2016 Yamahas – FIRST LOOK

Yamaha recently gathered the motorcycle press at Tom White’s The Early Years of Motocross Museum to unveil an all-new off-road bike and provide details on several early 2016 models. The good news? There is no price increase on any of the returning models announced at this time. Four highlights:

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YAMAHA YZ250X
This was the Big News. Yamaha pulled the sheet off a new two-stroke off-roader based on the YZ250 motocrosser. The YZ250X is designed as a pure, closed-course competition lightweight two-stroke GNCC/woods racer. Features specific to this new model include an 18-inch rear wheel, a sealed O-ring chain, a wide ratio transmission, a narrow expansion chamber, off-road-focused tires and suspension settings, plus a standard side stand and a fuel tank petcock with reserve position. The 2016 Yamaha YZ250X will be available in August, priced at $7,390.

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YAMAHA YZ450F
Looking to maintain the top spot in 450cc four-stroke motocross sales, Yamaha has treated the YZ450F to a host of updates. Launch control and new cam profiles are complemented by clutch and shifting refinements, a revised frame shape, and new triple clamps. The new YZ450F also has new engine mounts, revised suspension and a larger 270mm front brake rotor. Bikes arrive this month, priced at $8,590.

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YAMAHA FZ-07
Introduced in 2014, the affordable entry-level FZ-07 naked sportbike has proven to be a very hot item in Yamaha’s road lineup. The eager 689cc liquid-cooled parallel twin is mechanically unchanged, but the $6,990 FZ-07 arrives late this summer in new Raven and Matte Silver/Blue color schemes. The latter hue looks very much like that of Yamaha’s flagship YZF-R1. On a related note: The 2016 Yamaha FZ-09 arrives in September, priced at $8,190 and wearing Raven or Blue paint.

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STAR BOLT
Did you know the Star Bolt is the third best seller in Yamaha’s streetbike lineup? And in 2016, the Bolt and its urban performance bobber R-Spec sibling look to continue torqueing their path to the top of the cruiser category with new color/graphic options. The base 2016 Star Bolt, in Raven or Deep Blue, remains at $7,990. The R-Spec, in Rapid Red or Stone Grey with matching wheel stripes, costs $8,390. Both Bolts are slated for a July arrival.

READ MORE - 2016 Yamahas – FIRST LOOK

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bmw superbike

Bayerische Motoren Werke AG, or more common BMW started its motorcycle career in 1923 by producing its first motorcycle – R32. These were BMW's pioneer steps into the world of motorcycle industry and the innovation they deployed was something BMW is practicing ever since. R32 was, and still is, powered by 486 cc engine that produced 8.5 HP, and it was able tu push old R32 to speeds over 60 mph. Their first innovation was oil system that recirculates oil rather than losing it.
Supercharged R32 with 500cc motor set the world speed record at almost 174 mph which remain untouched for the next 14 years.

The next big success in motorcycle career BMW had when delivered their R75 to the German army. It outperformed all other motorcycles during African campaign. R75's flat boxter motor was more resistant to african heat, and shaft drive was not affected by harsh conditions of desert taht was killing belt and chain driven motors. Another success came when BMW was introduced to America. In 1959 R69 managed to come from NY to LA in a little more than 53 hours which is more than a day shorter than a previous record set by a Harley-Davidson.

In 1970 BMW introduced electrical starting system on all members of /5 series, but kick starter was not discontinued for another 4 years. As we come closer to the modern days the story of BMW motorcycles becomes more familiar, and it covers upgrades like ABS for motorcycles, double disc front brakes, new four cylinder engines and a lot more. In 1994 F650 and later F800 series were chain or belt driven motorcycles. Only shortly after WWII BMW motorcycle production experienced its dark ages, and since this period come to an end BMW is improving, making their motorcycles more agile, more powerful and more elegant with every new generation.

READ MORE - bmw superbike

2011 Kawasaki ZX-10R

Masterpieces are not created overnight. It took Michelangelo four years to paint the Sistine Chapel and 19 years for researchers to develop the Polio vaccine. A quarter of a century after they started the project, Microsoft is still tweaking Windows. Perfection takes time, so Kawasaki can be forgiven for introducing the latest ZX-10R Ninja a year later than expected.

The 2011 ZX-10R is Kawasaki's magnum opus, the culmination of 50 years of bike-building and four years of dedicated effort. As with remodeling a house, sometimes it's better to knock the thing down and start from scratch. That's exactly what Kawasaki did. This isn't a mild redesign for the sake of marketing; this Ninja is all-new, from the wheels to the windscreen.

Aside from turn signals that hung like tumors from the mirror stalks, the 2008-'10 ZX-10R was one sharp-looking machine. But compared to the 2011 model, it already looks dated. The new bike appears lower, leaner and overall more focused, like a big cat waiting to pounce. The fuel tank isn't as flared, but the bike's excellent rider interface is maintained and even enhanced by the increased downward angle of the clip-ons. The green-and-black paint scheme will look familiar to race fans, as it's based on the World Superbike race team livery.

The Ninja's debut found us not at some far-flung foreign racetrack, but at Road Atlanta in Georgia. This undulating, blistering-fast 2.5-mile road course is challenging both physically and mentally, yet the ZX-10R proved less demanding to ride than expected. Through the miracle of mass centralization, Kawasaki's engineers are closing the handling gap between 600s and 1000s. The brains at Team Green redesigned and repositioned numerous components and cut a claimed 22 lbs. Considering how deftly the Ninja snaked through Road Atlanta's downhill esses, you'd expect it to twitch and shake in the faster sections, but the bike remained stable everywhere, even when bombing through the back kink at over 180 mph.

The 2011 engine has been completely re-engineered to improve midrange power and tractability, and there's a much broader spread of thrust. Aside from some stiffness in the gearbox, the engine is a gem. Peak output is stated as 188 horsepower at 12,500 rpm and 82.6 lb.-ft. of torque at 11,000 rpm. That's an increase of nearly 10 bhp and a serious shift in the power peaks: down 500 rpm for horsepower and up over 2000 rpm for torque. Power is delivered in a smoother, more linear fashion, which explains why this bike doesn't feel as fierce as its predecessor with its abrupt top-end rush. The new LED tachometer is easy to see but hard to read. Turning down the brightness helped keep the lights from blending together, but the previous analog display was better. Power levels off beyond 12,500 rpm, so you hear the limiter at 13,500 rpm more than you feel it.

Bigger throttle bodies, better ports, revised valve timing and a new exhaust result in more airflow through the engine, which produces more power and less engine braking when the throttle is closed. The free-spinning character of the engine, a new Showa Big Piston Fork and slick slipper clutch make the big Ninja nearly as easy to throw into a corner as its 600cc brethren.

The exhaust note coming from the shorter muffler is deceptively muted, even at 10,000 rpm. Taller gearing and linear power delivery make the Ninja misleading at speed. The Tokico calipers are plenty strong and the BPF resists bottoming and remains compliant, even at the entrance to Turn 10A where you have to shed four gears and 120 mph in just 600 feet. That exercise never fails to widen your eyes!

The big news with the 2011 bike is S-KTRC (Sport-Kawasaki Traction Control). At an unfamiliar and dauntingly challenging track like the one we'd just been let loose on, S-KTRC's greatest gift is that it frees up attention to focus on other important matters--such as which way the track goes over that next hill. Take the time to look down at the seven-bar TC indicator and you'll see it flashing wildly if you're using Level 3, intervening on occasion in Level 2 and hardly ever in Level 1. After spending time in each mode I settled on Level 2, as it allowed a subtle yet satisfying amount of rear-tire smear at corner exits. Level 1 was too apathetic, permitting so much tire spin that I found myself instinctively modulating the throttle rather than trusting the electronics. When the system is working, there's no popping or sputtering from the exhaust. In fact, the only ways you know it's in effect are by looking down at the gauge (not the best thing to do with your knee on the ground!) or because the slide is kept in check despite your right wrist calling for more power. S-KTRC polls sensors 200 times per second, which means it responds to adverse inputs in 0.005 of a second--about 40 times faster than the most adroit rider on his best day. Unless you hit oil or do something really stupid, the system is essentially crash-proof--and more so if you've dropped an additional $1000 on Kawasaki's race-spec anti-lock brake system. At the press launch time only non-ABS bikes were available, but if S-KTRC is any indication, KIBS (Kawasaki Intelligent anti-lock Brake System) should be fantastic.

S-KTRC incorporates wheelie-control of sorts, but its response proved unpredictable; sometimes it worked to maintain a steady power lift while other times it made the front end yo-yo like a fledgling stunter. The only way to disable the function is to turn TC off, which meant depending on my own acuity to keep from sampling the red Georgia clay. But even with S-KTRC immobilized, the Ninja is surprisingly manageable and communicative. After a dozen laps with the electronics switched off, it was clear that the bike's excellent behavior is intrinsic to the engine and chassis design, and not strictly due to the electronics.

This Ninja was bred for the racetrack, but Kawasaki knows it will spend most of its time on the street. The new bike's seat is both lower and softer and the rearsets are adjustable. A new balance shaft successfully quells engine vibrations, and those drooping mirrors actually work, showing more than your elbows. The fully adjustable suspension and electronics system all work to let the rider tune the bike to his taste. As Kawasaki's tech guru Ron Taylor said, the Ninja is "a full-blown track bike that can be easily toned down to suit the rider's comfort level or the requirements of conditions."

After a full day aboard the 2011 ZX-10R, there's no denying it's a huge improvement, literally better in all respects. Except price: The base model will sell for $13,799 (up $2300 from last year), and if you want ABS, add another $1000. Then again, this bike needs nothing to rip up any racetrack on the planet and is ready to take on the BMW S1000RR with money left over for a stack of tires. You can't rush greatness, and we're glad Kawasaki took the time to get the new Ninja right. Good things, as the saying goes, come to those who wait.

READ MORE - 2011 Kawasaki ZX-10R

BMW R1200GS vs. Ducati Multistrada 1200S

They are as different as any pair of tools designed for the same job can be. Sharpened by three decades of going places that woul

Rolling up the San Diego Freeway on cast wheels and street tires with delusions of off-road grandeur, we'll steer clear of the rocky single-track and aim for a rough little rollercoaster of pavement draped across those mountains up ahead, just south of the Tehachapi Pass. Thanks to the miracle of modern fuel injection and electronically adjustable suspension, either bike will put 180-200 relatively humane freeway miles in the rear-view between fuel stops, but the BMW feels more comfortable doing it. That goes double for anybody taller than 5-foot-8.

Roomier in every dimension, including the pocket of acceptably calm air in its cockpit, the Beemer trundles along between 70 and 80 mph with just a whiff of vibration from the engine room. The mirrors provide relatively clear images of looming cement trucks and CHP cruisers, unlike the Multistrada's frustratingly undecipherable blurs. The Ducati's seat is comfortable enough to keep most riders happy for 2 or 3 hours, but there's considerably less fore/aft fidgeting room. That slim adjustable windscreen allows more turbulence into the cockpit than we'd like, but the airflow evens out a bit beyond 75 mph. It's enough to get by until you save enough lunch money for the larger one in the accessory catalog.

d make most street riders wet themselves, BMW's GS is the original choice for going just about anywhere two wheels can take you. Undeniably huge, inimitably German and currently defined by a stronger twin-cam version of the 1170cc Boxer-twin, the R1200GS looks like an adventure sitting still. Just add 21 contiguous vacation days, a clean American Express card and shake vigorously.

Aside from being manifestly smaller, lighter, faster and explicitly Italian, Ducati's new Multistrada 1200S leaves more than a little room for interpretation. Especially when there's a new GS parked next to it. Are these bikes really different means to the same sort of all-encompassing ends? Or just different? After gnawing on that one for all of 5 minutes, we figured the answer was beyond the fluorescent-lit, climate-controlled splendor of Motorcyclist's El Segundo headquarters. How about Randsburg (population 85 or so, depending on who you ask), a.k.a. our favorite desiccated Mojave Desert gold-mining town, sitting near the coccyx of California's Sierra Nevada range?

That's 150 miles north and east of the MC M.C. as the Gold Wing flies, or 293 for those of us who really do have all day to get there and a couple of motorcycles to wring out. Either way, you end up in a dusty little chunk of 1896, surviving on a powerful combination of self-sufficiency, sheer meanness and savvy tourists rolling up from greater Los Angeles (population 17.8 million if you're still counting) looking for an antidote for urban pre-ignition. Though it's too hot in the summer for all but sun-struck desert rats and the occasional tortoise, mile after mile of legal off-highway vehicle trails make Randsburg a Mecca for Southern California's off-road cognoscenti during the winter. Brace yourself for a crush of happy, dusty people on dirtbikes if you head up on Thanksgiving weekend, but we probably won't push the census needle past 87 on this exceptionally unexceptional Friday afternoon.

Rolling up the San Diego Freeway on cast wheels and street tires with delusions of off-road grandeur, we'll steer clear of the rocky single-track and aim for a rough little rollercoaster of pavement draped across those mountains up ahead, just south of the Tehachapi Pass. Thanks to the miracle of modern fuel injection and electronically adjustable suspension, either bike will put 180-200 relatively humane freeway miles in the rear-view between fuel stops, but the BMW feels more comfortable doing it. That goes double for anybody taller than 5-foot-8.

Roomier in every dimension, including the pocket of acceptably calm air in its cockpit, the Beemer trundles along between 70 and 80 mph with just a whiff of vibration from the engine room. The mirrors provide relatively clear images of looming cement trucks and CHP cruisers, unlike the Multistrada's frustratingly undecipherable blurs. The Ducati's seat is comfortable enough to keep most riders happy for 2 or 3 hours, but there's considerably less fore/aft fidgeting room. That slim adjustable windscreen allows more turbulence into the cockpit than we'd like, but the airflow evens out a bit beyond 75 mph. It's enough to get by until you save enough lunch money for the larger one in the accessory catalog.

READ MORE - BMW R1200GS vs. Ducati Multistrada 1200S

2011 KTM 125 Duke

The debut of the entry-level 125 Duke marks an entire new R&D strategy based on adapting KTM's competition-derived technology to the street, with the aim of attracting new converts to the cult of motorcycling. Engineered in Mattighofen, Austria, and built in Pune, India, the downsized Duke also stands as the first collaboration between KTM and its majority shareholder, Bajaj.

The first thing you notice about the Duke is the familial resemblance with its big, bad 690cc and 990cc siblings. You can't get this kind of cool with any other entry-level machine. As its succession of motocross and enduro championships underlines, KTM knows a thing or two about developing single-cylinder motors, and the engineers applied that experience to the Duke's 124.7cc engine. It's liquid-cooled, with a SOHC four-valve head that's almost identical to that of the shrieking DOHC 250 SX-F. The Duke's engine whirrs to life with a touch of the starter, and settles into a slightly high idle with a muffled-but-distinct thumping from the under-engine exhaust. By entry-level standards, this thing sounds like a racebike!

It lives up to that impression on the go. You don't need to rev out the motor in every gear to get a sense of speed. The engine is pretty torquey for a "little 'un," so you have the choice of surfing the torque curve and short-shifting or riding it at the 11,000-rpm limiter like the Red Bull Rookies do on their KTM 125cc Grand Prix two-strokes.

Riding the Duke in the hills and valleys around KTM's headquarters showed that the 125 will be king of the road in the entry-level class. For a start, it's a full-sized motorcycle that delivers a comfortable and relatively upright riding stance.

Handling is worthy of the Duke name, and Bajaj deserves credit for helping KTM source Indian suppliers able to produce parts to European standards. The frame is a steel-trellis assemblage in typical KTM fashion, and the suspension is made by Endurance, the Indian affiliate of WP. The black-painted wheels carry braking components from Bybre-again, the Indian arm of a well-known European company, Brembo. The radial-mount single front disc brake works surprisingly well, quickly hauling down my 180 pounds of non-target-customer weight from the Duke's top speed of 75 mph. Engine braking is quite good, too, presumably thanks to the 12.6:1 compression ratio.

Aside from style, which the Duke has in spades, its most important asset is its ease of use. The transmission is flawless in operation, with a progressive-action clutch that feeds out controllably. The dashboard is likewise communicative and easy to decipher, and features a gear indicator-an important riding aid for beginners and something every manufacturer ought to offer on all streetbikes, irregardless of intended use.

With so much going for the diminutive Duke, it's a shame it isn't slated for sale in the USA. But the 125's chassis was built with bigger motors in mind, and slipping the rest of the 250 SX-F's engine in under that four-valve head would certainly make it more appealing to American newbs. Will it come Stateside in quarter-liter format? We can only hope.

READ MORE - 2011 KTM 125 Duke

First Ride: 2011 Ducati 848 EVO Black Magic

It gave me pause when I glanced down before my first track session and noted the odometer displaying exactly 666 miles. With black-on-black graphics and a snarling V-twin exhaust note that sounds like something piped straight from the depths of hell, Ducati's 848 EVO could have been designed by Beelzebub himself. Cracking the throttle only sealed my deal with the devil, as the front wheel mimicked the rapidly rising tach needle. "Forgive me, safety marshals, for I have sinned ... before even exiting pit lane!"

It's hard to ignore the little demon that appears on your shoulder when riding the EVO, a potent update to Ducati's venerable middleweight Superbike. The 848 has found fame this year in fiercely competitive AMA Daytona Sportbike competition, with Steve Rapp earning multiple podiums and Bobby Fong one-upping him with a win at Virginia International Raceway. Ducati has been paying attention to the results, and the company says feedback from these AMA racing efforts directly influenced this latest evolution of the platform.

The majority of changes are found inside the Testastretta Evoluzione engine, specifically at the top end. Alterations include freer-flowing cylinder heads and new pistons with a revised crown shape to increase compression from 12.0 to 13.2:1. Enlarged, 60mm elliptical throttle bodies replace last year's 56mm units, delivering the air/fuel mixture to revised combustion chambers via higher-lift, longer-duration cams that actuate the same desmodromic valve train. Peak output is now 140 horsepower and 72.3 lb.-ft. of torque (an increase of 6 bhp and 2 lb.-ft.), and the new, rev-happy engine character makes this Ducati's liveliest twin yet.

Modest chassis improvements complete this evolutionary update. Front brakes are upgraded from two-pad Brembo calipers to the stronger, four-pad Monoblocs from the 1198. A non-adjustable steering damper is now bolted across the upper triple clamp, enhancing stability. Lastly, the tire spec switches from Pirelli's Supercorsa Pro to the line-leading Diablo Supercorsa SP, which offers a steeper profile for quicker turn-in and a larger contact patch at lean to deliver track-ready grip and feedback.

Ergonomically, the EVO is identical to the old 848. The riding position is best described as purposeful, defined by a tall, firm saddle, high, rearset footpegs and low, wide bars. The squat upper fairing requires a tight tuck before relinquishing any meaningful wind protection. Thankfully, the flat, wide tank is easy to wrap around, and deep knee cutouts make it easy to lock your legs in place when the going gets good.

The faster you go, the better this riding position feels. Likewise, the chassis responds favorably as velocity increases. With a rangy front-center distance, a stiff, high-riding Showa fork and 36mm-offset triple clamps, the 848 resists turning unless there's a reasonable load on the front end. Keeping your body weight forward, however, and taking advantage of those beefy brakes and sticky tires to run hard into corners reveals what might be the most stable, predictable and communicative front end on any production streetbike. The EVO positively railed the downhill Dead Bear carousel at Putnam Park, where we sampled the bike during a Ducati track day following the Indianapolis MotoGP.

Ducati claims the 848 EVO's high-rpm power gains come without any significant low-end losses. We haven't seen a dyno chart, but from the saddle it still feels sufficiently stout even at low revs, which makes pedaling the shift lever less critical than on a multi-cylinder middleweight. And, just like we've seen in AMA competition this year, the torquey twin leaps off corners and leaves even well-ridden 600s eating dust

Like any twin, it's easy to get lazy and let that low-end torque lug you around. Short shifting, however, masks the bike's greatest attribute: its willingness to rev. The freer-breathing top end makes the EVO absolutely come alive at 8500 rpm, and it screams across the top of the tach with an appetite for revs that no big twin can match. The 848 engine is more accessible at the same time. The 1198's output is so overwhelming that it's difficult to find an opportunity-or the real estate-to hold the throttle wide-open and relish the twin's unique top-end rush. The 848 EVO encourages this behavior, reminding us how satisfying a middleweight V-twin can be.

We've often argued that Ducati's 848 Superbike is the better choice for many street and track-day riders, delivering the same world championship-caliber performance as the 1198 in a lighter, more manageable package. Now with more power and an even livelier engine character, the 848 EVO only makes that argument stronger. And there's no denying the value it represents: Even after the engine and chassis upgrades, MSRP remains unchanged at $12,995 for the Dark Stealth edition or $13,995 in traditional Ducati red.

Take that to mean you won't have to sell your soul to the devil to afford one.

Evolution
Ducati's familiar 848 Superbike gets a new top end for more high-rpm power, along with stronger brakes and a steering damper.

READ MORE - First Ride: 2011 Ducati 848 EVO Black Magic

Aprilia Dorsoduro 750

Performance

Horsepower (bhp): 92 bhp
Torque (Ft Lbs): 60.5 lbs
Redline RPM: N/A RPM

Exterior

Body Material: N/A
Frame: Aluminum / Steel
Hand Grip Material: Rubber

Transmission

Number Of Speeds: 6
Transmission Brands: N/A
Transmission Types: Manual

Instrumentation

Speedometer: Standard
Tachometer: Standard
Fuel Level Warning: Standard

Wheels

Rear Wheel Diameter: 17
Front Wheel Width (in): 3.5
Rear Wheel Width (in): 6

Bags & Storage

Tank Bag: Not Available
Saddle Bag(s): Not Available
Lockable Storage: N/A

Tires

Front Tire Speed Rating: ZR
Rear Tire Speed Rating: ZR
Tire Brand: N/A

Fuel Economy

US MPG (City): N/A
US MPG (Combined): N/A
US MPG (Hwy): N/A

Brakes

Front Caliper Pistons: 4
Rear Caliper Pistons: 1
Rear Brake Rotor Width (mm): N/A

Suspension & Steering

Front Suspension Brand: N/A
Front Suspension Type: Inverted Fork
Rear Suspension Type: Twin Sided Swing Arm

Seats

Seat Height (mm): 870
Seat Material: Vinyl
Seat Type: One-Piece

Other Specs

Fuel Capacity (gal): 3.2
Number Of Speakers: N/A
Adjustable Handlebars: Not Available

Base MSRP;
$9,599.00

READ MORE - Aprilia Dorsoduro 750

MODIFICATION NINJA 250CC

Modification of the world these days are mushrooming both involving modification of cars and motorcycles, usually in the realm of more motor modifications mainly dominated by women but with a growing era of no less fair sex is also involved in the modification world. One of them a woman's home just one week of this, his love of world motor modifications have become part of the hobby for a long time. Is Viviyanti Kawasaki Ninja 250 motorcycle owners, this time seen to experience a turnaround, or more commonly known MotoGP style with nuances of GP Style.

"The reason I modify this bike because I had a hobby of motorcycles used for the modification" said Vivi Viviyanti close calls. Motor lansiran year 2009 was taken directly from shelter house modifications mengandeng sipemilik with BMS (New Motor Sport) in Jakarta. A major change has occurred this dimotor so the original form of Ninja 250 did not appear again. Notice sector body, all these standards body has changed Ninja remaining only to cover the front. To be consistent with the concept promoted dicustom flared body parts, besides having the appearance of body color paint that was dominated by green color.

Enhance your appearance and perfection like moto GP pinned some accessories like Footstep of RDR supporters, Stang using Kawasaki ZX10, handle brake and clutch wear Nissin, digital speedometers Koso RX 2 and much more. Sector legs into the next search, behind the front wheels have replaced face to be a bit wide in diameter were taken from the Triumph 1050 3.50X70 6.00X17 front and behind. Wrap-quality wheels come from the kind of Dunlop tires measuring 120/70-17 at the front while the rear wheels are inhabited by Advance dimension 200/50-17 tires.

Keeping the turn of toughness when pegereman done some brake components for the front discs taken from Double Triumph flanked by calipers 1050 Kawasaki ZX 10's complete with a master while the Brembo brakes from the rear mounted disc positioned Triumph 1050 which were mated with brake calipers and master of a kind brands . To support rate, iron horse owned by Vivi is still relying on the standard engine manufacturer Kawasaki's just that some parts of engine performance through reform advocates such as the ignition system using the BRT I-Max and a custom exhaust. Thanks to home modifications processed BMS, Viv's 250 Ninja motorcycle won first prize in the category Gp Style event at the 2010 Djarum Black Motodify Purwokerto some time ago.

Spesifications:

Motorcycle: Kawasaki Ninja 250.
Engine: Standart.
Body Frame: Custom.
Rear Lights: Custom R6.
Footstep: RDR.
Stang: Kawasaki ZX 10.
Air Filters: K & N.
Brake Handel: Nissin.
Handel Clutch: Nissin.
Chain: RK.
Digital speedometer Koso RX-2.
Paint / Airbrush: Spieshecker, Graphic.
Exhaust: Custom.
Gasoline tank: Custom.
Fork: Kawasaki ZX 10.
Disc Front: Double Triumph in 1050.
Front calipers: Kawasaki ZX 10.
Master Brakes Front: Brembo
Front brake hose: TDR
Swing Arm / shock: Triumph 1050 Pro ARC.
Rear discs: Triumph 1050.
Rear calipers: Triumph 1050.
Rear Brake Master: Triumph 1050.
Rear brake hose: TDR.
Front wheels: 1050 Triumph 3.50X70.
Rear wheels: 1050 Triumph 6.00X17.
Tires Front: 120/70-17 Dunlop.
Tires Rear: 200/50-17 Advance.

READ MORE - MODIFICATION NINJA 250CC

Modification Bajaj Pulsar

Bajaj Pulsar DTSi has a throttle-actuated ignition control system that works together with a chip-controlled digital capacitor discharge ignition system and this gives accurate ignition time under any condition that in turn optimizes the load-bearing capacity of the engine. The dual-spark design accelerates and evens out flame propagation resulting in more efficient combustion and thereby resulting in a greater performance. The newly designed exhaust complies with the EURO 2005 norms. The 180cc engine of Pulsar delivers maximum power of 16.5bhp @ 8000 rpm and a torque of 15.22Nm @6000 rpm. ExhausTEC technology improves torque of the engine. The engine is powered to carry higher loads.

Bajaj Pulsar 180cc Data Modification:
Velg | GSX 400 Rim with Tires Rear: 150 front 110
Arm back GSX 400
Home body: Standard Pulsar 180
Tail: GSX1000R Under + Cover + Tail Rear seat cover
Body frame: Standard

READ MORE - Modification Bajaj Pulsar

New Modif Yamaha Scorpio R6 Street Fighter

yamaha scorpio r6 design is made more pointed and made fashionable the scope of water like a jet plane, the part is designed to further emphasize the characters that have this bike as a pilot, "added Topo.To assist the fierce impression on the display.

READ MORE - New Modif Yamaha Scorpio R6 Street Fighter

Design BMW K1600GT Motor Sport

READ MORE - Design BMW K1600GT Motor Sport

New Motor Sport Yamaha YZF-R6

Just for one day (motorcycle-usa.com) model(s) was covered in: 2006 yamaha yzf-r6 the desert around the losail motogp racetrack in qatar is flat and featureless, and by 10 a m covered with. Yamaha 2007 yzf-r6 sport motorcycle - yamaha 2007 yzf-r6 sport good quality yamaha 2007 yzf-r6 sport motorcycle products from yamaha 2007 yzf-r6 sport motorcycle motogp-style 52 5-percent front-wheel weight bias helps produce razor-sharp. My motorcycle gallery: 2009 yamaha yzr-m1 motogp pictures in the motogp title-winning yzr-m1 light, powerful, and bristling with championship-winning development, the yzf-r6 is the most advanced production 600cc motorcycle yamaha--or. Road test: 2006 yamaha yzf-r6: techno six road test: 2006 yamaha yzf-r6: techno six very fast first look: yamaha yzf-r6 euro 2008 (2007-09-10) yamaha yzf r1 2007 fiat motogp whether i have ever ridden a motorcycle. Laguna seca motogp yamaha poster : yamaha r6 : r6 forum motorcycle parts > asian > body & frame > handle bars, levers, mirrors 1999-2005 r6 and 2006-2007 r6s yamaha yzf-r6 moto gp style slip on new brand from yamaha.

READ MORE - New Motor Sport Yamaha YZF-R6

Ducati Streetfighter Motor Sport

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New Motor Honda CB1000R

The New Motor Honda CB1000R added grabs assimilation of every beholder with the credible metal as beef to add to its accessory and its unstoppable power-packed accomplishment can woo bike enthusiasts. The rear bank rises and the rear tyre is huge with bank saddle pitting a little. These looks of the bike are added added with abridge and abridge addendum cowl and a forward-tilted armament tank. The bunched bikini cowl of the Honda CB1000R makes it accessory afire with its abutting to triangle-shaped multi-reflector headlight (I never had so abounding applause for the wolf-eyed headlight, but this one hit me with a monster accomplished like looks) and appropriate LED position lamp.

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New Motor Sport Kawasaki Ninja 400R

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New Motor Sport Yamaha Faser

Yamaha was testing it a month ago, and now Yamaha comes with new 150cc bike, Fazer. There were so many rumors on the launch of Yamaha Fazer 150. The fazer is priced at 72,000 Delhi ex-showroom price.
With new Fazer, Yamaha has now 4 bikes in 150cc segment namely FZ-s, FZ-16 and YZF R15.
Yamaha fazer comes with another options for those who don’t like naked look of FZ16 or FZ-S. It comes with a cool fender in front side.

Yamaha Fazer 150 Specification Detail:


Engine::

• Engine Type – Air-cooled, 4 stroke, SOHC, 2 valve
• Transmission type – return type 5-speed
• Displacement – 153 cc
• Max power – 14 ps / 7500 rmp
• Max torque – 14 Nm / 6000 rmp
• Starting – Electic
• Fuel tank Capacity – 12 litres

Dimension::

• Length – 1975 mm
• Width – 770 mm
• Height – 1045 mm
• Seat Height – 790 mm
• Wheelbase – 1335 mm
• Minimum Ground Clearance – 160 mm

Chassis::

• Dry weight – 130 kg
• Kerb weight – 141 kg

Brakes::

• Front – Hydraulic single disc
• Rear – Drum

Suspension::

• Front – Telescopic
• Rear – 7-times adjustable Monocross

Fazer is priced at Rs 72,000 Delhi ex-showroom price.

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New Yamaha FZ8 In USA

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The North American division of Yamaha recently announced it has introduced the 2011 model FZ8 naked sportbike to the product line-up. Originally developed for the European market, the FZ8 comes to fill in the gap between the FZ1 and FZ6R, at a MSRP of $8490.

The machine comes with a fuel-injected, liquid-cooled 779cc Inline Four engine that is based somewhat on the previous generation (non-crossplane-crankshaft) YZF-R1 motor. The engine, which is tuned for low-to-midrange performance, is coupled with a wide-ratio six-speed transmission with chain final drive.

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New Honda VTR250

Type V-twin 90° liquid-cooled 4-stroke
Layout DOHC
Displacement 250cc
Power 29.9 hp at 10,500 rpm
Torque 22 Nm at 8,500 rpm
PGM-FI electronic fuel injection
Tubular steel chassis
41mm telescopic fork
Rear Monoshock with adjustable preload/damping
Front tyre 110/70-17
Rear 140/70-17
Seat height 775 mm
Wheelbase 1405 mm
Front two-piston caliper 220mm Disc
Fuel capacity 12.4 litres
Dry weight 161 kg
Colours white, red, black
Price approx €4.839,00 euros

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New kawasaki Z750R Features And Spesification

High-grade, sharper front cowl
Multi-piece cowl construction
Sharper, more aggressive, multi-facet design
Luxurious two-tone colouring
Front fender with new fork guard portions
Sharper turn signals
Sporty R-model instrumentation
Front suspension offers more precise adjustability
Both sides feature rebound adjustability (vs only one side on Z750)
41 mm inverted fork
Preload adjustable
Bottom-Link Uni-Trak with piggyback reservoir also offers increased
cooling performance
High-quality sculpted aluminium swingarm
Radial-mount 4-piston calipers
Radial-pump brake master cylinder
Steel-braided brake lines (front and rear)
Thicker front petal discs

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