Motor Sport Ducati Streetfighter

Bimota officially launched as a competitor tight DB8 Ducati Streetfighter. With a 1198 cc engine two-seater, Bimota DB8 touted as a lower-priced motor sport.
Bimota DB8 off the price of 23,000 Euros. This makes DB8 banderole into kategosi entry-level motor sport.
DB8 appreciated even more expensive than its predecessor DB7 the dibanderol 26,000 Euro. Therefore, the Italian motorcycle company that set targets would be sold DB8 among lovers of motor sport.
Bimota consumers struck by motor sport that offers innovative and unique design of the new powers for their use with their wives or girlfriends but with cheaper prices.
Lower price is because DB8 uses plastic instead of carbon for the bodywork. Besides exhaust also selected from titanium instead of steel. While the chassis is made of aluminum instead of carbon serperti on DB7.
1198 cc engine cooling liquid used as an energy source that can reach 125 kW at 9750 rpm with maximum torque of 131.4 Nm at 8000 rpm. This power is greater 8bhp and 6lb-ft than the DB7.
For the legs, Bimota chose suspension Marzocchi USD forks DLC fully adjustable in front, and Extreme Tech Monoshock fully adjustable at the back.
Meanwhile, after holding lap-sized tires Dunlop 120/70 ZR17 front output, selected Brembo brake 320 mm dual four-piston. For measuring wheel is wrapped with 190/55 ZR17 Dunlop tires, 2 piston Brembo brakes ready for braking.

Impressing the Joneses

noreply@blogger.com (ua bageur) — Sat, 25 Dec 2010 08:09:00 +0000

In Bill Zehme’s biography on Frank Sinatra, “The Way You Wear Your Hat: Frank Sinatra and the Lost Art of Livin',” it suggests the way you wear your hat speaks volumes to your character. In a biker’s mind, it’s in the way you walk, roll or glide to your destination that sets you apart – especially in the City of Angels. Wheels are king in Southern California and Big Dog Motorcycles has the pimpest catalog of production choppers on the block. For 2009, the Kansas-bred crew has even got a budget chopper in the catalog named the Coyote. And it howls.

Ride Hard, Ride short

There are times in your life when you think about doing something, and then there’s actually doing it. Often these two conditions don’t evolve or meet. The football star, baseball great or bad-ass mofo often outshines county clerk, bricklayer or telecom engineer as viable career paths. Who wouldn’t wanna shine? Big Dog is here to help break the mould with well-built, fully insurable, Blue Book-listed production choppers. Zed’s dead, baby…

Surrounded by life’s responsibilities – buried by invoices, emails and office demands – we often turn toward a way out, seeking alternative identifies to release built-up pressure. If MySpace and Facebook aren’t your cup of tea, perhaps a killer set of wheels is what you crave? Maybe you want both. We know Fonzie does. Have you seen his Tweets about the sound of the Supertrapp pipes? Tame enough to not alert the sound police, but still big and shiny; the 2-into-1 double-barrel pipes exit the wrinkle-black V-Twin with chrome-plated goodness.

Leading the way to a new you is a polished-billet spoked 21-inch front wheel, followed by a wider 18-inch billet rear wheel, creating a visual unity from tip to tail, typical of a pro-street chop. Overall the Coyote is 8.5 feet long, with a 6-inch backbone stretch. A 39-degree frame rake plus 3 more degrees in the tree, the trail pushes that Avon tire 4.74 inches towards the finishing line - as if you were racing. A bike like this is mean to cruise, meant for being seen.

A stretch like this is often thought to be unwieldy in the turns and parking lots. The Coyote is far from it. While the turning radius is bigger than your scooter, the ability to carve up the asphalt is a well-balanced ballet.

“The Coyote impresses when lifted off the swingarm-mounted sidestand, as it feels smaller and lighter than it appears,” said Motorcycle.com Editor in Chief Kevin Duke after his first spin.

With a balanced 700-pound stance (665 pounds dry), dodging last-minute potholes in the road ahead is a predictable breeze. As with cornering characteristics, there’s minimal fork flex and steering delay to speak of. I almost wish I had the time to take this girl up in the mountains. Alas, as cool as she and I are together, I can only take a few hours before I need a beer or a massage…or both.

When you need to know how fast you were going when the light bar sparks atop the police cruiser behind you, there is a very cool speedometer with integrated LED tachometer front and center. At night, the instrument glows with a cool blue light causing you to think – if you ride other motorcycles – that you’re running with the high beams turned on. The feeling fades in time.

2011 WR250R

noreply@blogger.com (ua bageur) — Sat, 25 Dec 2010 07:39:00 +0000

Three years later, the design is holding tough, with basically just graphic changes. Yamaha says the bike can trace its lineage to YZF motocrossers and more aggressive enduro bikes, and we came away convinced this was not just marketing hype.

Our 298-lb California model weighs just one pound more than the 49-state version, and with its lights, turn signals and license plate, made riding to the trails and then hitting it a fairly do-able proposition.

We’d estimate this is about a 60:40 bike in terms of its street/offroad prowess, and changing the tires to full-on knobbies would make it about a 50:50.

If you’re more an on-road person, you may also want to look at the WR250R’s supermoto-style sister, the WR250X, which differs mainly by use of 17-inch wheels, sport tires, larger front brake, slightly taller gearing, and different graphics. Both of these bikes were extensively reviewed when they were launched

The WR250R’s fuel-injected, 4-valve-per-cylinder mill churns out respectable go-power, even with relatively lean, EPA-satisfying tuning and three-chamber muffler. When cold especially, it displayed a slight off-idle stumble at times, but this is something that could be tuned out.

We dyno’d the same-engined 250X model last year, and its oversquare, 11.8:1 compression ratio powerplant returned 27.7 hp and 16.95 ft-lbs torque. Combined with its wide-ratio six-speed transmission this is enough to stay ahead of traffic around town. It will easily wheelie in first, and second gear with a little clutch slip.

On the open road, with a 200-lb rider geared up and acting like a sail, it will still pull just shy of 90 mph into mild headwinds, and up to around 95 mph or so when tucked in, which is enough power even if traveling via interstate highways.

If desired, this bike could be pressed into duty as an ultra-lightweight adventure tourer, at least for several hundred miles, if not longer, depending on your needs and tolerance – particularly if much of your route is on secondary roads and off road.

Handling from the 55.9-inch wheelbase machine is stable enough at speed, yet light and nimble around town. Riding on 18-inch rear and 21-inch front wheels, the Bridgestone Trail Wing TW-301 front and TW-302 rear tires have adequate grip on tarmac. The 46mm, 10.6-inch-travel KYB fork, coupled with Soqi shock offering equal travel in the rear, soak up expansion joints and potholes with aplomb.

Slowing down the action is easy enough with a single 250mm disc brake up front, and 230mm rear disc.

Passenger pegs make it possible to carry someone at least moderate distances, and, if desired, the stock 36.6-inch ride height can be shortened by nearly an inch by means of a shock-linkage-mounted clevis pin arrangement. While sitting on the bike, normal sag under my 185 lbs dropped the ride height so I could just plant both feet flat beneath my 34-inch inseam.

The bike comes rather softly set up for street duties, but front and rear suspenders have provision for spring preload, as well as compression and rebound damping adjustments – items lacking on less-expensive Japanese competitors.

Valentino Rossi with Fiat Ducati .. looks great !

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 18:20:00 +0000

Well, after Black Ducati, here is the real Fiat Ducati !! Rossi on the Fiat Ducati looks great !!, i mean the red Ducati is awesome.. Valentino Rossi still with 46 logo on the Ducati Bike.. I can't say anything again about Valentino Rossi with Fiat Ducati,.. so guys.. better you check this out..
Valentino Rossi and Fiat Ducati Pictures taken from many source..

Amanda with our Yamaha YZF-R1 project bike.

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 18:15:00 +0000

Decorate your desktop with our beautiful pin-up girl Amanda as she poses with our Yamaha YZF-R1 Project bike.

Women, motorcycles and stunts

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 17:42:00 +0000

Women, motorcycles and stunts throughout history

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 17:18:00 +0000

Representing nearly ten percent of all motorcycle owners worldwide, female riders have remained the fastest growing segment in the two-wheeled marketplace for several years in a row. But being a chick on a bike has not always been quite so socially acceptable – especially when you don't like to play by the rules!

When Margaret Gast made her first attempt at conquering the Monodrome (a.k.a. 'The Wall of Death') back in the early 1900s, no one would have dreamed of sporting the pink leather chaps or high-healed riding boots found in modern motorbike dealerships. In fact, it would not be until the age of disco when a women named Kerry Kleid fought for her right to race that the AMA gave out its first professional license to a female rider. It probably didn't hurt that she had a reputation of being able to wheelie whatever she was riding...

Those pioneering women of motorcycle stunt might just say that girls like Tena "Stunt Blondie" Colbert, JoJo Farmer or Suzanne "Gixxie" Hamilton have it too easy these days. But the truth is, these girls are still raising their front wheels in a largely male dominated sport. And, at least judging by the photos, we don't think they will be taking a back seat anytime soon. For the full chronology of stunt crazy moto-women, head on over to spotmotorcycles.com, and be sure to check out the video of Jessica Maine after the break... apparently gravity has no gender barriers. Thanks for the tip Ken!

Fever Honda Zoomer in the world, could be a reference modif matic!

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 10:19:00 +0000

Fever Honda Zoomer in the world, could be a reference modif matic!Honda Zoomer fever outbreak in the world, could be a reference modif matic nih!If in Indonesia again plague matic with the retro look, out there anymore matic fever Honda Zoomer! although its 'a little bit frightening' with the bones of the framework of plasticity, but it sounded so cute, because modifnya many with striking colors and detail are cool, coupled with the wide tires and the luggage under the seat looks from the outside, so more and more modifiers itchy hands want to modify Zoomer!

Honda Zoomer was first produced late 2002, in Canada and the USA is named Ruckus scooter. Honda Zoomer with Injection PGMFI equip and oxygen sensors.

Model: Zoomer(NPS50)
Engine type: 49 cc liquid-cooled single-cylinder four-stroke
Carburetion: 18 mm CV with automatic choke
Ignition: CD
Transmission: CVT Automatic V-Matic belt drive
Front suspension: Twin-downtube fork; 55 mm (2.16 in) travel
Rear suspension: Single shock; 65 mm (2.55 in) travel
Front brakes: Drum
Rear brakes: Drum
Front tires: 120/90-10
Rear tires: 130/90-10
Wheelbase: 1265 mm (49.8 in)
Seat height: 740 mm (29.1 in)
Dry weight: 82 kg (181 lb.)
Fuel capacity: 5 L (1.32 gallons)
Fuel economy: 2.75 L/100 km - 2.25 L/100 km (85-105 mpg)
Top speed: 70 km/h (43 mph) (2006-up) or 60 km/h (37 mph) (2003-2005)
Power: 3.65 kW (4.9 hp) at 8000 rpm (2003-2005)
Torque: 4.5 N·m (3.31 ft·lb) at 7200 rpm (2003-2005)
Redline: 8850 rpm (2006) or 8000 rpm (2003-2005)[1]
Colors
2003 models: Red or Black
2004 models: Yellow, Black, or Camo (brown camouflage)
2005 models: Black or Silver Camo (gray camouflage)
2006 models: White, Yellow, Red or Silver Camo (gray camouflage)
2007 models: Black or Silver Camo (gray camouflage)
2008 models: Black or Metallic Silver (gunmetal)
2009 models: Matte Gray Metallic or Red
2011 models: Orange or Black

Sportgirl Motorcycle Picture

noreply@blogger.com (ua bageur) — Thu, 25 Nov 2010 09:54:00 +0000

Hydrostatic Drive Diesel Motorcycle

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 11:29:00 +0000

Jeff Parker and Brian Okeefe work around hydraulic machinery everyday and have a knack for building some pretty interesting equipment. It turns out they're interested in motorcycles, too, so after spending some time in the shop, they wondered how they might combine their knowledge of hydraulics with their love of motorcycles and the bike you see here is one very cool answer. This bike belongs to Jeff who built it about 3 years ago but I never saw it until I was looking for information on diesels and ran across their website, Hydraulic Innovations. This bike has a custom built frame and mounts a Kubota 3 cylinder diesel engine but what makes the bike even more unique is the hydrostatic drive system, no belts, no chains, no gear drive transmission just hydraulic pumps and motors. Neat. You still control speed with a twist grip and there's a front brake lever on the right but the "clutch" lever actually opens a bypass valve to let hydraulic fluid recirculate instead of driving the bike. There is only one foot lever on the right side which has a sort of neutral position in the center, pushing it forward gets the bike in forward motion and pushing it to the rear actually can reverse the bike. Jeff says, theoretically it could go as fast in reverse as forward but he limited the speed to prevent things from getting out of hand. This is no garage queen either, Jeff rides it regularly. The bike gets about 65 to 70 mpg in normal riding but when he's out for a leisurely cruise, Jeff says he can easily get over 80 mpg, not bad for an 1123cc diesel engine in a 700 pound bike with another 200 pounds of rider. The fuel tank holds the diesel fuel and there is a 2 gallon tank below it for hydraulic fluid. The bike will cover over 350 miles per fill up. He's been to Sturgis for 3 years now and the guys he rides with fill up 3 times to his one when they're on the road.
The bike itself looks pretty nice when you consider all of the mechanicals, pumps, hoses and everything else he had to deal with, not to mention the diesel engine. There have been other bikes with more conventional setups that don't look this good. Jeff's business partner is currently building a bike for himself and this one will have a lot of the hoses and fittings hidden within the frame to clean up the appearance a bit. Brian's bike will have a different hydraulic drive from the one Jeff used, but Jeff said he used the parts he had available at the time, collecting about 80 percent of the parts before starting the build. They have DVDs for sale on their web site that you can use to figure out how the drive system works and they provide part numbers if you want to try one of these on your own. If you aren't sure just what a hydrostatic drive is or how it works, you might want to get the DVD. Who knows, there may be a whole new group of diesel customs showing up out there, with hydrostatic drive, no less!
They have some photos of a few other projects, past and present on their website. They're worth checking out. This is excellent engineering from a couple of guys that just decided to do something different. I like it!

Pulsejet Powered Bicycle

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 10:41:00 +0000

Feeling depressed because you can't afford a turbine motorcycle? Don't despair, you can have a pulsejet bicycle instead. It may not be quite as impressive but if you tell folks you have a jet bike without giving them too many details, they'll think you're a real rocketman. Robert Maddox builds pulsejet engines. Pulsejets, for those of you not up on your aviation history, were the power used by the infamous German V1 buzzbombs in WWII. The buzzbomb got its name from the buzzing sound of the pulsejet engine and the engines Bob builds, true to form, sound exactly like you would expect. He's selling the engines and the photo here shows one attached to a bicycle, though he's attached them to go karts and all sorts of other things. This version puts out 50 to 60 pounds of thrust, enough for 75 mph or so on the bike but he builds bigger ones, too, up to 1000 pounds of thrust, for your larger projects. He has some videos and it's very cool how they glow red when running, you might want some heat protection on your pant legs but there's a pretty high cool factor here. Experiment at your own risk.

Royal Enfield V-Twin – The Musket

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 10:37:00 +0000

Royal Enfield V-Twin – The Musket

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 10:28:00 +0000

What you see here is a 700cc Royal Enfield V-Twin constructed using two 350cc top ends. The whole bike appears to have come from the factory, or maybe the "special vehicle operations" section, instead of the mind and work of a creative and determined owner. Aniket Vardhan, the builder, still wants to come up with a better exhaust arrangement, than short open pipes, but already, the bike looks fantastic. Aniket calls the 700cc Enfield V twin, "The Musket", to keep the vintage gun (ala Bullet) reference alive. This is very impressive work. I have to admit, when I watched the videos at the end of this post, I just started smiling and kept smiling all the way through. I really like this bike! When you read the story of the build, take note of the process, ... he had an idea and over many years kept at it, continued learning, continued working, he just kept going until the idea became real and he was riding this bike down the road. Far too many people hardly finish the idea stage before stopping, the work never begins. Aniket is a "doer," and you know what I say about doers. What normally happens when I get a tip like this, is follow up with the owner or builder for a few details so I can put together a story, but when I received Aniket's response, I found he had already written the post and there was no need for me to add anything. So, I'll just turn the keyboard over to Aniket and let him fill in the details of "The Musket."
From Aniket Vardhan:

I was born in and lived in Delhi, India till 1999 when I came to the USA - ostensibly for a Masters in Industrial Design, but here's the dirty truth- I came because of the sound of a Harley Davidson

. Saw one once in Delhi, long ago, belonged to some filthy rich type, heard it start up and rumble away, wet myself publicly and resolved that one day, I would visit their homeland. That didn't seem likely at the time I was studying architecture in Delhi so the next best thing was to see what I could do with my Bullet, dearly loved as the only real motorcycle available in India back then (and perhaps even now). Thats when the idea was sort of baked into my brain, in the heat of 115 degree Delhi summers, over cigarettes, the smell of steaming cow dung and chats with biking buddies in the college cafeteria. I would build a V twin Enfield- it should feel right, with its long stroke, heavy flywheel, beautiful cylinder and head. Looked for any and every book I could find on vintage motorcycles, V twins, engine design, metal casting, machining- all of it. Bought an old enfield engine to use as reference.

Jump ahead to 2002. I did in fact find myself in the USA, now an industrial design faculty member at an art and design college. On a trip to Delhi in 03, I picked up my old engine and brought it back Began to work on the idea on weekends, sketching, 3d computer modeling, measuring all internal parts, figuring out how to make the whole thing work using only standard enfield parts. You guessed it - came across the Norcroft V twin Enfield online, sort of destroyed me for a week. Then I figured, this is sort of fun anyway, so lets keep at it. I guess a couple more years passed, about 18 developments of my CAD model later, I was ready to start building patterns, and then, what do you know, the Carberry comes to my attention! By now, I was beginning to suspect that my next door neighbors were working on an Enfield V twin as well. As you'd expect, after a month of depressed moping, it was back to the basement again and I also noticed that my approach was rather different anyway, so why not put forward the way I thought made sense to me? Here is my rationale:

1. Keep it as ridiculously simple as the original Bullet engine. Therefore, no modern updates to major engine internals, so it still has the stock tappets, no hydraulics, and the stock piston oil pumps. Vintage bike lovers really like to tinker and tappet adjustment is almost a religous ritual for many.
2. Improve the oil filter - I machined a new filter housing which uses a standard modern cartridge type filter available at Advance. This is not a screw on car type filter - that doesn't look right, so I have a finned aluminum housing I made.
3. Aesthetically, and this was very important to me being an industrial designer- keep the "vintage" and "Enfield" cues strong. I thought I would pick up from the last Enfield big twin- the Interceptor. The rounded profile of the front of the crankcase and pleasingly smooth and gently radiused forms of the castings and the cooling fins on the side of the wet sump. A wet sump simplifies matters and also ties in with the last Enfield big twin- the Interceptor Mark 2, which also had a wet sump.
4. I love the external copper oil pipes that are such beautiful visual elements on vintage engines, so I decided to incorporate that as well. This also helps to keep the oil cool as it travels through them, exposed to the air.
5. Keep the frame mods to a minimum and again keep the "vintage" feel going by keeping the single down tube- the Enfield big twins of yore had single down tube frames and handled well. The look of the "vintage V twin" I think is the very simple and elegantly "cradled" engine between two tubes- front sloping forward and rear sloping back.

I ended up quitting my teaching job last year, was getting the feeling that my heart was in projects like this. Since I wasn't a machinist, I had to learn that too. This is where the stars lined up - a student's family business is a machine shop close to my home, and his dad, Mr. Boggs was sufficiently amused by the project and my excitement to allow me to come in and start working on my project, early last year. Well, it took about a year for the machining to get done, I learned everything as I went along and here we are. I have skipped all the "oh darn!" moments but there weren't too many, just one huge one, when the first foundry I went to pretty much destroyed my patterns built over 3 years by leaving them near an open window in the rain...still get stressed out when I think of that- had to cut away and repair the whole thing after a couple of months of very evil thoughts. But...the holy rider in the sky must have smiled upon me because from the very first firing, it runs like it WANTS to! It starts first kick every time! It isn't quite as explosive as my 750 Triumph Bonny, but it has the very mild Bullet cams and stock 7:1 compression and small carbs, so a healthy increase in output can be expected with the usual mods. But, the torque is really lovely- cleanly pulls top gear at around 20 mph (!!) and accelerates from there without any snatching! I'm keen to try the new 5 speed gearbox the new Enfields have - my old one has 1-2-3 really low and a huge gap to top. My final ratio is 4.22 to 1 right now and she feels like she could pull even taller. The amazing part is that its SMOOTH! It shakes much less than my Triumph and I think less than my old 350 single engine! That second piston is really helping to cut the vibes. The sound? Beyond my wildest dreams, from those baking hot summer days in Delhi, ten years ago.

Snaefell Laverda Sidecar Project

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:52:00 +0000

François Knorreck, a French motorcyclist with a passion for building things to suit his own vision, bought a Laverda in 1976 and turned it into a nicely modified sportbike. He rode the bike perfectly satisfied until 1993 when he began to conceive the idea of a new project and got the urge to build again, ideas turned to design and led to lots and lots of labor, the result, more than 10 years later, is the Snaefell, a Laverda based sidecar outfit that demonstrates some phenomenal skills in both design and building. The Snaefell is a completely hand crafted vehicle, the frame, the wiring harness and, of course, the amazing body, which itself used 63 molds for the parts made of polyester or carbon fiber. Some parts were sourced from Renault, Citroen, BMW, VW and Audi. The entire 10,000 hour project comes in around 15,000 Euros, which, at today's rates, is about $21,000.
Power is from the original 1000cc Laverda triple which gets a matching triple exhaust out the back of the bodywork. The interior, complete with seatbelts, looks like a factory build. The door opens up Lamborghini style. Just stunning work. Complex projects like these, where the builder does so many things so well, in his spare time, just continue to amaze me every time I see them. Superb work all around. Thanks for the tip, Marcus!

Tilting V-Max Trike by Tilting Motor Works

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:44:00 +0000

Bob Mighell of Stanwood, WA set out to build a machine safer than a two wheeler that could still carve the turns like a bike. He rolls out his latest version at the Cycle World show in Seattle on November 30. After years of trials with an ‘underpowered’ proof of concept machine, a three-wheeled Honda Rebel 250, Mighell (pronounced ‘mile’) has solved his power problem with a tilting three-wheeled V-Max. He replaced the fork with his own two-wheeled double wishbone suspension that tilts and banks through corners with the feel of a single wheel. But in poor traction it has not one front contact patch to rely on, but two. A veteran rider (his garage houses a late model BMW GS and an R100 RS, plus a dirt bike), Mighell knows how quickly a patch of sand or oil under a bike’s front wheel can turn a pleasant ride into a lowside. He wanted three wheels for stability, but without the severe side forces of flat cornering on a typical three wheeler. So five years ago he put the old Honda under the torch, adding a tilting front end with sliding plunger suspension. In five thousand miles of testing he proved the tilting concept would work. Tilting Motor Works was born.
Finished just this month (November 2007), the V-Max trike moves Mighell’s concept way ahead. The entire front end is bolted to stock mounting points, with all stresses carried into the lower frame tubes and engine mounts. Front tread measures 37 inches, with wheelbase a stock 62 inches. New fork tubes slip into the stock V-Max triple clamps, but they’re used solely to deliver inputs to the steering linkage. Bars and master cylinder are stock. Front wheels from a Yamaha GTS 1000 provide the proper offset. Mighell welded an aluminum disk carrier to each rim and attached his own Buell-style floating perimeter disk. Buell six-piston calipers do the clamping. Custom shocks from Works Performance handle damping. Except for the calipers and rims, it’s all custom made. Mighell is seeking patents on his design.
Craftsmanship is impeccable, not surprising when you know that Mighell makes his living repairing surgical equipment. Though there’s much testing ahead, Mighell has ridden the V-Max and says it handles like a bike. The trike front end is heavier, so wheelies are probably out. Heavy application of the front brakes will slide the front wheels — it seems stoppies are out too. Mighell credits that to the low V-Max center of gravity, plus the fact that all braking forces are fed into the frame very low, instead of through the steering head. At rest, the trike acts just like a two wheeler: it’ll fall over unless the center stand, side stand or the rider’s feet are down. Mighell hopes to develop a speed-sensitive pivot lock to kick in as the machine comes to rest and enable the rider to keep feet on the pegs. Also in the future, he’s considering models for other popular models like Harley-Davidson Dynas and Honda Gold Wings.

BMW S1000RR and Honorable Mention – Ducati Multistrada S

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:33:00 +0000

After years of incremental increases in performance among sportbikes, along comes a fresh player to shake things up in the literbike world in a way we haven’t seen for more than a decade when the first-gen R1 debuted. BMW stepped into the fray against long-established Japanese players which have been building big transverse inline-Fours for decades. But the German brand came out swinging with a stupendous 175-plus horsepower at its rear wheel, blowing its Asian veterans out of the water by resetting a very high bar. The potential of BMW’s RR is best displayed in the World Superstock championship (closer to stock than World Superbike) where it has gone undefeated and has already wrapped up the class title. This leap in power is momentous on its own, but at least as impressive is the S1000RR’s retail price of $13,800, marginally costlier than the Japanese competitors, and much cheaper than anything from Europe. And if you ante up an extra $1,480, the Beemer gets endowed with a sophisticated electronics package that includes traction control, ABS and selectable-on-the-fly engine mapping modes. Its surplus of power and state-of-the-art electronics combine with a sure-footed chassis and enviable brakes to create a mind-bending sporting package that stands out as the most impressive motorcycle of 2010.
BMW Motorrad’s S1000RR crushed this year’s Literbike Shootout by setting precedent upon precedent. As the engineering-driven company’s first stab at the heart of highly evolved Japanese superbikes, it delivers nearly 23 more rear wheel horsepower than the next most powerful competitor, along with fantastic suspension, chassis, and brakes. This base combo by itself is class leading, but BMW also brewed in an unheard-of alphabet soup of electronic aids to make good riders faster, and faster riders into heroes. Like ‘em in principle or not, optionally available Dynamic Traction Control, Race ABS, and Gearshift Assistant further increase the competence of a machine that – despite packing in more hardware – weighs less than three of its Japanese rivals. And let’s not forget how competitively BMW priced its superior superbike – even the fully-optioned $16,480 version – for much less than Ducati kindly requests for an 1198, or KTM asks for an RC8. In fact, the $13,800 base S1000RR is within 6% or less of its 2010 Japanese rivals. Talk about knocking the ball out of the park on your first swing. Most impressive, BMW.

Honorable Mention – Ducati Multistrada S

Even just a few years ago, who could’ve imagined a world in which BMW introduces a full-on sportbike that leads the literbike class, while at the same time Ducati debuts an adventure-touring-styled all-‘rounder like the Multistrada. Ducati has long been the purebred source for hardcore sporting cycles, almost always at the expense of comfort and versatility. But the Multi’s flexibility and usefulness gives it broadband appeal unavailable from any of Bologna’s other bullets.

The Multi can’t rival BMW’s iconic GS in any off-road environment, but it excels on any other road condition. It performs with élan whether dodging commuter traffic or back-road scratching or sport touring over a long weekend. And its retuned V-Twin is easier to manage at lower revs despite a considerable 135-horse top-end wallop. At $14,995, the base Multistrada includes multi-mode engine mapping and adjustable traction control. An upgrade to the S model gets standard anti-lock Brembo brakes and Öhlins’ first electronically adjustable suspension, which allows setup changes at the touch of a button. The MTS ain’t cheap ($19,995 for the S Touring that includes hard-shell bags, heated grips and a centerstand), but it has the best combination of sport, touring and commuting that we’ve ever experienced, potentially paring down a three-bike garage to just two wheels

Honda 50 Powered Vintage Bicycle Project

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:24:00 +0000

Here's an interesting project that takes little money, isn't too hard to do and actually has a practical side, it's a Huffy bicycle found at a flea market, a couple of vintage looking pieces found on eBay, a new Honda 50cc engine and a few other modifications to make it look like an early grey Harley Davidson. According to the builder it gets about 120 mpg and cruises at a comfortable 25 to 30 mph with a top speed approaching 40 mph. Looks like a cool project to get the kids involved in a little "hands on" activity or something to get your own hands into the building process. Neat.

Honda CBR125R Review

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:12:00 +0000

The CBR125R is powered by a modern, liquid-cooled and fuel-injected SOHC 125cc Single that claims 13.5 horsepower. Admittedly, those aren’t superbike numbers, but there’s enough power to keep you ahead of city traffic and to maintain a safe pace along secondary roads. Mild hills require a downshift or two, as does turning into the wind, both of which shave speed off the CBR. And along winding, hilly roads you’ll be rowing through its slick-shifting six-speed gearbox like a ’60s hippie throwback rows through vinyl in a vintage record shop.
The good news is you can keep the 125R’s throttle pinned without worry of getting speeding tickets. However, with a top speed of 75 mph tucked in and with a tailwind (and it takes some time to get there), you’d be wise to avoid multi-lane freeways. Despite spinning between 9,000 and 10,000 rpm at 60-65 mph, the little Honda’s counterbalanced Single remains remarkably free of vibration. If you’re heading out for a weekend cruise, though, you’ll prefer riding partners on bikes of similar displacement and power, otherwise you’ll struggle to keep up and passing will be a challenge—it has to be well planned.
The CBR125R will go a long way on a tank of gas – we averaged 84 mpg even when doing a fair amount of flat-out riding. This gives the CBR a big-bike-like range of about 218 miles from its 2.6-gallon gas tank. Back off the throttle a bit and keep a steady 50 mph in top gear, and it will return even better fuel economy, easily going 90 miles on a gallon of regular. It’s also quite clean; its exhaust system incorporates a catalytic converter. Chassis geometry is on the sporty side, with 25 degrees of rake, 3.4 inches of trail and a 51-inch wheelbase. Steering is exceptionally light and the bike’s super-narrow tires (80/90-17 front and 100/80-17 rear) cause it to fall into turns almost too abruptly. You get used to it after a while, and the skinny IRC tires provide enough grip to scrape the footpeg feelers.
Despite the bike’s undersized dimensions, a full-sized adult doesn’t feel too cramped and the riding position is comfortably upright. The narrow seat will dig into your backside after a few hours, but it’s unlikely someone would buy a CBR125R to tour on, anyway. Suspension is basic but functional, with a 31mm telescopic fork and a single rear shock, both of which lack adjustment capability. Despite this, the 125R provides adequate bump absorption for casual riding and it kept the chassis composed through turns, even for a hefty boy like me, at 200 lbs in my riding gear.
Boosting the bike’s popularity was the introduction of the CBR125R Challenge in 2008, a spec-class racing series aimed at nurturing fledgling amateur road racers aged 13 and up. The series has been gaining popularity with both race fans and competitors, and after two years it is fielding grids of more than 20 riders and growing. Honda Canada has a comprehensive program to support CBR125R racers, offering an in-house race kit that includes Mimic Industries fiberglass bodywork, an adjustable Elka shock, Arrow slip-on muffler, frame sliders, a race stand and a coupon for one set of Pirelli Diablo Supercorsas (the race bike uses 110/70-17 fronts at both ends) for about $1,800. The Arrow exhaust reportedly adds 10 percent more power (count the ponies, folks, that is about 1.3 hp) and Challenge series’ machines have been getting 12.5 rear-wheel hp on the on the series’ dyno.

Honda Canada had considered importing the sleek-looking VTR250 as a gap-filler between the CBR125R and the CBR600RR, but unfortunately could not do it at a reasonable cost to the consumer. That’s no matter, though, because the CBR125R has introduced many new riders – and racers – to motorcycling, and that was Honda’s ultimate goal.

Wakan 1640 – New French V-Twin Motorcycle

noreply@blogger.com (ua bageur) — Tue, 09 Nov 2010 09:03:00 +0000

A new motorcycle company from France? It looks that way and their first bike is pretty sweet. Wakan Motorcycles has produced the Wakan 1640, a single seat, V-Twin powered sport bike built around the AC Cobra idea of dropping a big American powerplant into a sporty European frame. Joel Domergue, the man behind Scorpa, a company known for some excellent trials motorcycles, and an expert trials rider himself, figured it was time to sell the company which left him with some cash in his pocket and ideas in his head. Actually, those ideas had been floating around for years but, busy with Scorpa, he didn't have the time to do anything with them. Now, with free time and a bit of capital, he went to work.

The Wakan 1640 starts with a single spine oil carrying frame, a 54 inch wheelbase, with inverted Ceriani forks mounted at 22 degrees. Power comes from a 100 cubic inch S&S V-Twin producing 115hp and 115 foot pounds of torque and those horses are moving a motorcycle that weighs only 390 pounds with oil, no fuel. The engine sports a single Keihin flatslide carb that gets ram air through a blower type scoop situated above the airbox cover. The fuel tank is below the seat, molded to double as a sort of rear mudguard with the filler mounted on the tailsection. The engine has been dynamically balanced to reduce vibration plus the bar end weights help and the result is a much smoother bike than you might expect.

Braking chores go to a single 340mm front disc with a six piston caliper, which first road tester, Alan Cathcart, calls, "OK" but which might need to be tweaked a bit for serious stopping power. Cathcart also says the handling is similar to the Buell Firebolt XB12R but performance from the S&S V-Twin is definitely a step up. The first 15 bikes are scheduled to be produced by October for €28,000 ($35,000),but as production ramps up the price is expected to fall quite a bit. The next 100 bikes for 2007 will retain the Keihin carb but afterwards, fuel injection will be necessary to meet Euro 3 emissions requirements in 2008.

This is no prototype bike, it's ready for production now and pre orders are already trickling in. They've kept the bike totally under wraps during the three year development time and these first stories show a complete bike. This is another move, now by a European, in the same big torque, sport bike direction we've been talking about for the past year. If you're a bike builder starting out, you might want to forget the chopper direction and think sport bike. The Wakan 1640, ... I like it.