Guys.. 2011 Kawasaki Ninja ZX10R - more pugnacious and more frightening! yeah, the cool motorcycles from 2011 Kawasaki Motorcycles line-up. Kawasaki ZX10R has come with new design and looks appears, the sketch image of 2011 Kawasaki ZX10R has been release a few month ago.. here is the pics of Ninja Zx10R..
Kawasaki ZX10r is one of the best selling products from Kawasaki, this bike has a capacity
Tuesday, November 30, 2010
End of the Mo
This is how far we've come as a team (column 1 is day 1, column 2 is today and column 3 is what 30 days of mustachery will do to you.)
The 30 days of Movember are nearly at a close, but it's not too late to donate to a great cause.
The ITC team has donated their faces to the cause and have done a great job tracking down lots of great donors and we thank each and every one of them.
To donate and help raise funds for Prostate Cancer Canada, you can choose an Inside Track Communications employee (or donate to the team as a whole) by clicking on the following links:
Mark Hoffberg
Art Director
http://ca.movember.com/mospace/633490/
Jeff Morgan
Editor – Inside MotoX & Off Road
http://ca.movember.com/mospace/702834/
Derek Rockel
Sales – Inside MotoX & Off Road / Inside Motorcycles
http://ca.movember.com/mospace/703090/
Mike Galipeau
Sales – Inside Track Motorsport News
http://ca.movember.com/mospace/703404/
James Neilson
Editor – Inside Track Motorsport News
http://ca.movember.com/mospace/881228/
For more info, check out the original post here:
http://insidemotorcycles.blogspot.com/2010/11/inside-mo-torcycles-takes-on-movember.html
Double dose of Szoke at Toronto show
From Inside Motorcycles
TORONTO, ON -- What could be better than seeing one of Jordan Szoke’s national title winning motorcycles on display at the Toronto Motorcycle Show? How about two?
Inside Motorcycles, Canada’s source for motorcycle news will feature both Szoke’s Parts Canada Superbike Championship winning Honda CBR1000RR and the Gas Gas Raga 300 he rode to the CMA National Trials crown on display at its Winners’ Circle booth at the show, which runs from Dec. 10-12 at the Metro Toronto Convention Centre. Szoke will also appear at the Winners’ Circle to sign autographs and meet fans.
“I don’t know how many racers in the world can boast two national titles in such divergent forms of competition,” said Inside Motorcycles editor John Hopkins. “Jordan is really a unique athlete and we’re thrilled to be able to promote his accomplishments at the Toronto Motorcycle Show.”
The 31-year-old Szoke enjoyed a remarkable season in 2010, winning his fifth straight Canadian Superbike national crown and taking victory in all seven races aboard the Waznie Racing / Ciclo Werks BMC / DeWildt Honda Powerhouse CBR1000RR. The Superbike weighs around 175kg and is powered by a 1,000cc, inline four-cylinder four-stroke engine.
The Brantford, Ont. racer took his second Canadian Trials title with a win and podium finishes in all three rounds of the series. His Gas Gas Raga 300 weighs in at just 66.5kg and is powered by a 294.1cc, single cylinder two-stroke engine.
“I’m looking forward to sharing some memories and answering questions for the fans at the Toronto Motorcycle Show,” Szoke said. “I think a big part of my success has been my ability to ride a wide variety of motorcycles. When people see the Honda and the Gas Gas side-by-side they’ll get quite an eye-opener.”
The Inside Motorcycles Winners’ Circle will also feature the bikes of CMA National Dirt Track champion Doug Beattie, rising Canadian road race star Steven Nickerson, off road ace Brian Wojnarowski and ‘King of Walton’ motocross racer Bobby Kiniry.
Now in its 13th year of publication, Inside Motorcycles covers motorcycling with a Canadian focus. The magazine features new model tests, product reviews, industry news, opinion pieces and coverage of all types of motorcycle racing. More information is available at www.insidemotorcycles.com.
The Toronto Motorcycle Show is the Canadian motorcycle and ATV industries’ official launch of its cross-Canada tour where the leading manufacturers and distributors offer a first glimpse of their new 2011 models. Complete show information is available at www.motorcycleshows.ca or www.sportshows.ca.
It's All In A Name
*** continued from previous post ***
Now that we were putting Galway Bay in our mirrors we both relaxed a little.
I can't tell you how gorgeous the day broke. There are no words. It was the magic moment - the first light seeping into the landscape bathing every mountain, every tree and rock and transient sprawled in a ditch with the hyper-reality of razor sharp detail. We floated along incredibly wide roads engineered to perfection with nary a pothole nor frost-heave in sight. Our spirits soared as the Vision carried us along, effortlessly climbing up rugged valleys, through dense cotton mist hanging from the sides of granite peaks, only to descend to lake country where the road would meander through hamlets along emerald shores, skittering through dark forest and deep meadows as the black-ribbon propelled, no . . . commanded us along its path. Lulled us Siren-like with the rhythmic twist and turns and sweeps and climbs of a road hungry for travelers and adoration. I swear that a couple of times I heard the musical notes of divine communication, (You know, BAA - DAA!!!) as we would glide around a corner to be surprised by a view even more stunning, more incredible than the last. The bike hummed beneath us. The sun shone upon us. The road was our partner, and begged us to rush along its snaking length.
We didn't even care that we were starving.
I should have realized that we were being charmed into a false sense of security. But oh no, ever the "I'm-shoveling-through-all-of-this-crap-because-I-know-there-must-be-a-pony-in-here-somewhere" kind of guy, I cried "It's good . . . it's good", and shed a silent tear of gratitude behind my helmet's shield.
After a couple of hours in this land of dreams and "Tim Hortons" (although, none that we could find), we rolled off one of the mountain passes into the small town of Stonekeep.
Stonekeep! God I love those Canadian names! We have Federal Way. They have Revelstoke. We have Ritzville. (Which, does NOT live up to it's name in any way.) They have Castlegar and Calgary, Dead Man's Flats and Crowsnest Pass.
The Great White North must fuel the imagination. Either that or they've been reading way too many Fantasy novels and Dime-Store Westerns.
We pull into Stonekeep, find a gas station, and pause for a much needed fill-up, a leg stretch and enough food to feed a circus.
*** the journey continues tomorrow and comments are always welcome. Mostly. ***
Now that we were putting Galway Bay in our mirrors we both relaxed a little.
I can't tell you how gorgeous the day broke. There are no words. It was the magic moment - the first light seeping into the landscape bathing every mountain, every tree and rock and transient sprawled in a ditch with the hyper-reality of razor sharp detail. We floated along incredibly wide roads engineered to perfection with nary a pothole nor frost-heave in sight. Our spirits soared as the Vision carried us along, effortlessly climbing up rugged valleys, through dense cotton mist hanging from the sides of granite peaks, only to descend to lake country where the road would meander through hamlets along emerald shores, skittering through dark forest and deep meadows as the black-ribbon propelled, no . . . commanded us along its path. Lulled us Siren-like with the rhythmic twist and turns and sweeps and climbs of a road hungry for travelers and adoration. I swear that a couple of times I heard the musical notes of divine communication, (You know, BAA - DAA!!!) as we would glide around a corner to be surprised by a view even more stunning, more incredible than the last. The bike hummed beneath us. The sun shone upon us. The road was our partner, and begged us to rush along its snaking length.
We didn't even care that we were starving.
I should have realized that we were being charmed into a false sense of security. But oh no, ever the "I'm-shoveling-through-all-of-this-crap-because-I-know-there-must-be-a-pony-in-here-somewhere" kind of guy, I cried "It's good . . . it's good", and shed a silent tear of gratitude behind my helmet's shield.
After a couple of hours in this land of dreams and "Tim Hortons" (although, none that we could find), we rolled off one of the mountain passes into the small town of Stonekeep.
Stonekeep! God I love those Canadian names! We have Federal Way. They have Revelstoke. We have Ritzville. (Which, does NOT live up to it's name in any way.) They have Castlegar and Calgary, Dead Man's Flats and Crowsnest Pass.
The Great White North must fuel the imagination. Either that or they've been reading way too many Fantasy novels and Dime-Store Westerns.
We pull into Stonekeep, find a gas station, and pause for a much needed fill-up, a leg stretch and enough food to feed a circus.
*** the journey continues tomorrow and comments are always welcome. Mostly. ***
Birch completes African hat trick
From the Baboons Lesotho Sun Roof of Africa
New Zealand rider Chris Birch scored a hat trick when he won the 2010 Baboons Lesotho Sun Roof of Africa after a tight battle with South African Jade Gutzeit.
The tough event, which concluded last Saturday, not only tested the endurance of competitors, but their mental fitness too and only 22 riders managed to score gold when they completed the full race distance within the prescribed time over three days.
Birch (Brother Broadlink KTM) and Gutzeit (Full Throttle Yamaha) were locked in a tight battle with only three seconds separating them at the start of the final day. Just after the start Birch misjudged a river crossing and drowned his bike, losing about eight minutes while he made repairs. He rode like a mad man and caught up with Gutzeit.
On one of the last mountain passes – Please Push Me Pass – Gutzeit ran out of steam and could not maintain the battle with Birch and although Birch admitted afterwards that he was extremely exhausted, he knew that victory was in sight and that kept him going. He finished just over 18 minutes ahead of Gutzeit after almost 18 and a half hours of battling with one of the toughest Roof of Africa routes yet.
Like last year, German Andreas Lettenbichler (Team Husqvarna SA) produced another outstanding performance when he finished third after losing 30 minutes when he got lost on the second day.
UK privateer Paul Bolton (Brother Broadlink KTM) finished fourth after his first attempt at the Lesotho event while the South African and Red Bull Romaniacs course setter, Craig Stone (KTM) finished fifth to claim his best position at this event.
One of the star performances of the event was local businessman Wynand Badenhorst (Leo Internet Yamaha), who competed in his third Baboons Lesotho Sun Roof of Africa event and finished sixth overall after being constantly in the top 10 during the race.
For more information about the 2010 Baboons Lesotho Sun Roof of Africa, visit www.roof-of-africa.com.
New Zealand rider Chris Birch scored a hat trick when he won the 2010 Baboons Lesotho Sun Roof of Africa after a tight battle with South African Jade Gutzeit.
The tough event, which concluded last Saturday, not only tested the endurance of competitors, but their mental fitness too and only 22 riders managed to score gold when they completed the full race distance within the prescribed time over three days.
Birch (Brother Broadlink KTM) and Gutzeit (Full Throttle Yamaha) were locked in a tight battle with only three seconds separating them at the start of the final day. Just after the start Birch misjudged a river crossing and drowned his bike, losing about eight minutes while he made repairs. He rode like a mad man and caught up with Gutzeit.
On one of the last mountain passes – Please Push Me Pass – Gutzeit ran out of steam and could not maintain the battle with Birch and although Birch admitted afterwards that he was extremely exhausted, he knew that victory was in sight and that kept him going. He finished just over 18 minutes ahead of Gutzeit after almost 18 and a half hours of battling with one of the toughest Roof of Africa routes yet.
Like last year, German Andreas Lettenbichler (Team Husqvarna SA) produced another outstanding performance when he finished third after losing 30 minutes when he got lost on the second day.
UK privateer Paul Bolton (Brother Broadlink KTM) finished fourth after his first attempt at the Lesotho event while the South African and Red Bull Romaniacs course setter, Craig Stone (KTM) finished fifth to claim his best position at this event.
One of the star performances of the event was local businessman Wynand Badenhorst (Leo Internet Yamaha), who competed in his third Baboons Lesotho Sun Roof of Africa event and finished sixth overall after being constantly in the top 10 during the race.
For more information about the 2010 Baboons Lesotho Sun Roof of Africa, visit www.roof-of-africa.com.
Monday, November 29, 2010
Hyosung GV250 Aquila, 2009
Hyosung GV250 Aquila, 2009
Hyosung GV250 Aquila, 2009
Features & Benefits
Air/Oil cooled for efficient engine cooling.
Double piston of large size disk (Ø 275mm) Disk brake of strong brake force that employs caliperwide and comfortable seat, low seat height 700mm.
Rear combination and turn-signal lamp for excellent rear visual recognition.
High-capacity (14 l) fuel tank of two-tone color with beautifully curved lines.
Aluminum casting wheel and extra-wide tubeless tire (rear wheel : 150/80 - 15 MCs 70 Ss).
ENGINE
Type Four-stroke, oil/air-cooled
DOHC 8 Valve, V-twin
Displacement (cc) 249
Fuel System Twin 26mm carburetors
Starting System Electric
CAPACITY
Fuel Tank (litres) 14
TRANSMISSION
Clutch Wet Multi-Plate
Gears 5 Speed
CHASSIS
Front Tyre 110/90-16 59S
Rear Tyre 150/80-15 70S
Front Suspension 41mm Forks
Rear Suspension Twin Shocks
Front Brake Disc
Rear Brake Drum
DIMENSIONS AND DRY MASS
Overall Length (mm) 2,270
Overall Width (mm) 800
Overall Height (mm) 1,090
Wheel Base (mm) 1,500
Dry Mass (kg) 155
Seat Height (mm) 695
ACCESSORIES
Backrest Centre Stand Kit
Fog Lamps Footboards
Cruiser Muffler Windshield
Honda CB1100R Concept, 2009
Honda CB1100R Concept, 2009
The prestige sports CB concept for hardcore riders seeking the true CB spirit.
Taking over thr traditional air-cooled, 4-stroke in-line, DOHC, 4-cylinder engine, the same engine as in the CB1100F, and the CB brands, this stunning model CB1100R offers additional taste of racing heritage, an attraction unique to honda. While the sporty styling - with it's compact fairing and single seat - evokes Honda's legendary RCB racers, the modern design offers up an attractive freshness, stimulating a longing for those fabled machines and giving a satisfying sense of ownership. The air-cooled, 1,140cc, inline, 4 cylinder engine generates powerful torque in the low - and mid-rpm ranges, and the lightweight, compact chassis makes this motorcycle really fun to ride. The prestige Sports CD Concept CB1100R was specially designed for mature riders who feel the pride of owning a Honda and the true CB spirit.
A FUSION OF MODERNITY AND TRADITION IN A NOBLE DESIGN
The styling of the CB1100R expresses the aura of Honda's racing heritage and has a lofty prescence. Every part of this evocative machine expresses it's high build quality and attention to detail. From the beautiful lines of the aluminium fuel tank and twin-shock rear suspension, to the modern feel of the instruments, mass-centralized design and the traditional air-cooled, in-line 4-cylinder engine, the bold figure of the CB1100R has the same compact and modern form as the CB1100F which shares its frame and engine. The "R" designates this model's special and noble esign. The eye-catching dual round headlights fuse the latest technologies, with one a reflector type and the other a projection beam. The paint scheme expresses Honda's traditional tricolour racing colours of red, blue and white, giving the motorcycle a sporty and elegant image. The engine is finished in black, the exhaust in black chrome, and the frame in brilliant red, a colour scheme which gives the machine a sporty, tense look.
THE ENGINE TYPE: Air-cooled, four-stoke, 16 valve, DOHC, inline-4
DISPLACEMENT: 1,140cc
OVERALL LENGTH: 2,060mm
OVERALL WIDTH: 730mm
OVERALL HEIGHT: 1,180mm
The Road to Hernias are Paved with Good Intentions
*** continued from previous post ***
We were starving, but sure we would find a charming restaurant just up the road.
But first, we had to make our escape. Like Ninjas. Sneaky Canadian Ninjas. Lest we forget ourselves and wake in a week or two sitting in the Pub with 'Zombie-Dude' pouring drinks for those only he can see. Quiet was the order of the day.
Eager to avoid a scene, we decided that we would PUSH the Vision far, far from the Motel so as not to wake nor rouse the Local Pitchfork Mob with the rumblings of our mighty exhaust. You know us, deep down beneath the leather and the helmets and the tattoos on our foreheads that say 'KILLER', we try to be considerate people. Mostly. The operative word being 'try'
Now, I don't know if you're aware of exactly how much the Vision weighs. The dry weight - and what the hell does that mean? What if you live somewhere it's raining all the time? Dry weight will do you no good. What you need is wet weight for a really informed decision. Or, at the very least, slightly moist weight - anyway, the dry weight of the Victory Vision is 849 pounds, give or take an ounce. The saddlebags were stuffed with easily another 45 pounds or so, the trunk was crammed with another 40 pounds and then you had that diabolical "100% FRICKIN' GUARANTEED WATERPROOF" bag and you can tack on another 25 pounds. I go 200. Your Mom is 105. The gear we were wearing, combined between us was at least 20 pounds with the armored mesh and helmets and Mom's security rock. A full tank of gas, (6 gallons), adds another 50 pounds rounded up. As you can see, if you've been doing the math, I was going to attempt to push well over 9000 pounds around with no reverse gear, no motor to help, and every inch uphill - and backwards. And why in God's name someone had coated the driveway with butter I'll never know. Perhaps it is some quaint Canadian custom of which I am unawares. Much like the Canadian propensity for human sacrifice around harvest time. Oh, those silly Canadian farmers and their festivals hearkening back to simpler days. I envy their simplicity. Any-who, I pop a hernia just thinking about it. Sherpa-ing an epileptic baby elephant - on crack - up the side of Mt. Everest wearing roller blades would be easier than rolling our beast backwards and uphill.
I pull up the kickstand and we promptly fall over.
HA! Gotcha! No, I pull up the kickstand, take a deep breath and push backwards with my legs.
And . . . nothing. Not even a budge. I try several more times without success.
"What are we going to do?" Mom asked.
"Hmmmm . . . " I pondered, "set fire to the bike and claim the insurance?"
"That would be fine, but we would be stuck in Galway Bay," she said and cast a nervous glance about, "possibly forever."
I saw her point. So through super-human strength, and a promise to the Elder Gods, (Cthulu, are you listening?), to give them my first-born son, (Jokes on them! I done been all fixapated! No more genetic wealth from this guy!), I finally got the bike rolling and managed to wrestle it far enough away from the motel that we believed we could make our escape without alerting the authorities. Which, thankfully, we did and trundled off down the highway with flowers and puppies in our hearts and a slight headache from exertion. Oh, and a major leg cramp. I was pushing 9000 pounds after all.
*** the journey continues tomorrow and comments are always welcome ***
We were starving, but sure we would find a charming restaurant just up the road.
But first, we had to make our escape. Like Ninjas. Sneaky Canadian Ninjas. Lest we forget ourselves and wake in a week or two sitting in the Pub with 'Zombie-Dude' pouring drinks for those only he can see. Quiet was the order of the day.
Eager to avoid a scene, we decided that we would PUSH the Vision far, far from the Motel so as not to wake nor rouse the Local Pitchfork Mob with the rumblings of our mighty exhaust. You know us, deep down beneath the leather and the helmets and the tattoos on our foreheads that say 'KILLER', we try to be considerate people. Mostly. The operative word being 'try'
Now, I don't know if you're aware of exactly how much the Vision weighs. The dry weight - and what the hell does that mean? What if you live somewhere it's raining all the time? Dry weight will do you no good. What you need is wet weight for a really informed decision. Or, at the very least, slightly moist weight - anyway, the dry weight of the Victory Vision is 849 pounds, give or take an ounce. The saddlebags were stuffed with easily another 45 pounds or so, the trunk was crammed with another 40 pounds and then you had that diabolical "100% FRICKIN' GUARANTEED WATERPROOF" bag and you can tack on another 25 pounds. I go 200. Your Mom is 105. The gear we were wearing, combined between us was at least 20 pounds with the armored mesh and helmets and Mom's security rock. A full tank of gas, (6 gallons), adds another 50 pounds rounded up. As you can see, if you've been doing the math, I was going to attempt to push well over 9000 pounds around with no reverse gear, no motor to help, and every inch uphill - and backwards. And why in God's name someone had coated the driveway with butter I'll never know. Perhaps it is some quaint Canadian custom of which I am unawares. Much like the Canadian propensity for human sacrifice around harvest time. Oh, those silly Canadian farmers and their festivals hearkening back to simpler days. I envy their simplicity. Any-who, I pop a hernia just thinking about it. Sherpa-ing an epileptic baby elephant - on crack - up the side of Mt. Everest wearing roller blades would be easier than rolling our beast backwards and uphill.
I pull up the kickstand and we promptly fall over.
HA! Gotcha! No, I pull up the kickstand, take a deep breath and push backwards with my legs.
And . . . nothing. Not even a budge. I try several more times without success.
"What are we going to do?" Mom asked.
"Hmmmm . . . " I pondered, "set fire to the bike and claim the insurance?"
"That would be fine, but we would be stuck in Galway Bay," she said and cast a nervous glance about, "possibly forever."
I saw her point. So through super-human strength, and a promise to the Elder Gods, (Cthulu, are you listening?), to give them my first-born son, (Jokes on them! I done been all fixapated! No more genetic wealth from this guy!), I finally got the bike rolling and managed to wrestle it far enough away from the motel that we believed we could make our escape without alerting the authorities. Which, thankfully, we did and trundled off down the highway with flowers and puppies in our hearts and a slight headache from exertion. Oh, and a major leg cramp. I was pushing 9000 pounds after all.
*** the journey continues tomorrow and comments are always welcome ***
Successful test for Suter MotoGP project
From motogp.com
The Suter Marc VDS MotoGP machine completed a successful first shakedown test at the Jerez circuit in Andalucia, Spain last week. The bike completed more than 100 laps, in both wet and dry conditions, with positive results.
Rain on the first day of testing meant that the bike made its track debut on Michelin wet tires, with Marc VDS test rider Damian Cudlin at the controls. Despite the difficult conditions the Australian took the opportunity to complete 30 laps, getting a feel for the bike and for the Jerez circuit, which he was riding for the first time.
Dry conditions on the second day saw Cudlin joined by Suter Racing test rider, Carmelo Morales, with the Australian completing more than 70 laps in the morning before handing over testing duties to his Spanish colleague in the afternoon.
Testing was curtailed on the third and final day, as rain returned to the Jerez circuit.
"Not many people get to ride a MotoGP bike, especially a prototype bike for 2012 like this one," Cudlin said. "It's pretty cool and it's been heaps of fun. We've learnt a whole lot about the bike and, while there's still a lot more to learn, the potential is definitely there.
"The weight, or lack of it, is impressive and the handling has been pretty much spot on from the start of the test; it feels a bit like a more powerful Moto2 machine in a lot of ways."
Powered by a BMW engine, the Suter Marc VDS MotoGP machine has been designed to take advantage of rule changes for 2012 that will allow teams to contest the MotoGP class with machines based around a 1000cc engine housed in a prototype chassis.
"For a first rollout of the new bike the test has been very successful," said team manager Michael Bartholemy. "The weather has been a problem, restricting us to just one day of dry testing, but we still managed to complete over 100 laps on the bike with no issues at all.
"The bike definitely has potential; we've seen that here in Jerez this week. Now we need to sit down with Eskil Suter and his technical team to agree a development plan that will unlock this potential, starting at the next test in January."
The Suter Marc VDS MotoGP machine completed a successful first shakedown test at the Jerez circuit in Andalucia, Spain last week. The bike completed more than 100 laps, in both wet and dry conditions, with positive results.
Rain on the first day of testing meant that the bike made its track debut on Michelin wet tires, with Marc VDS test rider Damian Cudlin at the controls. Despite the difficult conditions the Australian took the opportunity to complete 30 laps, getting a feel for the bike and for the Jerez circuit, which he was riding for the first time.
Dry conditions on the second day saw Cudlin joined by Suter Racing test rider, Carmelo Morales, with the Australian completing more than 70 laps in the morning before handing over testing duties to his Spanish colleague in the afternoon.
Testing was curtailed on the third and final day, as rain returned to the Jerez circuit.
"Not many people get to ride a MotoGP bike, especially a prototype bike for 2012 like this one," Cudlin said. "It's pretty cool and it's been heaps of fun. We've learnt a whole lot about the bike and, while there's still a lot more to learn, the potential is definitely there.
"The weight, or lack of it, is impressive and the handling has been pretty much spot on from the start of the test; it feels a bit like a more powerful Moto2 machine in a lot of ways."
Powered by a BMW engine, the Suter Marc VDS MotoGP machine has been designed to take advantage of rule changes for 2012 that will allow teams to contest the MotoGP class with machines based around a 1000cc engine housed in a prototype chassis.
"For a first rollout of the new bike the test has been very successful," said team manager Michael Bartholemy. "The weather has been a problem, restricting us to just one day of dry testing, but we still managed to complete over 100 laps on the bike with no issues at all.
"The bike definitely has potential; we've seen that here in Jerez this week. Now we need to sit down with Eskil Suter and his technical team to agree a development plan that will unlock this potential, starting at the next test in January."
KTM and FMF extend sponsorship
From KTM Racing
KTM Motorsports has announced that FMF Racing, based in Rancho Dominguez, CA, has renewed its partnership agreement to remain the title sponsor of the KTM Factory Off-Road Racing Team for the next three years.
FMF has been a sponsor of the KTM Team for many years and moved up as the title sponsor for the 2010 season. Together the FMF-backed KTM Factory Off-Road Team won two championships in 2010. For 2011, the FMF/KTM Team will be comprised of six racers.
This year's WORCS Champion and seven-time ISDE Top American Kurt Caselli and the 2009 WORCS Champion Mike Brown will make up the WORCS Team. Two-time XC2 GNCC Champion Kailub Russell and the recent JNCC final winner Cory Buttrick will compete on the GNCC Team. They will be joined by newcomer Charlie Mullins, who in addition to the GNCC Series will defend his current National Enduro title against his teammate and the sixth member of the FMF/KTM Factory Off-Road Racing Team, three-time National Enduro Champion Russell Bobbitt.
In addition to the team sponsorship KTM and FMF work together on many initiatives to help the sport of off-road riding and racing. KTM and FMF also continue to rally together to fight land-closure of off-road riding areas.
"FMF has been a strong supporter of our off-road racing team effort for many years. Their product is reliable, powerful and helps our team excel at the top level. They have been a contributing factor to our team's success and we are proud to work with them for the next three years," remarked Antti Kallonen, FMF/KTM Factory Off-Road Team Manager.
"FMF Racing has been a part of this sport since 1973 and it is companies like KTM and their athletes that have helped us become the number one off-road exhaust system. Utilizing our facility here in So. Cal and building everything 100 percent in-house we know we can give riders the edge with quality and performance. We would also like to congratulate team FMF/KTM Factory Off-Road riders for doing such a great job this year," stated Donny Emler Jr., Marketing Director of FMF Racing.
Husqvarna SM450RR, 2009
Husqvarna SM450RR, 2009
SM 450RR - HUSQVARNA. In 2008, Husqvarna once again showed its complete dominance of the Supermoto World Championships when Adrien Chareyre and his Husqvarna SMR 530 won two world titles.
To celebrate this success, Husqvarna has decided to present two limited-edition racing models this year, the SM 450RR and the SM 530RR. Both models will be fitted with the same racing components as the machines ridden by Adrien Chareyre, Gerald Delepine and Thomas Chareyre. Now real off-road enthusiasts can take to the track on the same machines as world champions.
The machines will have a completely new look starting from a new supermotard front mudguard and a special colour scheme to highlight their competitive, winning nature. The saddle has been specially designed to offer the rider better when accelerating.
The bikes will offer a TIG welded frame with adjustable steering head just like on the official Team Husqvarna machine as well as a shortened, black anodised swingarm to improve traction and manoeuvrability. The one-piece steering plate is made from anodised Ergal and the increased diameter steering pivot is in aluminium.
The RRs will have Alpina tubeless STS rims with a 120/70 x 16.5 tyre at the front and a Dunlop 170/55 x 17 slick at the rear. The brakes are the real news item for this year with a one-piece caliper and pump.
The SM 450 RR and SM 530 RR have "Wave" discs with a 310mm disc up front for a better compromise between adjustability and stopping power. As regards suspension - up front there are 50 mm Marzocchi forks with a sealed cartridge unit and anodised black fork bottoms while, at the rear, there is a Sachs racing aluminium-bodied shock absorber and the frame is painted black.
The more powerful "race" engine is mated to a six-speed box derived from motocross versions as are the STM slipper clutch, the electric starter, the 41 mm Keihin carburettor and the special cams and pistons. In collaboration with Arrow, Husqvarna engineers designed a tailor-made exhaust system for the SM530 RR. Like that on the SM 450 RR, it is made from titanium and features twin silencers. The heat shield is also made from titanium.
The twin-coloured anodised aluminium filler cap is new as are the anodised Ergal racing handlebar clamps. These are one-piece items bearing the legendary Husqvarna name. The motorcycles come supplied with spare sprockets and crown wheels and a set of steering rake sockets as well as a racing type side stand, racing brake and clutch levers and hand guards The machines are not homologated for use on the road and can only be ridden on a track. They will be available from early December through orders made through the Husqvarna sales network.
To celebrate this success, Husqvarna has decided to present two limited-edition racing models this year, the SM 450RR and the SM 530RR. Both models will be fitted with the same racing components as the machines ridden by Adrien Chareyre, Gerald Delepine and Thomas Chareyre. Now real off-road enthusiasts can take to the track on the same machines as world champions.
The machines will have a completely new look starting from a new supermotard front mudguard and a special colour scheme to highlight their competitive, winning nature. The saddle has been specially designed to offer the rider better when accelerating.
The bikes will offer a TIG welded frame with adjustable steering head just like on the official Team Husqvarna machine as well as a shortened, black anodised swingarm to improve traction and manoeuvrability. The one-piece steering plate is made from anodised Ergal and the increased diameter steering pivot is in aluminium.
The RRs will have Alpina tubeless STS rims with a 120/70 x 16.5 tyre at the front and a Dunlop 170/55 x 17 slick at the rear. The brakes are the real news item for this year with a one-piece caliper and pump.
The SM 450 RR and SM 530 RR have "Wave" discs with a 310mm disc up front for a better compromise between adjustability and stopping power. As regards suspension - up front there are 50 mm Marzocchi forks with a sealed cartridge unit and anodised black fork bottoms while, at the rear, there is a Sachs racing aluminium-bodied shock absorber and the frame is painted black.
The more powerful "race" engine is mated to a six-speed box derived from motocross versions as are the STM slipper clutch, the electric starter, the 41 mm Keihin carburettor and the special cams and pistons. In collaboration with Arrow, Husqvarna engineers designed a tailor-made exhaust system for the SM530 RR. Like that on the SM 450 RR, it is made from titanium and features twin silencers. The heat shield is also made from titanium.
The twin-coloured anodised aluminium filler cap is new as are the anodised Ergal racing handlebar clamps. These are one-piece items bearing the legendary Husqvarna name. The motorcycles come supplied with spare sprockets and crown wheels and a set of steering rake sockets as well as a racing type side stand, racing brake and clutch levers and hand guards The machines are not homologated for use on the road and can only be ridden on a track. They will be available from early December through orders made through the Husqvarna sales network.
Husqvarna SM450R Specifications, 2009
Husqvarna SM450R Specifications, 2009
Engine
Type Single cylinder, 4-stroke, DOHC, 4 valve
Bore 97 mm
Stroke 60.76 mm
Displacement 449 cc
Compression ratio 12.9 : 1
Starting Electric (with automatic decompressor)
Cooling Liquid-cooled
Radiator 2
Lubrication Dry sump with 2 oil pump rotors and cartridge filter
Ignition Digital C.D.I., with variable advance
Spark plug type NGK CR 8EB
Spark plug gap 0.7 mm
Clutch Wet, multi-plate, hydraulic control
Driving disc number 8
Driven disc number 7
Chassis
Type Steel single tube cradle with steel round tubes
Rear frame in light alloy
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment
Fork leg diameter 50 mm
Fork travel 250 mm
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment. Compression and rebound adjustment (compression stroke - double adjustment)
Rear wheel travel 290 mm
Front brake 320 mm BREMBO floating disc type with hydraulic control and radial caliper
Rear brake 240 mm BREMBO floating disc type with hydraulic control and floating caliper
Rim front 3.50" x 17", light alloy
Rim rear 4.25" x 17", light alloy
Tyre front 120/70-17" PIRELLI MTR 21 Dragon-EVO
Tyre rear 150/60-17" PIRELLI MTR 22 Dragon-EVO
Transmission
Primary drive Secondary drive
Engine sprocket 23 Z/teeth Trans sprocket 15 Z/teeth
Clutch gear 63 Z/teeth Rear wheel sprocket 42 Z/teeth
Transmission ratio 2.739 Transmission ratio 2.800
Type Constant mesh gear type Chain D.I.D 520 V6
Speed 6
Internal ratios 2.000 (28/14) Overall ratios 15.339/td>
2nd 1.611 (29/18) 2nd 12.356
3rd 1.333 (24/18) 3rd 10.226
4th 1.086 (25/23) 4th 8.336
5th 0.920 (23/25) 5th 7.056
6th 0.814 (22/27) 6th 6.249
Electrical Equipment
Voltage 12 V
Head light 35/35 W
Pilot light 3 W
Tail light 5 W
Stop light 21 W
Turn signal 10 W
Battery 12 V - 6 Ah
Type Single cylinder, 4-stroke, DOHC, 4 valve
Bore 97 mm
Stroke 60.76 mm
Displacement 449 cc
Compression ratio 12.9 : 1
Starting Electric (with automatic decompressor)
Cooling Liquid-cooled
Radiator 2
Lubrication Dry sump with 2 oil pump rotors and cartridge filter
Ignition Digital C.D.I., with variable advance
Spark plug type NGK CR 8EB
Spark plug gap 0.7 mm
Clutch Wet, multi-plate, hydraulic control
Driving disc number 8
Driven disc number 7
Chassis
Type Steel single tube cradle with steel round tubes
Rear frame in light alloy
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment
Fork leg diameter 50 mm
Fork travel 250 mm
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment. Compression and rebound adjustment (compression stroke - double adjustment)
Rear wheel travel 290 mm
Front brake 320 mm BREMBO floating disc type with hydraulic control and radial caliper
Rear brake 240 mm BREMBO floating disc type with hydraulic control and floating caliper
Rim front 3.50" x 17", light alloy
Rim rear 4.25" x 17", light alloy
Tyre front 120/70-17" PIRELLI MTR 21 Dragon-EVO
Tyre rear 150/60-17" PIRELLI MTR 22 Dragon-EVO
Transmission
Primary drive Secondary drive
Engine sprocket 23 Z/teeth Trans sprocket 15 Z/teeth
Clutch gear 63 Z/teeth Rear wheel sprocket 42 Z/teeth
Transmission ratio 2.739 Transmission ratio 2.800
Type Constant mesh gear type Chain D.I.D 520 V6
Speed 6
Internal ratios 2.000 (28/14) Overall ratios 15.339/td>
2nd 1.611 (29/18) 2nd 12.356
3rd 1.333 (24/18) 3rd 10.226
4th 1.086 (25/23) 4th 8.336
5th 0.920 (23/25) 5th 7.056
6th 0.814 (22/27) 6th 6.249
Electrical Equipment
Voltage 12 V
Head light 35/35 W
Pilot light 3 W
Tail light 5 W
Stop light 21 W
Turn signal 10 W
Battery 12 V - 6 Ah
Husqvarna SM125, 2009
Husqvarna SM125, 2009
The SM 125 has become an icon for sixteen-year-olds, a sales phenomenon and a new fashion. It is the starting point for those who want to experience the thrills of off-roading but who also want a bike that is perfectly suited to everyday use. Easy to ride, light and manoeuvrable, the 2009 version of the SM 125 has everything it takes to become leader in its class.
The SM 125 is available in either red and white colour scheme or the more sophisticated black version. The white frame and black anodised wheel make the two-stroke look more like the bigger four-stroke version. The highly successful 125 engine has seen improvements “borrowed” from racing models and has been tuned to improve pick-up and offer more output in the low to mid range power band.
The SM 125 features integrated ECS (Electronic Carburetion System) that administers exactly the right amount of fuel (both the air/petrol and oil mix) and that was developed in collaboration with Dell’Orto. The control unit also governs the ignition system. While keeping costs under control and sales prices competitive, this brings the two-stroke 125 engine to Euro 3 standards yet keeps all the advantages that two-stroke engines offer: lightness, performance and low running costs.
As regards suspension, the SM 125 now has specially designed PaioIi forks to enhance the performance characteristics of the model and to compliment the shock absorber.
The new digital instrumentation displays speed, time, mileage, rpm and has a trip-meter as well as the normal warning lights (indicators, full beam, dipped beam, service due etc.).
The SM 125 is available in either red and white colour scheme or the more sophisticated black version. The white frame and black anodised wheel make the two-stroke look more like the bigger four-stroke version. The highly successful 125 engine has seen improvements “borrowed” from racing models and has been tuned to improve pick-up and offer more output in the low to mid range power band.
The SM 125 features integrated ECS (Electronic Carburetion System) that administers exactly the right amount of fuel (both the air/petrol and oil mix) and that was developed in collaboration with Dell’Orto. The control unit also governs the ignition system. While keeping costs under control and sales prices competitive, this brings the two-stroke 125 engine to Euro 3 standards yet keeps all the advantages that two-stroke engines offer: lightness, performance and low running costs.
As regards suspension, the SM 125 now has specially designed PaioIi forks to enhance the performance characteristics of the model and to compliment the shock absorber.
The new digital instrumentation displays speed, time, mileage, rpm and has a trip-meter as well as the normal warning lights (indicators, full beam, dipped beam, service due etc.).
Husqvarna CR125 Specifications, 2009
Husqvarna CR125 Specifications, 2009
Engine
Type Single cylinder, 2-stroke, reed valve and H.T.S. valve with mechanical control on exhaust port
Bore 54 mm
Stroke 54.5 mm
Displacement 124.82 cc
Compression ratio 8.8 : 1
Starting Kick
Cooling Liquid-cooled
Radiator 2
Lubrication Premix 33 : 1
Ignition Electronic C.D.I., analogue type with variable advance
Spark plug type NGK BR 9EG / CHAMPION QN84
Spark plug gap 0.6 mm
Carburetor Mikuni TMX 38
Clutch Wet, multi-plate, mechanic control
Driving disc number 7
Driven disc number 6
Chassis
Type Steel single tube cradle with steel round tubes
Rear frame in light alloy
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment
Fork leg diameter 50 mm
Fork travel 300 mm
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment, compression and rebound adjustment (compression stroke - double adjustment)
Rear wheel travel 296 mm
Front brake 260 mm BREMBO fixed disc type with hydraulic control and floating caliper
Rear brake 240 mm BREMBO floating disc type with hydraulic control and floating caliper
Rim front 1.60" x 21", light alloy
Rim rear 2.15" x 19", light alloy
Tyre front 80/100-21" PIRELLI 51R-MT 32A
Tyre rear 100/90-19" PIRELLI NHS (57)-MT 32
Timing System
Valve timing - Exhaust 184°
- Transfer 128°
Ducati 848 Nicky Hayden Edition, 2010
Ducati 848 Nicky Hayden Edition, 2010
The new Ducati 848 Nicky Hayden Edition enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class.
The words ‘agile’ and ‘refined’ aptly describe the 848. At 168kg (369lbs) the 848 is an amazing 20kg (44lbs) lighter than its predecessor, and a significant 5kg (11lbs) lighter than its larger capacity brother, the 1098.
The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3kg (6.5lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1kg (2.2lbs) less weight, a much higher service life, improved clutch feel and quiet operation.
With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999.
Several upgrades features in addition to the special Hayden livery and full specifications listed below:
Engine
The 848 Testastretta Evoluzione engine becomes the benchmark for the middleweight sportsbike category, benefitting from all the experience accumulated with the larger engine on the 1198. It successfully adopts the same design guidelines and the same compact cylinder and cylinder head layout, but introduces for the first time ever an innovative solution for the crankcase, which has been designed with a further weight reduction for this advanced engine in mind. The overall layout of this engine integrates a series of avant-guard solutions, confirming the close links with the experience of Ducati’s racing department.
The 849cc engine has bore and stroke values of 94mm and 61.2mm respectively, which produce a ratio that is only slightly inferior to the 1098 (1.54 compared with 1.61), while maintaining the highly ‘over-square’ layout typical of racing engines.
Power output is an impressive 134hp (98.5kW) at 10,000 rpm and maximum torque is 71 lb/ft (96Nm) at 8250 rpm. The power and torque values confirm the high performance level of this engine, especially when compared to its predecessor, the Testastretta-engined 749.
The cylinder head has been modified in line with the characteristic bore and stroke of the engine in order to optimize the fluid dynamics of the intake (straight and plunging) and exhaust ducts and combustion chamber. The compression ratio is 12:1.
The valve angle is the same as the 1198 engine and diameter is 39.5mm for the inlet valve and 32mm for the exhaust. The technology used sees the application of a bi-metallic alloy that combines increased lightness with resistance and reliability required for these particular components. The desmodromic control system has also been designed with the weight and the inertia of the new components in mind, allowing extremely efficient valve lift during intake and exhaust phases. The excellent results achieved are confirmed by the engine’s power figures, producing outstanding performance thanks also to the use of MotoGP-derived elliptical throttle bodies, which have been fitted to the 1198 engine. The 2010 model year sees the addition of new lightweight cam belt tensioner pulleys; improving performance while shaving weight.
The design of a dedicated elliptical throttle body for the 848 demonstrates the attention that Borgo Panigale engineers have devoted to the development of the Superbike range. The cross-section is reduced from the 60 sq. mm of the 1098 to 56 sq. mm so as to optimize fluid dynamics at every engine speed. Just like on the 1098, the new cylinder heads benefit from fewer components and include magnesium covers.
This Testastretta Evoluzione engine sees the introduction of a special technology for the construction of the engine crankcase: Vacural casting. This is a forced vacuum die casting method that allows jet characteristics to be improved thanks to the absence of porosity, gas inclusion and oxidation. This allows extremely high measurement precision and greater ductility for aluminium alloy. Designers have been able to harness the benefits of this innovative process by redefining the shape and the wall thickness of the new crankcase by means of FEA (Finite Element Analysis) checks, which allowed the required reliability standards to be achieved, while simultaneously obtaining a significant weight saving of 3.5kg.
The 848 engine is fitted with a silent modular wet clutch, characterized by an exceptional resistance to wear that will lead to superior duration. This solution makes a useful contribution to weight saving, estimated to be around 1.6kg, which is also due to the use of a different type of clutch cover.
The high power figures achieved by this engine also come from the use of the same type of oil cooler and coolant radiator as the 1198’s engine, with an increased surface area assisted by lightweight, high flow electric fan assemblies.
Finally, the 848’s exhaust system follows the same layout and uses the same innovative technology as the 1198. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the big bore 90° L-Twin.
This power unit, just like all the other Ducati engines, has been designed to comply with Euro 3 exhaust emission norms.
Chassis
Trellis frame
Developed in cooperation with Ducati Corse, the 848 Trellis frame has a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).
Single-sided swingarm
The 848, as all the Superbike family, is equipped with a unique single-sided swingarm. The engineers were encouraged to re-think the construction technique of this element. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.
Rear suspension
Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848, the same as the 1198.
Front suspension
At the front the 848 is equipped with fully adjustable 43mm Showa forks with radial mounts. This type of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps every rider to be more confident and in control.
Control
Brembo Monobloc calipers
The 848 brake system is characterized by M4 calipers using four 32mm pistons and two radial mounted pads. Matched to the calipers are two 320mm discs and the combination of these elements achieves spectacular braking power.
Super lightweight wheels
The 848 also benefits from lightweight Marchesini Y-shaped spoke wheels. The weight saving of 250gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 848’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Finally a 5.50” wheel fitted with a 180/55 tyre guarantees the maximum agility at the rear.
Electronics
Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP9 project; and for 2010 now features LED backlighting for better visibility. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-outs is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch.
With the purchase of the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information. The DDA is available from Ducati Performance.
Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to your PC ready to compare, analyse and get an inside view of you and your 848’s performance.
Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians are able to do in factory teams.
Instrumentation
Digital Dashboard that displays derivation MotoGP: speedometer, tachometer, lap time on the stopwatch, clock, air temperature, water temperature, battery voltage, odometer, trip odometer fuel, preventive maintenance indicator. Spies segnalatiche: neutral arrows. projector beam, limiter, oil pressure, fuel level. Other Features: immobilizer, integrated DDA.
The words ‘agile’ and ‘refined’ aptly describe the 848. At 168kg (369lbs) the 848 is an amazing 20kg (44lbs) lighter than its predecessor, and a significant 5kg (11lbs) lighter than its larger capacity brother, the 1098.
The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3kg (6.5lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1kg (2.2lbs) less weight, a much higher service life, improved clutch feel and quiet operation.
With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999.
Several upgrades features in addition to the special Hayden livery and full specifications listed below:
- LED dash illumination for better visibility – particularly at night
- Inclusion of a 30mm mirror extension kit, enabling a choice of two stem lengths for better vision
- Aluminium cam belt tensioner pulleys to reduce weight and moving mass; in turn enabling better acceleration.
Engine
The 848 Testastretta Evoluzione engine becomes the benchmark for the middleweight sportsbike category, benefitting from all the experience accumulated with the larger engine on the 1198. It successfully adopts the same design guidelines and the same compact cylinder and cylinder head layout, but introduces for the first time ever an innovative solution for the crankcase, which has been designed with a further weight reduction for this advanced engine in mind. The overall layout of this engine integrates a series of avant-guard solutions, confirming the close links with the experience of Ducati’s racing department.
The 849cc engine has bore and stroke values of 94mm and 61.2mm respectively, which produce a ratio that is only slightly inferior to the 1098 (1.54 compared with 1.61), while maintaining the highly ‘over-square’ layout typical of racing engines.
Power output is an impressive 134hp (98.5kW) at 10,000 rpm and maximum torque is 71 lb/ft (96Nm) at 8250 rpm. The power and torque values confirm the high performance level of this engine, especially when compared to its predecessor, the Testastretta-engined 749.
The cylinder head has been modified in line with the characteristic bore and stroke of the engine in order to optimize the fluid dynamics of the intake (straight and plunging) and exhaust ducts and combustion chamber. The compression ratio is 12:1.
The valve angle is the same as the 1198 engine and diameter is 39.5mm for the inlet valve and 32mm for the exhaust. The technology used sees the application of a bi-metallic alloy that combines increased lightness with resistance and reliability required for these particular components. The desmodromic control system has also been designed with the weight and the inertia of the new components in mind, allowing extremely efficient valve lift during intake and exhaust phases. The excellent results achieved are confirmed by the engine’s power figures, producing outstanding performance thanks also to the use of MotoGP-derived elliptical throttle bodies, which have been fitted to the 1198 engine. The 2010 model year sees the addition of new lightweight cam belt tensioner pulleys; improving performance while shaving weight.
The design of a dedicated elliptical throttle body for the 848 demonstrates the attention that Borgo Panigale engineers have devoted to the development of the Superbike range. The cross-section is reduced from the 60 sq. mm of the 1098 to 56 sq. mm so as to optimize fluid dynamics at every engine speed. Just like on the 1098, the new cylinder heads benefit from fewer components and include magnesium covers.
This Testastretta Evoluzione engine sees the introduction of a special technology for the construction of the engine crankcase: Vacural casting. This is a forced vacuum die casting method that allows jet characteristics to be improved thanks to the absence of porosity, gas inclusion and oxidation. This allows extremely high measurement precision and greater ductility for aluminium alloy. Designers have been able to harness the benefits of this innovative process by redefining the shape and the wall thickness of the new crankcase by means of FEA (Finite Element Analysis) checks, which allowed the required reliability standards to be achieved, while simultaneously obtaining a significant weight saving of 3.5kg.
The 848 engine is fitted with a silent modular wet clutch, characterized by an exceptional resistance to wear that will lead to superior duration. This solution makes a useful contribution to weight saving, estimated to be around 1.6kg, which is also due to the use of a different type of clutch cover.
The high power figures achieved by this engine also come from the use of the same type of oil cooler and coolant radiator as the 1198’s engine, with an increased surface area assisted by lightweight, high flow electric fan assemblies.
Finally, the 848’s exhaust system follows the same layout and uses the same innovative technology as the 1198. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the big bore 90° L-Twin.
This power unit, just like all the other Ducati engines, has been designed to comply with Euro 3 exhaust emission norms.
Chassis
Trellis frame
Developed in cooperation with Ducati Corse, the 848 Trellis frame has a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).
Single-sided swingarm
The 848, as all the Superbike family, is equipped with a unique single-sided swingarm. The engineers were encouraged to re-think the construction technique of this element. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.
Rear suspension
Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848, the same as the 1198.
Front suspension
At the front the 848 is equipped with fully adjustable 43mm Showa forks with radial mounts. This type of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps every rider to be more confident and in control.
Control
Brembo Monobloc calipers
The 848 brake system is characterized by M4 calipers using four 32mm pistons and two radial mounted pads. Matched to the calipers are two 320mm discs and the combination of these elements achieves spectacular braking power.
Super lightweight wheels
The 848 also benefits from lightweight Marchesini Y-shaped spoke wheels. The weight saving of 250gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 848’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Finally a 5.50” wheel fitted with a 180/55 tyre guarantees the maximum agility at the rear.
Electronics
Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP9 project; and for 2010 now features LED backlighting for better visibility. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-outs is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch.
With the purchase of the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information. The DDA is available from Ducati Performance.
Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to your PC ready to compare, analyse and get an inside view of you and your 848’s performance.
Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians are able to do in factory teams.
Instrumentation
Digital Dashboard that displays derivation MotoGP: speedometer, tachometer, lap time on the stopwatch, clock, air temperature, water temperature, battery voltage, odometer, trip odometer fuel, preventive maintenance indicator. Spies segnalatiche: neutral arrows. projector beam, limiter, oil pressure, fuel level. Other Features: immobilizer, integrated DDA.
Ducati Monster 1100, 2009
Ducati Monster 1100, 2009
MINIMUM WEIGHT, MAXIMUM FUN
The Monster 1100 is the lightest bike in its class: The 1100 S weighs in at 168kg (369lb) and the 1100 at just 169kg (373lb)!
The exceptional handling, combined with legendary torque from the Ducati Desmo engine, results in a pure, adrenalin-filled ride. Extremely lightweight 5-spoke Marchesini wheels help reduce unsprung weight, while the beautifully shaped single-sided swingarm gives the Monster a ‘tough’ look while ensuring higher rigidity,reduced weight and enhanced road holding.Increased ground clearance enables maximum lean angles when you explore the sports side of the Monster 1100 to the full.
The 43mm Showa forks and Sachs rear suspension unit are adjustable to suit your riding style and provide that perfect ‘feel’. The short Trellis frame, developed in conjunction with Ducati Corse, uses the same tube diameter and thickness as the 1098 R, while the rear subframe is derived from Desmosedici RR technology. The fantastic Brembo braking system features a radial master cylinder feeding radially mounted four-piston calipers on twin 320mm discs, an incredible set-up that guarantees optimum braking.
DESMODROMIC CHARISMA
The Monster 1100 power unit is the legendary air-cooled, Desmodromic 1100cc engine with 95hp of unmistakable Ducati character. With an incredibly flexible power delivery, this engine ensures fantastic acceleration just when you need it, even on the most challenging of routes. The impressive 75,9lb-ft of torque, typical of the Ducati L-Twin Dual Spark engines, will excite with every twist of the throttle.
IN SEARCH OF THE PERFECT CURVE
The 43mm Showa forks and Sachs rear suspension unit are adjustable to suit your riding style and provide that perfect ‘feel’. The short Trellis frame, developed in conjunction with Ducati Corse, uses the same tube diameter and thickness as the 1098 R, while the rear subframe is derived from Desmosedici RR technology. The fantastic Brembo braking system features a radial master cylinder feeding radially mounted four-piston calipers on twin 320mm discs, an incredible set-up that guarantees optimum braking.
The Arrival
The arrival of the new 1100 and 1100 S now increases the size of the Monster family, a family that redefines the naked motorcycle and stakes its claim as the new icon of Italian excellence.
The 'less-is-more' philosophy behind all Monsters underlines Ducati's never-ending pursuit of genuinely compact, high performance motorcycles, but these new models have succeeded in being even more 'pared down' than their predecessors. The Monster 1100 weighs 169kg (168kg for the S version), making it by far the lightest bike in its category.
The new Monster 1100 design perfectly balances sports performance, riding pleasure and stunning looks. With its new single-sided aluminium swingarm, high level of componentry, race-oriented chassis and 15 years of evolution, the Monster 1100 now takes its place at the head of the Monster family.
The Monster 1100 S is a pure concentrate of lightness, power, design and exclusivity. The 'S' features 43mm Öhlins forks and progressive Öhlins rear shock absorber. Carbon fibre cam belt covers, silencer guards and front fender reduce weight by a further 1kg (2.2lb). The distinctive racing gold coloured 5-spoke wheels of the Monster 1100 S give it an elegant style and the same sporting look as historical Ducati racing models.
Both versions of the new Monster 1100, which comes factory-personalised with removable single seat covers and neat micro-bikini fairings, are powered by the charismatic two-valve 1100cc Desmodromic twin-cylinder engine delivering 95hp at 7500rpm and an impressive torque of 10.5kgm (79.5lb-ft) at 6000rpm.
The start of a new era for the Monster.
The 'less-is-more' philosophy that made the Monster a motorcycling icon is now further enhanced to redefine your naked expectations. With its slim waist and wide handlebars, the new Monster is the ideal bike for all styles, whether riding downtown or enjoying the most exciting of open roads. A pumping Desmodromic heart held in the legendary Ducati Trellis frame underlines the unrivalled naked beauty of the Monster. Ducati Monster: Full stop. Fast forward.
Designed for those who want to make the ultimate expression, the 1100 stands as the new standard of excellence at the head of the Monster family. This masterpiece of style and performance is powered by the legendary and charismatic 1100cc Desmodromic L-Twin engine, famous the world over for its torque and breathtaking acceleration. Conceived and built to redefine the naked concept, the Monster 1100 boasts typical Italian design while ensuring exciting performance in true Monster style.
FEATURES:
ENGINE
Desmodromic charisma
The Monster 1100 power unit is the legendary air-cooled, Desmodromic 1100cc engine with 95hp of unmistakable Ducati character. With an incredibly flexible power delivery, this engine ensures fantastic acceleration just when you need it, even on the most challenging of routes. The impressive 75,9lb-ft of torque, typical of the Ducati L-Twin Dual Spark engines, will excite with every twist of the throttle.
CHASSIS
The Monster 1100 is the lightest bike in its class: The 1100 S weighs in at 168kg (370lbs) and the 1100 at just 169kg (373lbs)!
The exceptional handling, combined with legendary torque from the Ducati Desmo engine, results in a pure, adrenalin-filled ride. Extremely lightweight 5-spoke Marchesini wheels help reduce unsprung weight, while the beautifully shaped single-sided swingarm gives the Monster a 'tough' look while ensuring higher rigidity, reduced weight and enhanced road holding. Increased ground clearance enables maximum lean angles when you explore the sports side of the Monster 1100 to the full.
The 43mm Showa forks and Sachs rear suspension unit are adjustable to suit your riding style and provide that perfect 'feel'. The short Trellis frame, developed in conjunction with Ducati Corse, uses the same tube diameter and thickness as the 1098 R, while the rear subframe is derived from Desmosedici RR technology. The fantastic Brembo braking system features a radial master cylinder feeding radially mounted four-piston calipers on twin 320mm discs, an incredible set-up that guarantees optimum braking.
DESIGN
The Monster design perfectly balances sports performance, riding pleasure and stunning looks.
With frame technology derived from the Desmosedici and flexible power delivered from the legendary L-Twin engine, the Monster is able to perform both in the busiest of city streets and the most exhilirating of open roads. The Monster's essential design and unique sound sets it aside from all others.
STYLE
Single-sided swingarm - The beautifully shaped single-sided swingarm gives the Monster a 'tough' look while ensuring higher rigidity, reduced weight and enhanced road holding.
Handlebars - Elegant aluminium tapered handlebars with radial brake and clutch pumps.
Wheels - Extremely lightweight 5-spoke wheels help reduce unsprung weight and their captivating design give the Monster 1100 a more aggressive look.
Intrumentation - The instrumentation is totally digital just like all Ducati's latest hypersport models, guaranteeing lightness, ease of use and a wealth of information that can be thumbed through using the left-hand handlebar switchgear.
Fuel tank - With a fuel tank form created with ingenious removable outer skins that enable quick and easy colour swaps, changing the personality of your Monster has never been easier.
Exhaust system - The exhaust system stands out for its re-routed downpipes that now give the underside of the Monster a cleaner appearance and terminate with twin, bold Ducati-style mufflers.
Headlamp - This compact headlamp unit is characterized by a new triple arc main beam.
Rear light - The rear light uses modern and stylish LED technology.
Air scoops - The highlighted air ducts in the tank improved flow to the airbox, offering a wide steering-lock thanks to their positioning.
Sunday, November 28, 2010
Saturday, November 27, 2010
Last Buell ride
Yes I am going to sell my Buell. Nothing wrong with it or that I am unhappy with, just time to try something different, a new project. I have always liked the 70’s superbikes but had no desire to own or ride one. It is the looks I like not the 70’s handling, braking or power. I would never own another carby fueled bike either. The CB1100F that I have been posting on Facebook and that I rode in
Hero Honda Hunk - New 2010 Honda Motorcycles Specs
Hero Honda Hunk has coming, that's all right this is the update from Hero Honda Hunk before, did you know that New 2010 Hero Honda Hunk have a muscular fender design on body design? i thing it's a great thing from Honda Motorcycles team to push their product in the 150cc motorcycles battle..The New Hero Honda Hunk is 150cc motorcycles with Air-cooled, 4-stroke single cylinder SOHC, and 14.4 Ps @
Yamaha Tenere 250
Yamaha XTZ250 Tenere or also just called Yamaha Tenere 250 is one of the 250cc Yamaha motorcycles, Yamaha Tenere 250 will added on the 2011 Yamaha motorcycles line up. I don't have many information about Tenere 250, but this bike is 21bhp with air-cooled.
If you are Yamaha lover, you will know that this bike is almost same with Yamaha Fazer 250, but this is the off road bike series, so.. the
If you are Yamaha lover, you will know that this bike is almost same with Yamaha Fazer 250, but this is the off road bike series, so.. the
Are you wearing EAR PLUGS?
There is a hint of white stuff on the ground this morning. Winter is here. Canadian weather - it's a real problem when you've decided to write a blog about touring on a motorcycle. It's getting harder to come up with new blog post ideas - one of the reasons I'm blogging less often. But, today, I've decided to write about my mother, more specifically about her hearing aids, and I promise it does have something to do with motorcycles.
I've talked about my mother before, she was one of my biggest blog fans over the summer when I was on my little tour. She is 93 and has never ridden a motorcycle but tends to tell everyone she knows that I do and then she pulls out the photos. Mother's and grandmothers - they never change, wanna see my pictures of my granddaughter ... whoops, did I say that? Back to my mother. Yesterday I picked her up (from her aqua fit class - don't we all wish we could be doing aqua fit at 93) to take her to the grocery store. It wasn't until we had nearly arrived at her apartment (yes, she still lives on her own) that I noticed I was having a 'normal' conversation with her. That is, I wasn't being asked to repeat myself - repeatedly. I wasn't feeling like I had to raise my voice or speak "unnaturally distinctly"and I wasn't giving up trying to communicate in frustration. That's when I asked, "Are you wearing your new hearing aids, by any chance?"
My mother has worn a hearing aid for several years now but has just recently been given a new, high tech set to "test drive." Like all technology the newest versions are so sophisticated they can be fine tuned like never before. I really don't know the how of this technology and for now it doesn't matter. What does matter is that my mother could finally, actually hear me. The down side of this conversation was that this technology comes with a hefty price and she was considering that perhaps they weren't really worth it. To me they were priceless ... but that leads me to the reason I'm blogging today.
Are you wearing EAR PLUGS? The evidence of hearing damage related to riding a motorcycle is overwhelming. Don't think that because you're not riding one of those (you know the kind) loud bikes that you're not at risk. It's not the sound of the bike it's the wind noise, the so called "silent killer" that's doing most of the damage. Wind noise or the amount of noise turbulence created around the head as the motorcycle rider is in motion, reaches well over 100 db (comparable to a chainsaw) at highway speeds. Two hours exposure to 110 db noise results in hearing damage. Damage that is irreversible and cumulative. It takes only 15 minutes to damage hearing with noise levels of 115 db. Stopped at a stop sign at a busy intersection you are still being exposed to 90db of noise inside your full face helmet. Windscreens, fairings, helmet fit and style can all affect the noise levels in a plus or minus way. Many folks believe that wearing a helmet reduces the risk of hearing damage but in fact some helmets can actually increase that risk. Some researchers believe there are only two types of helmets "loud and louder." Have a listen to some of the different helmet noise levels tested by webbikeworld.com. You might think you're getting use to the noise, well, to quote the ohcow "Ears do not get used to noise - they get deaf!" Think about it!
Now there is one way to prevent hearing damage caused by riding a motorcycle - Wear EAR PLUGS. And no, wearing ear plugs is not going to impair your ability to hear traffic or the sound of your engine. In fact ear plugs lower the overall volume of noise, they don't block it out entirely - the frequency of wind noise is muted, but lower frequency sounds are still audible. "When the ear is hit by many loud sounds it overloads and changes the sounds making it harder to interpret individual sounds. Wearing hearing protection cuts down on the overall sound levels so that the ear can work better" (OHCOW) In other words, wearing proper fitting ear plugs can actually improve your ability to hear important sounds.
Hearing protection or ear plugs come in many varieties and types from the cheapest foam pair at about $2./pair to very pricey, blue tooth containing, custom mouldeds for $500 to $700. Research shows that any kind of hearing protection is better than no hearing protection, but only if it fits well. My problem was trying to get the foam ear plugs inserted into my "dainty" ears and get my helmet on before they popped out again. I opted for custom fitted silicone ear plugs by BigEarInc. They had a booth set up at the International SuperShow in Toronto. The process was simple. I sat on a stool (okay I did feel a bit ridiculous for the 5 minutes I had to sit in the midst of a crowd of thousands with what I felt looked like purple cauliflower growing out of both ears), they asked me what colour I wanted (purple of course), the technician put a little plug attached to a 'string" into my ear. Then he injected the polyvinylsiloxane into my ear and the world went silent. A couple minutes later the silicone had set and he popped them out and told me to come back in an hour. An hour later he was checking the fit, fine tuning it and teaching me how to insert them. Since they are custom fitted there is a left and right and with practice it was easy to get them in and out. They fit the twists and turns of my ear canals specifically so they are comfortable, fit flush to my ear and don't fall out. They are washable, reusable and come with a handy carrying case. They cost under $100. Well worth it to protect my hearing.
There are several companies that do custom fitted ear plugs. I just happened to pick BigEar inc because they were there and the price was reasonable. The hearing society or workman's safety supply store in your city may even be able to fit you with or tell you where to get fitted with custom ear plugs.
Being exposed to high levels of noise for long periods of time (eg. touring on a motorcycle) has also been proven to be stressful causing physical fatigue and reduced concentration. When you're on a motorcycle you can't afford to loose your concentration because of fatigue - you'd be surprised at the difference a simple set of ear plugs can make. Even if you have never worn hearing protection before - if you start now you will prevent further damage to your hearing. Enjoy the ride!
I've talked about my mother before, she was one of my biggest blog fans over the summer when I was on my little tour. She is 93 and has never ridden a motorcycle but tends to tell everyone she knows that I do and then she pulls out the photos. Mother's and grandmothers - they never change, wanna see my pictures of my granddaughter ... whoops, did I say that? Back to my mother. Yesterday I picked her up (from her aqua fit class - don't we all wish we could be doing aqua fit at 93) to take her to the grocery store. It wasn't until we had nearly arrived at her apartment (yes, she still lives on her own) that I noticed I was having a 'normal' conversation with her. That is, I wasn't being asked to repeat myself - repeatedly. I wasn't feeling like I had to raise my voice or speak "unnaturally distinctly"and I wasn't giving up trying to communicate in frustration. That's when I asked, "Are you wearing your new hearing aids, by any chance?"
My mother has worn a hearing aid for several years now but has just recently been given a new, high tech set to "test drive." Like all technology the newest versions are so sophisticated they can be fine tuned like never before. I really don't know the how of this technology and for now it doesn't matter. What does matter is that my mother could finally, actually hear me. The down side of this conversation was that this technology comes with a hefty price and she was considering that perhaps they weren't really worth it. To me they were priceless ... but that leads me to the reason I'm blogging today.
Are you wearing EAR PLUGS? The evidence of hearing damage related to riding a motorcycle is overwhelming. Don't think that because you're not riding one of those (you know the kind) loud bikes that you're not at risk. It's not the sound of the bike it's the wind noise, the so called "silent killer" that's doing most of the damage. Wind noise or the amount of noise turbulence created around the head as the motorcycle rider is in motion, reaches well over 100 db (comparable to a chainsaw) at highway speeds. Two hours exposure to 110 db noise results in hearing damage. Damage that is irreversible and cumulative. It takes only 15 minutes to damage hearing with noise levels of 115 db. Stopped at a stop sign at a busy intersection you are still being exposed to 90db of noise inside your full face helmet. Windscreens, fairings, helmet fit and style can all affect the noise levels in a plus or minus way. Many folks believe that wearing a helmet reduces the risk of hearing damage but in fact some helmets can actually increase that risk. Some researchers believe there are only two types of helmets "loud and louder." Have a listen to some of the different helmet noise levels tested by webbikeworld.com. You might think you're getting use to the noise, well, to quote the ohcow "Ears do not get used to noise - they get deaf!" Think about it!
Now there is one way to prevent hearing damage caused by riding a motorcycle - Wear EAR PLUGS. And no, wearing ear plugs is not going to impair your ability to hear traffic or the sound of your engine. In fact ear plugs lower the overall volume of noise, they don't block it out entirely - the frequency of wind noise is muted, but lower frequency sounds are still audible. "When the ear is hit by many loud sounds it overloads and changes the sounds making it harder to interpret individual sounds. Wearing hearing protection cuts down on the overall sound levels so that the ear can work better" (OHCOW) In other words, wearing proper fitting ear plugs can actually improve your ability to hear important sounds.
Hearing protection or ear plugs come in many varieties and types from the cheapest foam pair at about $2./pair to very pricey, blue tooth containing, custom mouldeds for $500 to $700. Research shows that any kind of hearing protection is better than no hearing protection, but only if it fits well. My problem was trying to get the foam ear plugs inserted into my "dainty" ears and get my helmet on before they popped out again. I opted for custom fitted silicone ear plugs by BigEarInc. They had a booth set up at the International SuperShow in Toronto. The process was simple. I sat on a stool (okay I did feel a bit ridiculous for the 5 minutes I had to sit in the midst of a crowd of thousands with what I felt looked like purple cauliflower growing out of both ears), they asked me what colour I wanted (purple of course), the technician put a little plug attached to a 'string" into my ear. Then he injected the polyvinylsiloxane into my ear and the world went silent. A couple minutes later the silicone had set and he popped them out and told me to come back in an hour. An hour later he was checking the fit, fine tuning it and teaching me how to insert them. Since they are custom fitted there is a left and right and with practice it was easy to get them in and out. They fit the twists and turns of my ear canals specifically so they are comfortable, fit flush to my ear and don't fall out. They are washable, reusable and come with a handy carrying case. They cost under $100. Well worth it to protect my hearing.
There are several companies that do custom fitted ear plugs. I just happened to pick BigEar inc because they were there and the price was reasonable. The hearing society or workman's safety supply store in your city may even be able to fit you with or tell you where to get fitted with custom ear plugs.
Being exposed to high levels of noise for long periods of time (eg. touring on a motorcycle) has also been proven to be stressful causing physical fatigue and reduced concentration. When you're on a motorcycle you can't afford to loose your concentration because of fatigue - you'd be surprised at the difference a simple set of ear plugs can make. Even if you have never worn hearing protection before - if you start now you will prevent further damage to your hearing. Enjoy the ride!
Polar Bear Grand Tour to Port Jervis, NY on Nov. 21, 2010
Check out pictures and videos of the fourth motorcycle run of the Polar Bear Grand Tour season to Port Jervis, NY on November 21, 2010.
Motorcycle Pictures of the Week - Tom
Here are my Pictures of the Week as displayed on the Motorcycle Views Website. This feature has been expanded to include Bikes Only and Trikes Only. These pictures are taken from the Moto Pic Gallery. See Tom's 2008 Suzuki Boulevard C50 Trike under Men on Motorcycles. There are no Trikes Only, Women on Motorcycles, or Bikes Only this week. We need more pictures of men and women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the Week.
Friday, November 26, 2010
Coyote, 2010
Coyote, 2010
Specification:
Dry Weight - Front.261 lbs (118 kg)
Dry Weight - Rear.401 lbs (182 kg)
Dry Weight - Total.662 lbs (300 kg)
GVWR.1012 lbs (459 kg)
GAWR - Front. 345 lbs (156 kg)
GAWR - Rear. 667 lbs (303 kg
Fuel - Total.......................3.8 gal (14.4 L)
Fuel - Main.......................3.4 gal (13 L)
Fuel - Reserve...................0.4 gal (1.5 L)
Oil Capacity......................2.875 - 3 qts (2.7 - 2.8 L)
Frame Rake......................39 degrees
Tree Rake.........................3 degrees
Trail..................................4.74" (120.3 mm)
Front Suspension...............41 mm Telescopic
Fork Length.....................+2.0" (50.8 mm)
Seat Height.......................24.5" (622.3 mm)
Ground Clearance..............4.5" (114.3 mm)
Wheel Base.......................77.5" (1969 mm)
Total Length......................102.5" (2604 mm)
Front Brake.......................4-Piston Diff Bore
Rear Brake........................4-Piston
Front Tire...........................MH90-21 56V
Rear Tire...........................250/40-R18 81V
Front Tire Pressure.............40 psi (275.8 kPa)
Rear Tire Pressure...............42 psi (289.5 kPa)
Front Wheel........................21" x 2.15" (533.4 mm x 54.6 mm)
Rear Wheel........................18" x 8.50" (457.2 mm x 215.9 mm)
Engine................................OHV 45 degree V-Twin
Displacement.....................117 c.i. (1917 cc)
Bore x Stroke....................4.125" x 4.375" (104.8 mm x 111.1 mm)
Compression Ratio.............9.6:1
Fuel System.......................Carbureted
Transmission......................6-Speed
Primary Drive....................Comp/Balance Drive
Final Drive........................1.125" (28.6 mm) Belt
Ignition..............................Electronic Single Fire
Charging Output...............35 Amp
Battery.............................310 CCA/Sealed AGM
Buldog, 2010
BULDOG, 2010
Specification:
Dry Weight - Front................................322 lbs (146 kg)
Dry Weight - Rear................................446 lbs (202 kg)
Dry Weight - Total.................................768 lbs (348 kg)
GVWR.................................................1208 lbs (548 kg)
GAWR - Front.....................................424 lbs (192 kg)
GAWR - Rear.......................................783 lbs (355 kg)
Saddlebag Capacity (lbs).......................15 lbs (6.8 kg) per bag
Saddlebag Volume (cu ft).......................1 cu ft per bag
Fuel - Total............................................4.5 gal (17.0 L)
Fuel - Main............................................4.1 gal (15.5 L)
Fuel - Reserve.......................................0.4 gal (1.5 L)
Oil Capacity..........................................3.5 qts (3.3 L)
Frame Rake..........................................34 degrees
Tree Rake.............................................3 degrees
Trail.......................................................4.8" (121.9 mm)
Front Suspension...................................41 mm Telescopic
Fork Length...........................................1.0" US (-25.4 mm)
Seat Height............................................24.25" (616.0 mm)
Ground Clearance..................................4.5" (114.3 mm)
Wheel Base............................................74.63" (1895.6 mm)
Total Length...........................................101.5" (2578 mm)
Front Brake............................................4-Piston Diff Bore
Rear Brake.............................................4-Piston
Front Tire................................................120/70-R21 62V
Rear Tire.................................................250/40-R18 81V
Front Tire Pressure..................................40 psi (275.8 kPa)
Rear Tire Pressure...................................42 psi (289.5 kPa)
Front Wheel............................................21" x 3.25" (533.4 mm x 82.5 mm)
Rear Wheel.............................................18" x 8.50" (457.2 mm x 215.9 mm)
Engine.....................................................OHV 45 degree V-Twin
Displacement...........................................111 c.i. (1807 cc)
Bore x Stroke..........................................4.125" x 4.125" (104.8 mm x 104.8 mm)
Compression Ratio...................................9.7:1
Fuel System.............................................CLEFI
Transmission............................................6-Speed
Primary Drive..........................................Chain - Spring Compensated
Final Drive.............................................. 1.125" (28.6 mm) Belt
Ignition.....................................................Electronic Single Fire
Charging Output.......................................35 Amp
Battery.....................................................310 CCA/Sealed AGM
Why Kawasaki 250R attracted many of people?
I am a motorcycle rider, I love kawasaki products, a few years ago, Kawasaki fought back in the 250cc class motorcycles, with the presence Kawasaki Ninja 250R, Kawasaki back to being a star, why kawasaki 250R attracted many of people? I can only say, good price and quality is the answer. Not everyone has a lot of money, so when someone wants to buy a motorcycle, they will see prices of
Choose your favorite Mustache!
To donate and help raise funds for Prostate Cancer Canada, you can choose an Inside Track Communications employee (or donate to the team as a whole) by clicking on the following links:
Mark Hoffberg
Art Director
http://ca.movember.com/mospace/633490/
Jeff Morgan
Editor – Inside MotoX & Off Road
http://ca.movember.com/mospace/702834/
Derek Rockel
Sales – Inside MotoX & Off Road / Inside Motorcycles
http://ca.movember.com/mospace/703090/
Mike Galipeau
Sales – Inside Track Motorsport News
http://ca.movember.com/mospace/703404/
James Neilson
Editor – Inside Track Motorsport News
http://ca.movember.com/mospace/881228/
For more info, check out the original post here:
http://insidemotorcycles.blogspot.com/2010/11/inside-mo-torcycles-takes-on-movember.html
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