Tuesday, December 21, 2010

MODIF HONDA MEGAPRO TO HONDA CB 1000R WANNABE

New Mega Pro : CB1000R Wannabe

new family line of direct motor sport Honda won the title Motorcycle of the Year 2010 version of the Automobile Journalists Forum (FORWOT), New Mega Pro, look dazzling at the Honda booth at JMCS touch thanks to modifications in its form.
New Mega Pro : CB1000R Wannabe
Taking the concept of Ultimate Street Fighter, New Mega Pro 150 was transformed into CB1000R up to look like a big cc sport bike was a frightening and powerful.
New Mega Pro : CB1000R Wannabe

Concept rubahan taken the modifier does not eliminate the DNA of the New Mega Pro itself is said to Honda as the real street fighter. However, thanks to rubahan and application of appropriate after-market parts, capable of making New Mega Pro is as if transformed into Ultimate CB1000R.
New Mega Pro : CB1000R Wannabe

At the front, head lamp ultimate street fighter is still using the default New Mega Pro, so that continues to reflect the original look of the street fighter. It's just that his handlebar turned into a typical large and thick little steet fighter.
New Mega Pro : CB1000R Wannabe

Striking changes seen in the application of shock up side down with a pinch bigger belongs Honda CBR 1000 alerts in 2009. As for adjusting the shock that has been swollen, the black rubber front using Bridgestone Battlax BT-003F 120/60 - 17.

Moved mudur of head lamp, a little touch given to his petrol tank with the addition of custom condom so it looks more than a form aslianya gambot. Not only that, the addition of delta box custom street fighter character increasingly emphasized the dashing and muscular.

Under the engine, the engine cover modifier added to achieve the perfection of living modified in accordance with the concept.

From the middle to the stern of the New Mega Pro, has received significant changes. Stern is made more slender and tapering.

Sector while the rear legs, this ultimate streetfighter pinch arm swing belongs to CB VTECH combined with tires Bridgestone Battlax 200/50 - 17.

Attendance at the booth Wannabe Honda CB1000R is quite provoke enthusiasm motor sport lovers homeland. In addition to providing an exciting spectacle for JMCS 2010, the presence of ultimate street fighter can also be used as a reference modification for the owner of the New Mega Pro.
Specifications CB1000R Wannabe

Head Lamp: New Mega Pro

Fat Bar Steering: After Market

Front Fork: Up Side Down CBR 1000 2009

Front Tire: Bridgestone Battlax 120/60 - 17

Rear Tire: Bridgestone Battlax 120/60 - 17

Front Brake: Tokico

Rear Brake: Nissin

Tank Cover: Custom

Delta Box & Under Cowl: Custom

Front Fender: Custom

Rear Body: custome

Aprilia Tuono V4 R supersports bike


Aprilia Tuono V4 R supersports bike , The Tuono V4R maintains the ancestors activity with the WSBK bifold appellation champion’s appendage fairing, saddle, catchbasin and ancillary panels, one of the best examples of fabricated in Italy motorcycle architecture in the aftermost decade for its academic adorableness and functionality ratio. The racer, because that is what anyone who approaches a aggressive like this one should be called, will be taming this barbarian from a benumbed position tailored to actualize a accommodating accord amid the anatomy and the bike, for unparalleled acknowledgment through the three credibility of acquaintance - the saddle, footpegs and handlebars.


Staying in the saddle and arresting the biconical handlebar, the addition comes into acquaintance with the APRC (Aprilia Achievement Ride Control) joystick, the additional bearing cyberbanking dynamics ascendancy amalgamation developed by Aprilia to get as abutting as accessible to the concrete banned of riding: State-of-the-art in bike dynamics achievement controls, a patented arrangement which makes the acceptable Superbike technology accessible to any biking enthusiast. All of this with actually simple and automatic administration which allows the Tuono V4R to be customised every time the addition gets on it, authoritative it a absolutely "tailored" bike for anniversary rider, the adapted achievement and the benumbed conditions.


APRC is based on an automotive apathy sensor platform, with two gyrometers and two accelerometers acceptance the ECU to actuate the activating accompaniment of the motorcycle and ascendancy agent torque appropriately to advice the addition accomplishment the abounding achievement abeyant of the bike in all conditions.


The APRC amalgamation includes ATC absorption ascendancy (Aprilia Absorption Control), with eight selectable levels, which controls sliding aback accelerating out of a ambit in affiliation to coffer bend and burke aperture, AWC (Aprilia Wheelie Control), which helps the addition ascendancy acute wheelying by gradually bringing the advanced caster aback to the ground, and AQS (Aprilia Quick Shift), which allows direct upshifts after closing the burke or application the clutch. Completing the apartment of four functions is the best animating of all: ALC (Aprilia Launch Control).


Simultaneously acute both buttons on the joystick on the larboard duke handlebar accoutrements the system, as accepted by the specific bulletin on the display. From this moment on, all 162 application of the barbarian from Noale are accessible to ballista the Tuono V4R like a missile as anon as the addition releases the clutch, unleashing the amazing ability assimilate the alley through every accessible aboveboard millimetre of the 190/50 rear tyre.


For every day artery benumbed and for those who are not yet acclimatized to the miracles of the vehicle’s dynamics software, Tuono V4R offers abundant achievement from a biking accouterments point of view.


In fact Aprilia Tuono V4 R supersports bike , the amazing fresh Aprilia naked is able with the best apparatus accessible on the market: Brembo anchor arrangement with adorable callipers and 320 mm amphibian discs at the advanced (220 mm at the rear), aluminium auto with an all-new architecture belief 2 Kg beneath than those on the RSV4R, Sachs upside bottomward advanced angle with 43 mm stanchions coated with titanium nitride for bargain friction, and Sachs shock cushion with abstracted aback aback nitrogen brazier featuring adjustable bounce preload, compression and backlash damping and length, to adapt the bureaucracy of the bike to clothing altered benumbed styles or for two-up use.

Sunday, December 19, 2010

Yamaha Scorpio Fazer 250 Was 2011

Fazer 250 Yamaha can be a weapon in 2011 to replace the Scorpio! It feels when you see a look of Yamaha Scorpio who was too old and long time no update. While the Scorpio can only produce 19 hp at 8000 rpm and a torque of 1.86 kgf.m at 6500 rpm.

Where the Fazer 250 is superior because it can produce 21 hp at 8000 rpm, and has a maximum torque of 2.10 kgf.m at 6500 rpm. The difference engine capacity would affect the performance. Fazer 250 also has used fuel injection carburetion system. In addition, another striking difference is the Fazer 250 already apply oil cooler so that the cooling system better than the Scorpio.

When Fazer 250 using 74 mm piston being Scorpio is only 70 mm. Long stroke his equally difference is 58.0 mm in diameter piston. Who's 250cc engine is certainly Bore up version of the Scorpio engine.

The Best New Yamaha Scorpio 2011

















One thing that must be considered, said Rachman, is a wheel problem. The solution was slightly modified in the sector, said Rachman. The reason is on the relay and conroad arm. We bend and do engine brake control can be uncomfortable.

However, there are constraints on the relay and conroad arm problems. Photo Blog Edo Rusyanto Meanwhile, Rachman, special technicians Yamaha, say, Scorpio is very comfortable and stable while driving in high speed. New Yamaha Scorpio? Because, New Yamaha Scorpio white color as shown in the picture was in the warehouse, said Andybrod, Ferdinand S Harmin close calls.

I believe PT YMKI will issue these motors. In a separate occasion, Chairman of the Mailing List Yamaha Scorpio (MiLYS), Ferdinand S Harmin assess New Yamaha Scorpio will soon appear. I definitely let you know soon about New Yamaha Scorpio, said Paul when talking with the author through cell phones, on Wednesday (25 / 8). Currently, we still concentrate on Yamaha Byson. Prediction looked behind New Yamaha Scorpio I was immediately informed about the New Yamaha Scorpio.

Assistant General Manager of Promotion and Motorsport PT Yamaha Motor Kencana Indonesia (YMKI) Paul Sugih Firmanto say, changes in appearance is a refreshing part of a new product. The difference is visible on the speedometer, tank, headlights, front-rear brake discs, wheels, tires, striping. As observed from the photographs, it was obvious a motorcycle engine model similar to the Yamaha Scorpio previous generation. Various opinions about the New Yamaha Scorpio also appear. INFORMATION about New Yamaha Scorpio who is rumored to be appear more crowded.

Wednesday, December 15, 2010

Husqvarna motorcycles for sale fast husqvarna dirt motorcycles

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suzuki motorcycle modification

extreme suzuki motorcycle modification
extreme suzuki motorcycle modification

You can find cost The wonderful craftsmanship and innovative technologies have brought Suzuki motorcycles to this level. There are many options to select from which makes Suzuki such a leader in the world of motorcycle. The company is injecting latest and useful features in these bikes. From the time of its inception, Suzuki motorcycles have continuously been improving.


elegant suzuki motorcycle modification
elegant suzuki motorcycle modification

After proving itself as a champion in the World Championship in 1970s, Suzuki was able to prove its worth. Although at one time the European bikes were regarded as the major player of motocross but with the wonderful motorcycles from Suzuki, Japanese bikes got a prominent position. Owing to the great and fast motorcycles of Suzuki, it got a prominent position in the arena of motocross. It was well known for its great speed and was one of its own kinds.


great suzuki motorcycle modification
great suzuki motorcycle modification

By constantly improving the motorcycles, Suzuki was able to come up with great bike and consequently won a huge market share. The wonderful features and great design of this motorcycle made it very popular. The earliest motorcycle from Suzuki was Power Free. With profound experience in the world of motorcycles manufacturing, Suzuki is continuously upgrading its bikes and introducing new and up to the minute models.


antique suzuki motorcycle modification
antique suzuki motorcycle modification

There are several great models to select from which makes riding a bike a great experience for different riders. They are robust, stylish as well as brimming with great features. The motorcycles from Suzuki are one of the most popular vehicles worldwide.

Friday, December 10, 2010

Memorable MC Suzuki DL 1000 V-Strom

The small windshield doesn t provide much protection from buffeting once you get the DL 1000 up to speed.
When Melling started looking for a solid do-it-all motorcycle, Suzuki's V-Strom kept coming up in conversations.
Okay, okay, okay. Don’t hit me again with the rubber truncheons. Remove the electrodes from my dangly bits and turn off that bright light. Yes, it’s true. Despite being MCUSA’s resident classic bike guru, I actually LIKE modern motorcycles.

My heart, my soul, the very blood which runs through my veins, is all pure classic. The snarl of a G.50 at 7000 revs, the thump of a pre-war sporting Single, the scent of two-stroke exhausts and baking castor oil leaked on to engine cases. All these are the reasons for getting up in the morning.

But...

But my brain tells me the truth. If you want to go somewhere on a motorcycle - quickly, safely and reliably - then you need a modern motorcycle. Classics are old and need nurturing and loving. Yes, they are wonderful fun - but not if you absolutely must catch the ferry at 9 a.m.

Nor are they something to take out on a whim. In truth, they never were. A trip on a BSA or Velocette always required deliberation even when the bikes were new. Foolish was the Velo Fellow who sallied forth without his clutch-adjusting tool. Confident to the point of stupidity was the BSA Bloke who thought he could ride his A10 at night with any hope that the lights would work for more than ten consecutive minutes.

Having come out of the closet and admitted that I needed a modern bike, I was then faced with the almost greater issue of choosing one. Clearly, I had to have a Ducati 1098R. How could I live without a 1098R for trackdays and visits to British Superbike rounds?

It s easy to overlook the fact these 8 Balls deliver the best value on the Cruiser market because they re loaded with outstanding Victory performance and tremendous style.
Melling thought that a big black Victory cruiser like this Jackpot 8-Ball would be just the thing for high summer rides.
Then a big Victory V-Twin cruiser all black, black, black, black - and a splash of chrome. Yes, absolutely must have a black cruiser for the high summer.

As a classic man at heart, a retro bike like is essential. Put that XJR 1300 in a gift wrapped bag and I’ll take it, please. And a Pan European for the long distance blasts across Europe and something neat and light for when I need to nip into a city center and...

That was the problem. I could have easily taken delivery of a large truck full of bikes - and justified the ownership of every single one. In fact, I could have still been defending my purchases as my wife beat me to death with a rolled up bunch of bike brochures and the walls of my garage burst through being stuffed with my new toys.

What I really needed was at least ten bikes. What I could afford, and store, was just one. That left me with a real dilemma. So what to choose?

One end of the problem was solved in that I could live without hyper sportbikes. We own, and I race, two extremely nice classic race bikes, so I get all the speed fixes I need in the place where they are best found: the race track.

What I needed was a fast tourer/commuter/Sunday-fun-ride/working machine/affordable/two-up-welcoming/cheap-to-run/easy-to-ride-when-tired motorcycle. In fact, what I really needed was a series of compromises.

Melling wasn t immediately sold on the styling of the V-Strom  but over time it has grown on him.
Melling wasn't immediately sold on the styling of the V-Strom, but over time it has grown on him.
The bike which constantly came up in conversation with other compromisers was the Suzuki DL 1000 V-Strom. But there were two problems with this bike. The first is that the DL is one of the most seriously ugly motorcycles produced since the 1963 Greeves Sportsman (see Memorable Motorcycles if you are into hard core horror stories) - a motorcycle so distressingly offensive to the eye that wearing protective goggles was recommended for anyone attempting to look at it for more than 10 seconds.

I know that beauty is not everything but bikes are an object of lust - and there’s no disputing this.

The other problem for me was that having ridden the DL1000’s baby brother, the 650 V-Strom, I came away thinking that it was no more than okay. Whilst ugliness can be forgiven in a bike, being merely satisfactory most certainly cannot.

The nice people at Road and Racing Motorcycles in Manchester (0161 377 5167) had a DL1000 demonstrator and, after a courteous but thorough pre-flight briefing, told me to have a long ride and then let them know my thoughts. No pressure, no attempt to sell me a bike - just rather old-fashioned service levels which really are very pleasant.

The clever thing was that Mark Samuels, Road and Racing’s Sales Manager, knew something I didn’t: the big V-Strom is a seriously clever motorcycle.

The first thing which strikes one, after five minutes riding, is that the 996cc V-Twin which powers the DL is one of the great motorcycle engines of all time. Considering that there are two enormous pistons banging away under the fuel tank it is electric smooth and effortless to use. Open the throttle and the bike accelerates. Open it some more and the DL goes quicker and quicker - and eventually rather fast indeed. It is utterly fuss-free and as willing a servant as ever inhabited a motorcycle chassis.

The eight-valve Twin of the DL puts out a claimed 98hp at 7600rpm. The engine impressed Melling so that he went out and bought a V-Strom.
The eight-valve Twin of the DL puts out a claimed 98hp at 7600rpm. The engine was a deciding factor when Melling elected to purchase a V-Strom.
The original incarnation of the DL’s engine was a fire-breathing, 135 hp, Ducati 916 challenger. In the V-Strom, the eight-valve Twin has been dramatically re-tuned to give a very pleasant 98hp at only 7600 rpm. In the real world, the motor is never stressed. The gearbox is typically Suzuki sweet and the hydraulic clutch as fuss free as the motor.
In truth, the motor sold the rest of the bike to me and an hour later I was filling in the sales forms.

If the motor convinced me that the DL was a bike to consider, then the value of the package actually got me to sign the order form. I opted for the GT version of the DL which has everything available in the Suzuki catalog as standard - with the notable exception of a rear hugger. Centerstand, heated grips, hand guards, adjustable screen, a full set of panniers and an enormous top box make up a comprehensive package and all for an on-the-road price of under $10k. Added to this, long-term servicing costs are very reasonable and it becomes easy to see why residual values are so solid.

That was 3000 miles ago and now I know a lot more about the DL and here is how I have learnt to love our 85% Suzuki. Why 85%? Well, it is 85% as good as a hyper sportbike, a Grand Tourer, a back lanes’ scratcher and a big scooter. In fact, it’s probably 85% as good as a Golf buggy and a farm tractor too - I just don’t have the experience to judge.

The motor has proven to be even better than on first impressions. Using the overdrive sixth gear, a few revs over 4200rpm will waft you up the Interstate highways at 80mph and that’s as fast as I go in Britain where having your driving license suspended is a rather easy feat to achieve. Uphill, headwinds, two-up, fully loaded - it makes no difference. The creamy power is simply perfect and the ride rock solid.

In the more tolerant parts of Europe, the DL will lope along at 110mph all day. Not fast by Hayabusa standards but ample for me.

The V-Strom is a jack-of-all-trades in the motorcycle world  capable of filling numerous roles in one bike.
The V-Strom is a jack-of-all-trades in the motorcycle world, capable of filling numerous roles in one bike.
Drop it down a gear, rev the motor a bit, and suddenly it is not a bad sport-tourer. Take away all the radar cameras and the DL would slaughter fast State highways in the style of a VFR. Run the bike in fourth, and rev it to 8000, and suddenly you have a very perky back roads’ scratcher.

Is it possible to have visual handling? If so, the DL would rate very badly. It looks big and clumsy and the saddle height is tall at 33 inches. However, ride the bike and the story is very different. Again, it’s the 85% rule writ large.

I had the pleasure of riding the DL at the Darley Moor race circuit during a pre-event evaluation for a forthcoming classic race. Surprisingly, the DL can be pressed very hard indeed. The alloy beam chassis is excellent and with the hero blobs on the footrests sending showering sparks, the big DL whistled through Darley’s 100mph chicanes in a manner completely at odds with its staid appearance.

What stops the DL being outstanding are mediocre front forks which flex when the bike is ridden hard and dull brakes. With twin 310mm front discs, the bike ought to stop effortlessly. Instead, it takes a conscious effort and this spoils the riding experience.

If 85% is the DL’s normal score, in some respects it is a class leader. Despite its apparent size, the DL is light at 458 lbs - that’s nearly a full sack of potatoes more svelte than a BMW GS1200 - and is beautifully balanced. Anyone who can’t ride the bike to a complete stop, feet up really isn’t making an effort. Compared with the big BMW GS1200 and the old Triumph Tiger, the DL is dirt bike nimble.

It will, at a push, even manage some mild trail riding. Certainly not serious Enduro bog bashing but easily un-made Alpine passes and forestry fire roads.

It is also outstandingly comfortable. My wife - a full-sized woman, not a tiny thing - and I did a lap around the edge of Wales starting at our home on the English side of the border in the North-West of England. Eight hours and 438 mainly backroad miles later, we got home without a trace of an ache. This is no 85% comfort level but completely outstanding.

Also top notch is the fuel consumption. Expect 48mpg in brisk, but not desperate, riding and only slightly less two-up. On another trip to mid-Wales, I forgot to fill up in Newtown so when we arrived in Llandrindod Wells the fuel warning light was getting really stressed. That was 204 miles - with still a tiny amount of fuel left - so the DL will manage serious distances between re-fuelling.

The topcase held two Arai helmets  two pairs of gloves and a few assorted bits and pieces without difficulty.
The topcase held two Arai helmets, two pairs of gloves and a few assorted bits and pieces without difficulty.
Carol loves the top box. All her girl stuff goes in here so she can ride without a back pack. When we arrive, the box swallows two Arais, two pairs of gloves and few bits and pieces. Very convenient.

As well as faults, there are two irritations. All the DL forums complain about wind buffeting. Yes, it does exist but to avoid all wind noise it’s better to buy a car. The heated grips are rubbish too with the right-hand one running cold whilst the left hand grip sears the rider’s hand.

Against these niggles, I am looking forward to the long-term costs of ownership. I spent an essential $125 on a rear hugger but other than this I’ve just put fuel in the bike. The first service will cost me around $150 and it will be 15,000 miles before I have to fork out serious money to have the tappets checked. Now that’s what I call sensible motorcycling.

But here’s the really interesting thing: I’ve started to polish the DL. The truth is that the ugly duckling is such a willing worker, so keen to please and so completely competent that I have begun to develop a real affection for it - and that is a real surprise.

If you want a bike which is the supreme master of the universe within its chosen field - the DL is not for you. Should you be seeking a two-wheeled object of lust which brings a tingle to your loins as you walk past it - avoid the DL. However, if you want the best all round motorcycle in series production today - and the outstanding bargain - then look no further than the DL. And, after a couple of thousand miles, expect to fall in love.

The New Honda VFR 1000 Continues to Taunt the Interweb 2011

As always, time will tell. However, there has been no indication so far from Honda that this might be true. There is speculation that the new VFR will see a bump in displacement to 1000cc, up from its current 782cc. The render looks clean, and influenced with Honda’s current design progression with the 1000cc CBR.

Now we have the latest image to hit the net, done by Vanjey Design. Fueling the fire, Honda has been keeping their cards close to their chest when it comes to the new VFR, which is rumored to come out in 2010. News surrounding the new VFR have been swirling around the internet, with various concept drawing and CG renders making the course.

Friday, December 3, 2010

REVIEW: BENELLI TNT CAFE RACER

The design idea used for the development of the Café Racer was that of creating a TNT inspired by the racing bikes of the past, but with a series of unique, sophisticated details to make it modern and effective.

benelli_tnt_cafe_side

The result is a motorcycle with an extraordinary personality - a bike which simultaneously offers riding comfort and extreme performance thanks to its exceptional components: a higher and more protective windscreen for greater aerodynamic protection, lower clip-on handlebars in aluminium alloy, single seat bellypan and tailpiece to experience the thrills of riding a true racer alone, eccentric foot board adjustment system, carbon parts and seat support.

As with the design, the colour was also inspired by the past for an exceptional aesthetic impact and to make the Café Racer even more exclusive in the world gamma of the Streetfighters.

benelli_tnt_cafe_detail


An important innovation in the motor: as in all of the TNT model year 2005 versions, The Café Racer offers the possibility of modifying motor functions by simply pressing a lighted button on the dash support. The engine control unit can be switched between free power and controlled power for better control of the motorcycle in poor traction conditions. This also guarantees a decrease in fuel consumption of 10-20% depending on driving style and on the road.

The free power configuration makes it possible to fully enjoy the torque features and motor power, while the controlled power configuration makes it possible to enjoy using the bike easily in the city, even on asphalt with poor traction, either alone or with a passenger, without stress.

benelli_tnt_cafe_headlight

The exclusive technical aspects are also seen in the exceptional cycle: this version sports a powerful 50 mm fork completely adjustable in compression, extension and spring preload, with a hardened surface to improve the sliding qualities which contribute to making the road holding solid and precise.
The back shock absorber body is in Ergal - light and unique in the world panorama; it is completely adjustable in extension and spring preload to offer a good level of performance constancy and to make riding safe in all asphalt conditions.

The attention given to the quest for lightness and performance is confirmed by the use of Marchesini rims in forged and machined aluminium alloy and the Brembo braking system which mounts a 4 piston radial calliper and a 320 mm diameter double disk at the front.

benelli_tnt_cafe_side_angle


The TNT Café Racer is the result of a perfect blend of stylistic solutions and exclusive, sophisticated technique which come together to fully satisfy the performance levels which today's motorcycle riders demand.

BMW Motorrad Concept 6

photo

Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving – or, in this case, riding – experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades.
Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motor­cycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing.

Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution, and the centre of gravity.

A further drawback was much higher engine weight usually setting off the benefits of extra engine power.
The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics.

The new BMW straight-six will further expand the K-Series in the foreseeable future. The first model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.

Highly compact and dynamic six-cylinder. The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4″ slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology.

The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission.

High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness.

In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55o. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power.

The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and flat, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout.

The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.
Maximum supremacy in running refinement and performance.

Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement.
Output of the new six-cylinder will be in approximately the same range as on BMW’s 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres.

The engine’s power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm – a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.

Environmental compatibility and all-round economy re-defined.
The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions.

And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.
Dynamic and powerful design in Café Racer style.

Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than “just” the attempt to develop a motorcycle of a kind never seen before.
Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling.

Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit finished in a special platinum colour, presenting the engine almost adoringly from every angle.

Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends.
The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump.

The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again finished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.

Innovative suspension technology and equipment. The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fixed callipers emphasise the sporting look of the new machine and its high level of technology.

The outstanding supremacy of the Concept 6 and its drivetrain is also reflected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme flow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required.

Wednesday, December 1, 2010

New Picture Modern Motorcycle


New Picture Modern Motorcycle

Eco-Friendly and Sexy, Electric Motorcycles May Be Just the Ticket for Urban Hipsters

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Think you’re being eco-friendly because you ride a motorcycle with a much highher MPG than your car-driving friends? Guess again. According to the Oregon-based specialty vehicle manufacturer Brammo, most modern motorcycles “produce up to 15 times the emissions per mile as the average new car.” In response, the company has built an interesting electric motorcycle named the Enertia Bike. With a current range of about 45 miles, a top speed of 50 MPH, and a battery charge time of 3 hours, this could be a viable commuting vehicle if you live in a small urban city and have the money to afford it. This probably limits you to New York and San Francisco, but it’s not hard to admit that it looks pretty cool.

The bike’s made out of a carbon fiber chassis that enables lightweight maneuverability and the electric set-up includes six lithium-phosphate batteries. Needless to say, the carbon footprint difference between this zero-emissions bike and that of a car is significantly large.Enertia2

Check out a video of the bike below.

If the manufacturer’s standards are correct, in accordance with the
Well-to-Wheel efficiency model (which takes into account every single process that comes into the production of the vehicle), the Enertia bike will be about 9 times more efficient than a regular car in KM/MJ,
4 times more efficient than a Prius, and about 2 times more efficient than the upcoming electric Tesla Roadster car. The Enertia’s efficiency model page is right here.

In Well-to-Wheel comparisons of CO2 emissions, the Enertia bike comes in at 21.8 Grams/KM, which is excellent if all the tests are correct.
It might even push those who justifiably avoid bikes due to safety concerns into investing in one (or two) bikes.

BMW Lo Rider Concept On Display At the EICMA Bike Show Milan

The BMW Lo Rider – sporty, purist roadster study with variable design.

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Purist, powerful, unfaired and reduced to the absolute essentials – these few words provide an incomplete description of the BMW Lo Rider, the new concept study by BMW Motorrad. At first sight, the focus would seem to be on the creation of a roadster with a muscular appearance, openly displayed technology and powerful flat twin engine for pure emotion and maximum motorcycling fun. But behind all this is in fact a completely new custom concept.

The bike’s low weight, the powerful and high-torque fl at twin engine and high-quality chassis technology give it a high level of sporty riding dynamics, while the lowered chassis and the relaxed yet active seating position with the broad handlebars are more of a loan from cruisers and naked bikes.

The concept is such that, for the first time, the customer can be involved in the design of the BMW Lo Rider to an extent which goes beyond what has previously been possible to date. Numerous options including different exhaust systems, seats, headlamp units and paint finish variations allow for a level of customisation which is far greater than the familiar individualisation by means of special equipment features and accessories. This means that the entire character of the vehicle can be adapted to the customer’s individual taste: the customer can take full pleasure in assembling a machine just as he wants it – from a cool cruiser to an aggressive muscle bike.

  • Combines current technology with modern and classic stylistic elements.
  • Design elements can be individually combined by the customer.
  • Raised or lowered exhaust system, as preferred.
  • Seat for one or two as preferred, or aluminium perch seat.
  • Headlamp unit in classic shape or in streetfi ghter style, as preferred.
  • Fuel tank with or without aluminium trim, as preferred.
  • Four paint finishes for the fuel tank.
  • Three paint finishes for the engine casing.
  • Front and rear wheel wings finished either in black or chrome, as preferred.

Leading the way with concept studies – a BMW Motorrad tradition.

BMW Lo Rider Concept 02

BMW Motorrad has a tradition of coming up with new ways and ideas when it comes to motorcycling. Fascinating studies and designs have been produced in the past using ideas which then found their way into serial production. But studies by BMW Motorrad are about more than just trying to develop a motorcycle which has not existed in a given form before. In addition to functions and quality, BMW developers focus on the emotional component – the connection between man and motorcycle. The guiding principle is that a motorcycle should not just function perfectly but should also appeal to all the riders’ senses simultaneously, arouse an emotional response in him and fill him with enthusiasm at every moment – when stationary and when moving, as a whole and in its detail. In short: it has to light the fi re.

Emotion through interaction – individualisation made-to-measure.

BMW Lo Rider Concept 05

With the BMW Lo Rider study presented at the EICMA in Milan, BMW Motorrad is not just demonstrating a continuation of this policy but is in fact taking a significant step forward in focusing on the interaction between man and motorcycle. The idea is that for the first time, the customer should be interactively involved in the design of his BMW – going far beyond the familiar adding of special equipment features and accessories. The customer is to be given the opportunity to be much more deeply involved in the design of the Lo Rider from the outset, creating a customised, made-to-measure machine based around the principal components such as engine and chassis.

Classic meets modern – style elements from different eras.

BMW Lo Rider Concept 06

The study Lo Rider does not fit into any of the classic motorcycle segments – and it is not supposed to. It combines the latest technical attributes of high performance sports motorcycles with the traditional, classic principles of motorcycle construction. State-of-the-art chassis components from sports motorcycle construction such as the powerful upside-down fork, 6-piston brake calipers with real bite and wide 17-inch tyres are combined with styledefining elements of motorcycle construction from the fifties and sixties. For example, with the exhaust system in a more traditional lower position inside pipe style creates a classic roadster or cool cruiser look, while a raised exhaust system is reminiscent of legendary racing machines or typical scrambler models of days gone by. Together with a range of variously designed seat concepts, also based on styles of the fifties and sixties, as well as differing paint finish versions, the BMW Lo Rider offers the motorcycle fan a wealth of possibilities by means of which to interpret the roadster theme in a highly individual way according to his own personal taste founded on a single basic motorcycle. In fact the Lo Rider gives the creativity of its rider almost completely free rein.

Chassis and engine: new technology based on classic principles.

BMW Lo Rider Concept 07

The mixture of classic and modern stylistic elements of motorcycle construction combined with state of-the-art technology is what gives the Lo Rider its defining look from all angles. A torsionally stiff space frame of sophisticated architecture openly displays the bike’s technology and together with the upside-down telescopic fork at the front and Paralever rear-wheel swing arm provides the modern basis in terms of chassis technology – just as it is to be found in some current models of the BMW Boxer series.

What is more, the chassis of the Lo Rider has been lowered as compared to conventional roadsters. In terms of tyre dimensions, the 17-inch wheels represent the current state of the art for sports motorcycles, though with their chrome wire spokes, black hubs and steel rims they ingeniously echo the characteristic stylistic elements and flair of a past era. By contrast, contemporary technology and a high level of riding dynamics is provided by elements such as the high performance dual brake disk with powerful 6-piston calipers, together with wave brake discs borrowed from motor racing at the front and the single disc brake at the rear.

In terms of its engine, the Lo Rider also relies on technology which is both contemporary and full of character – the legendary, highly responsive BMW flat twin “Boxer” engine. For 85 years, the construction principle of this engine has stood for unmistakable, authentic design, a full torque curve and unique sound and power. In its current version with an output of over 100 bhp, overhead camshafts, electronic fuel injection and exhaust gas purification, the powerful response of this dynamic and distinctive 2-cylinder is simply perfect for the BMW Lo Rider.

The customer as designer – individual designs and paint finishes.

The concept study Lo Rider is mainly focused on the two essential component groups of a motorcycle, the engine and the chassis. Any superfluous decoration is omitted. Instead, variable components such as the exhaust system, seat, headlamp unit and paint finishes determine the bike’s outward appearance, at the same time defining its conceptual style.

The combination of these classic and modern components is entirely subject to the personal taste of the customer. For example, he can initially express the dominating character of the BMW Lo Rider through the placement of the exhaust system, creating either a sporty style or opting for a more roadster-like look by having it lowered.

BMW Lo Rider Concept 02

A very sporty effect is created by the classic perch seat made of aluminium sheet metal, while the simple single seat reduced to the absolute minimum will appeal to purist motorcycle fans. The single seat can also be optionally extended to include a pillion passenger module. The specification laid down for the development team led by David Robb, Head of Design Development at BMW Motorrad, was that all the conceivable combination options of these components should produce different end results but that the bike should always retain a rounded, coherent character in itself. Whether with a raised or lowered exhaust system, with sporty perch seat or seat bench for one or two people: the Lo Rider comes over differently every time but always makes an impression.

The same applies to the selection options in creating the front section of the Lo Rider. With their aggressive, modern design, the vertically arranged dual headlamps give it a touch of the streetfighter, while the classic, semicircular headlamp provides an echo of past times. Once again, the same principle applies: however different the styles thus created might be, they always have a consistent emotional appeal for the rider.

Further possibilities for individual design are available to the customer in the choice of paint finish. There are four different colours available for the fuel tank, and with the three different paint finishes for the engine casing this allows the customer to create a very distinctive, personal look, defining the character of the Lo Rider as anything from refined to sporty. These always harmonise perfectly with the deliberately classic, high-quality aluminium parts such as fuel tank trim, seat holder and wing struts. Different styles can also be created with the front and rear wings which are available either in black or chrome finish.

Saturday, November 20, 2010

C120 Renaissance Fighter Limited Edition Motorcycle

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Modern design C120 Renaissance Fighter Motorcycle Limited Edition with a strong body makes you look really cool, the first time Fighter packs 190 mph of performance into a cutting edge carbon fiber, titanium, and aluminum chassis. There are 64 “wheelbase, 27″ H seat, integrated braking system, lots of high-tech bells and whistles, and custom NM edition features. But, honestly, ride it once and you’ll be too jacked on adrenaline to remember all the details. via

Power:
45 degree radial twin
120 c.i. / 1966 c.c.; 2 litre
4 1/8” bore; 4 1/2” stroke
Forged lightweight alloy pistons
CNC aircraft billet aluminum heads; Confederate “Combat” design
Dual counter-shaft balance system

Transmission:
Confederate design; 5 speed; close ratio; CNC aircraft billet aluminum cases

Dimensions:
Weight: 430lbs.; Wheelbase: 64″; Seat Height: 27″

Chassis:
Confederate triple load path design; CNC aircraft billet aluminum front and rear bulkheads;
pure high-grade titanium 5 inch outer diameter .095 wall backbone; oil bearing

Primary:
Confederate design; CNC aircraft billet aluminum engine, transmission,
swingarm pivot outrigger bearing supported mounting system; belt drive

Suspension:
Front- Girder-type CNC aircraft billet aluminum and titanium multi-link
Confederate-Vincent design; centered coil-over shock; dual carbon fiber blades

Brakes:
Front- CNC aircraft billet aluminum 4 piston caliper;
aluminum-ceramic matrix floating lightweight rotor
Rear- CNC aircraft billet aluminum 2 piston caliper;
aluminum-ceramic matrix floating lightweight rotor

Wheels:
Front- 3 inch x 19 carbon fiber
Rear- 8 inch x 18 carbon fiber

Lighting:
Front- Integral LED headlamp; turn signal
Rear- Integral LED tail lamp; brake; turn signal

Tires:
Matched Pirelli
Front- 120 ZR x 19
Rear- 240 ZR x 18

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