Friday, May 31, 2013

Aprilia Shiver 750 GT Bikes

2009 Aprilia Shiver 750 GT Sport
Aprilia Shiver 750 GT wallpaper
2009 Aprilia Shiver 750 GT Wallpaper
Aprilia Shiver 750 GT picture
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Tuesday, May 28, 2013

Kawasaki Ninja 250R Motorsport


Kawasaki Ninja 250R black sport
Kawasaki Ninja 250R green sport
Kawasaki Ninja 250R red edition
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Sunday, May 26, 2013

Hyosung Sport Bikes


Hyosung Motorcycle picture gallery
Hyosung picture
Hyosung Motorcycle Gallery
Hyosung photo
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Thursday, May 23, 2013

Gambar Scooter Kymco Sting 50

The KYMCO Sting 50 is light and easy to handle and since its a KYMCO, you know you can trust its reliability. Its small size makes it a breeze to park anywhere. Available in three terrific two-tone color schemes means theres a KYMCO Sting 50 just for you.
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SUZUKI THUNDER 125 MODIF SPORT FIGHTER MINIMALIS

SUZUKI THUNDER 125 MODIF SPORT FIGHTER MINIMALIS
suzuki barrage is in the modification with a actual bound cost, so the modification can still say the accepted really, the affair of the use of this modification is the artery fighter and fighter sport. absorbing and acceptable from the motor suzuki barrage is theof this cradle box. This motor in a accurate modification, accomplishment is good. This motor bankrupt application the GP series. added than that acceptable appearance bankrupt can additionally accomplish dispatch of the motor faster.
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Moge Sport




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Ktm supermoto ktm supermoto bikes ktm supermoto fender ktm 65sx supermoto

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Motocross is a form of motorsport, the use of motorcycles. It is also called all-terrain vehicle racing, and it occurs in a closed off-road racing circuit designed for this type of place. In this game, the motor bicycle is called dirt bike. They are from a normal bike and road cycling is different because they are in such a way so that they can handle rough terrain, they should be ridden design. Who manufacture many companies of various types of dirt bikes. They cater to children from the new drivers and riders, including the needs of a variety of professional drivers. One such manufacturer KTM.

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1996 ktm 625cc supermoto

KTM has released a bike called the 50 SX KTM 50 expedition was known. This bike upgrade and re-released, and has been in production since 2008. This bike is for the children who ride the dirt bike. This bike can be small and may not look serious, but improper use or lack of experience may prove to be dangerous. Therefore, it should be children who ride in advance by those who experience riding arena, rather than new. It is not so small, in order to take the fun, but it is not very large rendering it difficult to deal with the children. This is appropriate between the children aged 6 to 10 in size. KTM adventure 50 is not childs plaything. This is a very advanced technology, it uses the bicycle industry, making the bike very safe for children to use a standard accessory, whether for fun or racing horse. This bike can give a child, if he is interested in the future riding forward, because this will give the children a professional look and feel, while he rides.

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In addition to good looks, KTM 50 Adventure is a very comfortable bike, because it uses a padded seat can be adjusted according to driver choice. It uses the central double cradle type frame chassis. It also has considerable single-cylinder, two stroke, air-cooled 49cc engine that uses the power of the bike, punch. Output is about 6 horsepower (hp). It uses the chain drive system transfers power from the engine, the rear tires. It uses automatic transmission, its transmission is very easy for kids to ride it, and learn how to control the early stages of cycling. It has a traditional drum on the back and a CD-ROM for better control and handling front brake assembly brake. Bike weighs about 38.4 (dry), can hold 2 liters of fuel. The rear suspension to the adoption of improved flexibility and stability of the single shock setup.







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New Superbike Aprilia Shiver 750 2010


The 2010 adaptation of Shiver artlessly uses the multi-map basic Ride by Wire technology that has been developed alike added base the antagonism acquaintance acquired with the RSV4 superbike. This abstruse band-aid acutely represents the advanced adaptation of agent ascendancy systems and Aprilia Shiver confirms its abstruse administration position in its sector.
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2011 Kawasaki Street Sport Z1000

2011 Kawasaki Street Sport Z1000
The 2011 Kawasaki Street Sport Z1000 thrills afore you alike jump aboard, with some of motorcycling’s best rakishly beauteous curve and anatomy shapes. The artful advertise begins with a low-mount advanced cowl that slopes aback radically, highlighting the Z’s bill and, abaft it, an adjustable apparatus array featuring a multifunction LCD affectation covered by a trick-looking orange lens. The headlight represents Kawasaki’s first-ever use of a line-beam unit, the audacity of which are chip accurately into that angled cowl. Moving rearward, you appear to a balanced ammunition catchbasin that’s flared on the abandon to let you grab it with your knees and that’s trim at the aback for a close fit. The bench is low and attenuated at the advanced to accomplish arena acquaintance easy, and flows beautifully aback to end in a futuristically awakening LED taillight abaft a red lens. It’s a thoroughly able-bodied shape, one abiding to accumulate absorption wherever it’s ridden.

Totally redesigned aloof aftermost year, the Z appearance a advanced ambit of new-think moto technology, including an aluminum anatomy agnate to the ZX™-10R’s that curves over the engine, cradling it from above. The architecture allows a attenuated mid-section, which fosters a aerial amount of accession abundance and acknowledgment in accession to befitting weight low and anatomy acerbity high. The agent bolts absolutely to the anatomy in three places, stressed-member-style, and there’s additionally a elastic arise at the high rear crankcase breadth for added beating damping and torsional rigidity. The capital anatomy and swingarm axis elements are casting as a distinct unit, with welds alone wherever accessible for a added aesthetically adorable look. And the subframe is a failing aluminum die-casting, which is light, bland and beautiful.

Suspension at both ends is thoroughly avant-garde and clumsily functional: a beefy, absolutely adjustable 41mm astern angle up advanced and a bounce preload and backlash damping adjustable accumbent back-link shock is army aloft the swingarm to absorber it from bankrupt calefaction and advance an added amount of accumulation centralization. Wheel ascendancy is artlessly superb, and the abundant acknowledgment beatific to the accession makes it accessible to apperceive absolutely what’s activity on at the bike’s acquaintance patches.

The affection of every naked bike is its engine, so Kawasaki engineers paid appropriate absorption actuality for maximum, arm-straightening impact: Dual cams. Sixteen valves. 1,043cc. Liquid cooling. Aerial compression. A continued achievement – 56mm – for direct thrust. Six speeds. And agenda ammunition injection. It’s all there.

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2010 KTM 530 EXC Champions Edition

2010 KTM 530 EXC Champions Edition
For those that simply cant get enough, the new 530 EXC is heading to the start line this year with a completely overhauled chassis. An insatiable fighting machine that is unfazed by even the toughest Enduro challenges on the one hand, and a complete workhorse that undeviatingly pursues its course – sturdy and reliably, on the other. Fed by the powerful SOHC engine, it provides brute four-stroke power however also can impress its with soft power when required.

2010 KTM 530 EXC / Champions Edition - Specifications

Engine type Single cylinder, 4-stroke
Displacement 510.4 cc
Bore x stroke 95 x 72 mm (3.74 x 2.83")
Compression ratio 11.9:1
Starter/Battery Kickstarter/E-Starter/12V 4 Ah
Transmission 6 gears wide-ratio
Carburetor Keihin FCR MX 39
Control 4 V/OHC with rocker levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication Motorex, SAE 10W50
Transmission oil Motorex, SAE 10W50
Primary drive 33:76
Final drive 15:45 (13:50)
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan


Frame Central double-cradle-type 25CrMo4 steel
Subframe Aluminium
Handlebar Neken Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300/335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260/220 mm (10.24/8.66")
Rims, front/rear 1.60 x 21"; 2.15 x 18" Excel
Tires, front/rear 90/90-21"; 140/80-18"
Chain X-ring chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Trail Adjustable
Wheel base 1475 ± 10 mm (58.0 ± 0.39")
Ground clearance (unloaded) 380 mm (15")
Seat height 985 mm (38.78")
Tank capacity approx. 9.5 liters (2.51 gal)
Weight (no fuel) approx. 113.9 kg (251.1 lbs)

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Wednesday, May 22, 2013

2010 Honda VFR1200 to have dual clutch semi auto gearbox option

New F1-style semi-automatic transmission to be option on new VFR – plans to include on more sportbikes

Honda VFR1200 have dual-clutch semi-auto gearbox option
By stacking both clutches inline on top of one another (red and blue) while functioning independently, Honda was able to keep the bulk and weight of the system down, as well as allow it to be retro-fitted fairly easily to existing engines.


Honda VFR1200 have dual-clutch semi-auto gearbox option
By having each clutch control an alternating set of gears, the system allows the next gear to be "pre-selected", cutting down drastically on power interruption and shift time, making the gearchange feel seamless.


Honda VFR1200 have dual-clutch semi-auto gearbox option

A unique "dual input" shaft allows the separate clutches to be stacked in the same location as a conventional clutch, reducing bulk and weight.


Honda VFR1200 have dual-clutch semi-auto gearbox option


Much of the electro-hydraulic circuitry for the Honda Dual Clutch system is located directly on the engine or internally, reducing overall bulk.





Honda VFR1200 have dual-clutch semi-auto gearbox option
The Honda Dual-Clutch system is fully integrated into the EFIs ride-by-wire control, meaning downshifts should be similarly seamless, with the system most likely keeping one or two of the throttle butterfly valves cracked open to bleed off engine vacuum and reduce backtorque.





Honda VFR1200 have dual-clutch semi-auto gearbox optionA version of Honda’s new VFR1200 sport-tour motorcycle will come equipped with the world’s first semi-automatic dual clutch transmission, according to information recently released by Honda Japan. Unlike previous “semi-automatic” designs that have recently made their way into motorcycling, the new Honda unit is not a CVT transmission such as that used on the Aprilia Mana and even Honda’s own DN-01 (basically the same as those used in most automobiles, relying on a heavy and inefficient torque converter to function as a clutch) nor is it just a electro-hydraulically-operated conventional clutch as found on the now-discontinued Yamaha FJR1300 AE. The new dual clutch transmission is basically very similar in function to the semi-automatic gearboxes used by Formula One and World Rally Championship racecars, allowing seamless, lightning-quick gearshifts with none of the inefficiency or quirkiness of previous motorcycle-specific units.

Why two clutches? One of the disadvantages of the constant-mesh transmission is that engaging the next gear involves connecting one set of gears that are already spinning to a set of gears that aren’t rotating. This requires interrupting the power being applied so that the gearsets can disengage and slide over to engage another; the gears’ engagement dogs (male/female slotted connectors on the inner portion of each gear ring) are made to stay connected under power for obvious reasons. The interruption not only wastes power that could be used for acceleration, but it also upsets the chassis and suspension due to the sudden torque pull on the chain or driveshaft when the power is stopped and then re-applied.

The multiple clutch system works by having each clutch work a specific set of gears; in the Honda’s case, one clutch works with odd-numbered gears (1st, 3rd, 5th) while the other handles the even-numbered ones (2nd, 4th, 6th). The two clutches operate independently and alternately to perform gear changes. For example, when changing from 1st to 2nd gear, the engine’s ECU detects the upshift and engages 2nd gear, then releases the clutch controlling 1st gear while simultaneously engaging the clutch handling 2nd gear. So instead of having to take the time to connect a spinning gear to a stationary one as in a conventional transmission, the dual clutch system basically already has the gear engaged. Because there is virtually no interruption of power and the clutches are electro-hydraulically controlled, the gearchanges are not only seamless but are also accomplished far quicker than any human can.

The unique aspect of the Honda dual clutch transmission is that it features a light, compact design that allows the system to be combined with existing motorcycle engines without requiring a complete revamp of the engine’s layout. The new system employs dual input shafts and a patented inline clutch design, and concentration of hydraulic circuitry beneath the engine cover to reduce mass. The shift mechanism design is based on that of a conventional motorcycle shift drum, so it isn’t overly bulky or heavy.

In order to respond to rider demands in a broad range of situations, the transmission is equipped with three operating modes: two fully automatic modes (D-mode for regular operation and S-mode for “sporty riding”), and a 6-speed manual mode that the rider operates by paddles on the left handlebar. Optimized shift scheduling in the auto modes achieves fuel economy equal to or better than that of a fully manual transmission, enabling the Honda Dual Clutch Transmission to deliver both performance and economy combined.

One very interesting aspect of the Honda announcement was the company “intends to gradually expand the deployment of the new transmission to more and more of its large-displacement motorcycles, particularly sports models destined for use in developed countries.” In other words, don’t be surprised to see this dual clutch semi-automatic transmission on the CBR1000RR (and maybe the 600RR?) in the future.


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KTM rc8 motorcycle ktm rc8 motorcycle reviews

ktm rc8 motorcycles 2010

ktm rc8 motorcycle comparison

Perhaps the most famous manufacturers of the worlds leading off road bikes, KTM RC8 2008 came fully developed his concept, which is approximately 2003. KTM is based on relatively small fish in a large basin management manufacturers, it was important to get the correct KTM. And they are the right to create a machine with incredible speed and fantastic response and sheer nature of, say, full Ducati 1098 Honda VFR800 applicability and practicality. This is a vehicle that both comfortable, practical and yet at the same time, Barking mad.

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ktm rc8 motorcycle forum

KTM RC8 Kuttruf Thomas said, "That was our goal to work on an easy bike rider. We are all different weight, height different tastes. As well as the motor is so strong, ergonomics are as important as the drive setup. So, we think, It is important that such that you feel at home. "

2009 ktm rc8 motorcycles for sale

Best ktm rc8 motorcycles 2011

Given that previous attempts to road bikes KTM Super Duke 950SM, and that was not completely successful, RC8, many people must be the same, big, fast, but only a handful to manage. However, RC8 has surprised many people are so comfortable and adjustable. KTM was not complied with the objective described in Thomas Kuttruf.





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2009 Yamaha MT 01 Sport Touring Motorcycles

2009 - Yamaha MT-01 Sport Touring Motorcycles

2009 - Yamaha MT-01 Sport Touring Motorcycles Performance


2009 - Yamaha MT-01 Sport Touring Motorcycles Wallpaper

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New Honda blade vs honda Blade

New Honda blade vs honda Blade. Hondas new blade re-appear, with a new costume and be in say in a total fox. but unfortunately in the specification machine that I know anyone in ga fox as Volume measures: new blade and blade 109.1 cc 109.1 cc old little difference in the maximum power the new blade, 8:40 PS / 7500 rpm while the long blade 8.46 PS / 7500 rpm, maximum torque, slightly different, new blade kgf.m 0.83 / 5500 0.86 kgf.m long blade rpm / 5500 rpm, and a longer length x width x height: 1898 x 709x new blade blade 1080 mm long x 709 x 1855 1071 mm and the other for exactly the same, and costs just a little different 14milion new blade jt ~ 14.2 milion.
honda blade
new honda blade
new honda blade
new honda blade

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Yamaha R1 top speed

Yamaha R1 top speed, best of yamaha R1

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2012 Ducati Hypermotard 1100EVO SP Corse Edition

2012 Ducati Hypermotard 1100EVO SP Corse Edition
2012 Ducati Hypermotard 1100EVO SP Corse Edition gets increased ground clearance, higher-spec suspension and high bars. The bike will be available in red, white and black Ducati Corse official colours.
Extreme riders all wanted the same thing from the Hypermotard: More power, more ground clearance, more control in extreme situations, more detail and less weight. The 2012 Ducati Hypermotard 1100EVO SP Corse Edition engine is the same 1078cc Desmodue Evoluzione engine claiming 95 hp and 75.9 ft-lb. with 7,500 miles between regular service intervals.

The 2012 Ducati Hypermotard 1100EVO SP Corse Edition suspension system is comprised of fully adjustable 50mm Marzocchi forks with a low-friction diamond like coating (separating it from the base Hypermotard 1100 EVO). At the rear, the SP uses an Ohlins shock compared to the non-SP’s Sachs monoshock. The SP version also offers more ground clearance and comes equipped with higher handlebars.Brakes are also upspec from the base Hypermotard 1100 with the SP edition equipped with Brembo monobloc calipers.
The price of 2012 Ducati Hypermotard 1100 EVO SP Corse Edition is available immediately at the same $14,495 MSRP as the 2011 model.The price does not include TT&L, Freight or PDI charges.
2012 Ducati Hypermotard 1100EVO SP Corse Edition
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Suzuki Thunder Modification

Suzuki Thunder Modification
Suzuki Thunder Modification>> Motorcycle Touring

Custom specifications suzuki thunder:
wheel tread width
original custom swing arm
wear headlights suzuki satria FU 150
front disc suzuki satria
special custom airscoop suzuki thunder
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Yamaha YZF R1 Specs News and Review

2011 Yamaha YZF-R1
Ultra-lightweight, compact, 998cc, DOHC, 16-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine with "crossplane" style crankshaft. The key components of this cutting edge engine design are the "crossplane" crankshaft and an uneven firing order. Both of these features are used on Yamahas championship winning M1 MotoGP racer. Please note … this is not a "big bang" engine. The R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross ... or "crossplane". Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinders firing order is normally 1,2,4,3 with a 180 degree interval. This R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider - machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.

The engineering goal for the R1 is controllability … not just an increase in horsepower. If that was the case, we could have simply increased the power output of the existing engine design resulting in a peaky, hard to use power band. The 4-valve cylinder head design features a compact combustion chamber that utilizes lightweight, trick, titanium valves on the intake side. The 4-valve design maximizes breathing efficiency and overall engine performance. The titanium intake valves are 31mm in diameter while the steel exhaust valves are 25mm in diameter. Lightweight yet super strong VX alloy valve springs control valve movement. Steep valve angles, 11.5 degrees on the intake side and 12.5 degrees on the exhaust produce a compact combustion chamber.
The lightweight titanium intake valves reduce the reciprocating weight of the intake valves allowing for higher rpms without the concern of valve float. The use of lightweight "Ti" valves has allowed the engineers at Yamaha to use a 4-valve format. In the past, the use of 5 smaller valves allowed a higher rpm limit since each of the "smaller" valves was relatively light. The use of light weight titanium now means the engineers no longer have to use the 5-valve design to achieve the same high rpms. Combustion chambers have been optimized for maximum engine performance. The compression ratio is 12.7:1.
Compact automatic cam chain tensioner reduces both maintenance and engine mechanical noise. Short skirt, forged aluminium pistons offer light weight, fast throttle response and great reliability. Crossplane crankshaft features 36mm journals for increased strength, while the inertial moment of the crank has been increased by 20% versus the last generation R1. Connecting rods are carburized and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion and is cracked away in a process known as "fracture splitting". This process aids true big end roundness and greater precision in con rod dimensions. Ceramic composite cylinder "bores" are a "liner less" design with the ceramic coating applied directly to the aluminium block to ensure uniform heat dissipation for consistent power delivery, reduced oil consumption, reduced friction and reduced weight. Closed deck cylinder design allows the cylinders to be spaced more closely together, allowing a narrower engine.
The cylinder block is a stand-alone piece (not integrated into the upper crank case). The benefit is reduced weight and a less tall engine which lowers the centre of gravity. 

A "coupling force balancer" is used to quell engine vibration for excellent rider comfort. 
Compact ACM (alternator) is mounted directly to the crankshaft. The compact ACM uses rare earth magnets which produce more power for a given size than conventional magnets, therefore reducing size and weight. Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The primary injectors utilize 12 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required.
The F.I. system features separate dual track TPS (throttle position sensor) and APS (accelerator position sensor) sensors. An oxygen sensor is fitted into the exhaust collector making this a "closed loop" type FI system, which feeds back info to the ECU so adjustments can be constantly made to the fuel-air mixture for improved performance and reduced emissions. The benefits of fuel injection include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The fuel injections lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for fast control of the injection process. The compact design also reduces weight.
YCC-I or Yamahas Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from the tall position at low to mid rpms to the shorter setting for improved high rpm power. The transition rpm between the 2 lengths is approx. 9,400 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.
Yamahas exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a worlds 1st on a production motorcycle and works in conjunction with Yamahas fly-by-wire technology and FI Systems.
Yamaha Chip Control Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. Similar to the R6 design, the YCC-T features 3 - ECUs inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.
The rider can "mechanically close" the throttles by simply closing the throttle twist grip. 

Long life Iridium twin electrode spark plugs are used.
Compact close-ratio 6-speed transmission features optimized gear ratios for maximum performance. The "stacked" 3-axis gearbox / clutch design stacks input/output shafts to create a low center of gravity and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the "sweet spot" of the frame for optimum weight balance for awesome handling.
The slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts when under hard braking. Key benefit is reduced lap times and smoother control when riding aggressively during a race or track day.

A multi plate clutch is used, utilizing coil springs and paper based fibre plates.
"Ram Air" system "force feeds" outside air via dual ducts located beside the projector headlights into the intake system. As speed increases the air velocity in the system increases and pressurizes the air box. This "force fed" air helps the engine develop maximum power.
Computer optimized large capacity air box maximizes performance. A viscous type, high flow air filter is utilized.
4 into 2 into 1 into 2 titanium exhaust system maximizes power output, reduces weight and improves aerodynamics. The dual under seat mufflers provide an aggressive sound as well as a great styling highlight. This system contains a 3-way honeycomb catalyser and an oxygen sensor. The catalytic converters reduces harmful CO and HC exhaust emissions while the oxygen sensor provides feedback to the ECU to maintain optimum fuel/air mixture at all times.
Dual shorty, large diameter triangle shaped mufflers are a "single expansion" type that create a throaty exhaust note and help emphasize engine character. The exhaust note is much different than on previous R1 models due to the crossplane crank and uneven firing order … it sounds very similar to Yamahas M1 MotoGP race bike.
Compact, high-efficiency curved radiator features dual ring-type fans for maximum cooling efficiency. This curved rad and twin fan design produces more airflow than conventional flat designs to maintain optimum engine temperatures for consistent power output. Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life. Convenient cartridge style spin-off oil filter.

Convenient clutch cover sight glass ensures easy oil level inspection.
High performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.
Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpms. While the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS handle bar switch gear.
2011 Yamaha YZF-R1

CHASSIS/SUSPENSION
Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow "tuned flex". Finished in black, this frame boasts a compact 1415mm (55.7") wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF (controlled filling) die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.
The engine mounting location in the aluminium frame is different than previous R1 models. The engine incline (9 degrees) and location (12mm forward) has been changed to improve the weight balance, front to rear weight ratio and the centre of gravity.
Detachable magnesium CF die cast rear subframe reduces weight. The detachable design allows rear shock access and is less costly to repair if accidentally damaged.
Extra-long, lightweight aluminium "truss-type" swingarm provides great torsional rigidity for class leading handling, agility and manoeuvrability. This lightweight swingarm is made up of cast aluminium and CF die cast parts. The distance between the swingarm pivot and the rear axle has been optimized (597 mm) for excellent "turn-in" abilities and rear wheel traction.

This Deltabox chassis offers an incredible 56 degree lean angle.
Fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Adjustments include 5-way spring preload, 25-way rebound and 25-way compression damping. Front wheel travel is 120mm (4.7"). The thickness of the inner fork tubes and the shape of the outer tubes have been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.
Bottom link Motocross rear suspension utilizes a fully adjustable piggyback-style rear shock. Adjustments include 16-way spring preload, 18-way rebound and 20-way hi speed compression damping and 4-way low speed compression damping. The bottom link design lowers the centre of gravity for excellent handling. This shock features 2-way (hi speed & low speed) compression adjustment plus rebound and spring preload adjustability too. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7").
Radial mount 6-piston calipers squeeze fully floating 310mm dual front rotors. The result is incredible braking performance with excellent control and lever feedback.
Brembo radial pump master cylinder with 16mm piston is a direct GP race innovation. The lever is adjustable for various hand sizes.
Single piston (aluminium) slide-type Nissin rear caliper squeezes a lightweight 220mm rotor.
Rugged yet lightweight 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a MT3.50 x 17 while the rear is MT6.00 x17.

Premium sport spec radial tires front and rear.
18 litre fuel tank provides excellent knee grip for hard braking and great rider manoeuvrability. The elongated shape helps to centralize mass and reduces the variance in riding feel as the fuel load (weight) changes.
Race inspired lightweight instrumentation includes an analog tach plus digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter. This console also features adjustable back lighting, adjustable shift light and a low fuel warning light. Other key features include a gear position indicator, accelerator opening angle indicator, engine mode indicator integrated stop watch, lap timer with split time mode and an air intake temperature display. The lap timer is controlled by the starter switch button for added convenience and ease of use.
Dual 55-watt halogen projector headlights are compact and thereby allow the ram air intake ducts to be integrated into the framework of the headlight assembly. The lights not only cast a very bright beam of light, but also add a unique styling touch.
LED taillight reduces weight and power consumption while providing a brilliant eye catching light. The lens is white while the LEDs are red. 
2011 Yamaha YZF-R1
 
2011 Yamaha YZF-R1 - USA Specifications
MSRP:
$13,790 (Candy Red/Raven) Available from October 2010
$13,590 (Raven) Available from October 2010
$13,590 (Team Yamaha Blue/White) Available from October 2010


Engine
  • Type 998cc, liquid-cooled 4-stroke DOHC 16 valves (titanium intake valves)
  • Bore x Stroke 78.0mm X 52.2mm 
  • Compression Ratio 12.7:1 
  • Fuel Delivery Fuel Injection with YCC-T and YCC-I 
  • Ignition TCI: Transistor Controlled Ignition 
  • Transmission 6-speed w/multiplate slipper clutch 
  • Final Drive #530 O-ring chain
Chassis
  • Suspension / Front 43mm inverted fork; fully adjustable, 4.7-in travel
  • Suspension / Rear Single shock w/piggyback reservoir; 4-way adjustable, 4.7-in travel 
  • Brakes / Front Dual 310mm disc; radial-mount forged 6-piston calipers 
  • Brakes / Rear 220mm disc; single-piston caliper 
  • Tires / Front 120/70ZR17 
  • Tires / Rear 190/55ZR17
Dimensions
  • Length 81.5 in
  • Width 28.1 in 
  • Height 44.5 in 
  • Seat Height 32.8 in 
  • Wheelbase 55.7 in 
  • Rake (Caster Angle) 24.0° 
  • Trail 4.0 in 
  • Fuel Capacity 4.8 gal 
  • Fuel Economy** 33 mpg 
  • Wet Weight*** 454 lb
Other
  • Primary Reduction Ratio 65/43 (1.512)
  • Secondary Reduction Ratio 47/17 (2.765) 
  • Gear Ratio - 1st Gear 38/15 (2.533) 
  • Gear Ratio - 2nd Gear 33/16 (2.063) 
  • Gear Ratio - 3rd Gear 37/21 (1.762) 
  • Gear Ratio - 4th Gear 35/23 (1.522) 
  • Gear Ratio - 5th Gear 30/22 (1.364) 
  • Gear Ratio - 6th Gear 33/26 (1.269) 
  • Warranty 1 Year (Limited Factory Warranty)  
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Buell Prepare 3 New Models

COMPANY motor Erik Buell Racing (EBR) shows its rise with the setting up of new models to market welcomed 2012. Buell brand had faded after its ownership was taken over Harley-Davidson late 2009.

Slowly but surely, after introducing a 1190RR in early 2010, U.S. companies are re-introduced the successor generation that is 1190RS in February.

Now, the EBR has prepared three models to 1190RS, dubbed the RX, SX and AX. As reported by autoevolution.com, there are three possibilities of this new model will use different machines with the RS.

1190RS Buell V-Twin engine equipped with liquid cooling capacity of 1190cc. The engine generates maximum power of 175 hp at 9400 rpm rotation and 97 ft-lbs of torque at 9400 rpm range.

Buell 1190RS produced only 100 units, but all three models is expected to be produced in much smaller banyak.Sementara for colors available in several options including Abraxas Inferno, Boreas Frost, Burnt Armor and Pitch Black. (UKy)
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