SBK

1 Martie

2011-03-01T10:12:00.003+02:00

In fiecare an, ne aducem aminte in data de 28/29 feb. ca urmatoarea zi este 1 Martie. Evident nu am cumparat martisoare si e deja tarziu si nu mai ai sanse la asa ceva. Dar pana la urma, cel mai bun lucru care poate fi spus in momentul ala este "Ba, trebuie sa fac un martisor blana", pentru ca asa este...fiecare are doamne si domnisoare in jurul lui, care "trebuie" sa primeasca minim un martisor...pentru ca asa e frumos. Well, fuck it...asa cum lumea asta se duce dracu si oamenii sunt tot mai rai, stau sa ma gandesc daca mai emrita sa dai martisoare celor care nu merita. Oricum lumea "primeste" ce merita...si un martisor a devenit atat de formal incat tu ca baiat nu te mai bucuri ca dai un martisor si nu mai ai emotiile alea de la 9 ani, cand dadeai un martisor la colega de banca de care, evident, iti placea la nebunie...si doamnei invatatoare pentru ca asa a zis mama...trebe, n-ai ce sa faci. Dar ce sa zic...se cam termina astea incet-incet...Iar femeile...femeile...ele primesc martisoarele si sunt deja satule de cele primite evident din motivele astea de societate...nici ele nu mai stiu cine vrea sa dea un martisor sau cine "trebuie" sa dea un martisor, asa ca iti multumesc si pleaca mai departe sa arunce martisorul in galeata, langa celalate 2000. Iar cand vezi ca cineva spune "wow, ce frumos e...cred ca o sa il port pe asta", te pune pe ganduri, si iti mai zice ca totusi exista oameni care merita...si te bucuri ca ai facut fix alegerea asta. Ce sa zic, e de bine. Fiecare primeste ce merita si nimic mai mult, nimic mai putin...

Ma opresc aici ca e primul post si trebuie sa fie luat ca atare. Poate va mai scriu

I need some help

2009-03-17T18:16:00.002+02:00

Hey there, you...yeah you, reading this right now. The time for me to renew my domain name subscription has come, but i'm low on funds now. If you can make a small donation for this cause, It would be highly appreciated. This is a desperate call on my visitors...Thanks.

2009 KTM RC8R

2009-02-26T13:36:00.011+02:00

You know the feeling the some of us experienced during childhood, when some bully picks on you and you come back with your big brother to "show him some"...Well, the KTM RC8 is the young you, while the RC8R is the big bad brother coming to help out.
Alright, so the first sports road bike of KTM is getting a new, bigger angine and some other upgrades for this year. Hear this out :
Just like any other KTM "R" models (SuperDuke and Supermoto) this KTM RC8R is the sporty version of the old RC8.
The engine has 1,195 cc and develops 195 BHP and increased torque. The engine may be tweaked up to 180 bhp with the optional performance sport kit , which makes this the most powerful series model from KTM. This can be a better match for the competing 1L inline 4s , V4 Aprilias and 1200 Ducati.
The usage of the carbon in the bodywork reduces the weight considerably for better handling and acceleration in races. The brakes , suspension and the wheels will be upgraded too on the RC8R. Here are some more pictures of it :

Dry roads!

KTM RC8

2008-05-07T18:19:00.007+03:00

Hey guys! I'm coming back to the world of blogging, starting again to post articles about the newest or coolest superbikes out there.

Before I start writing about the bike, I want to tell everyone that visits this site regularly that I couldn't have reached 62.000 visits in under an year without them, and now, that i get more visits everyday from all over the world, I want everyone to join a comunity that I will try to create. I hope it will turn out OK and that I will get your support.

For now, i'll just write a short review about the brand new RC8 from KTM, the first bike that is going to try to beat the motorcyclie superpowers like Ducati or Aprilia. Here are some facts that captured my attention on this bike:
ENGINE:There are rumours that world superbike would allow 1200cc twins into racing, so KTM quickly addopted a bigger engine (1148cc instead of 990cc), that is somewhat similar to the "little one". The bike has a 75-degree bank angle, allowing a compact design for the rest of the bike. The new engine is only 1 Kg heavier than the 990cc one, it's weight being only 63 Kg and the rev limit of the new, bigger engine, is 1000 rmp higher, and that's nice :)
Technical specs:
Type:I/c 8v, 750degree v-twin, DOHC
Displacement: 1.148cc
Bore & Stroke: 103.0 x 69.0 mm
Carburation:Keihin electronic fuel injection
Compresion: 12.5 : 1
Gearbox: 6-speed
Power:155 BHP @ 10.000 rpm (@ crank)
Torque:88lb ft @ 8.000 rom (also @ crank)

CHASIS
The frame of the new RC8 is as light as the factory 125cc GP, only at 7.5 Kg, amazing! It only uses 13 welded steel tubes and it is entirely manufactured in house. The seat height is adjustable (20mm), the pegs have 2 different positions, the gear selector's position can be adjusted too, and the bars can be moved up and down with ease.
Tech. specs:
Chassis: Chromium molybdenum trellis frame
Suspension:
F: 43mm USD WP forks, fully adjustable
R: Fully adjustable WP monoshock
Brakes:
F: 2x330mm discs, four-piston Brembo radial calipers
R: 220mm disc, twin piston Brembo caliper
Wheels: Marchsini cast aluminium alloy multispoke
Tyres: Pirelli Supercosrsa Pro
F: 120/70 ZR17
R: 190/55 ZR17
Rake/trail: 23.3 dg/90-92mm
Wheelbase:1,430mm
Fuel Capacity: 16.5 Liters / 3.66 Galons
Dry Weight: 188Kg / 414lb

If the specs don't tell you much, I hope the tests done on this bike will. KTM has got a sportsbike worthy to compete with any of the bikes already out there, Ducati had better whatch out, because this is only the first attempt, and they've done such a great job, on the track and off it. This can be a new uprising of the Orange...
I hope you "digg" this article and that you are hungry for more, because there's more to come.
Enjoy the pics:

Peace and...
DRY ROADS, RIDERS!

Hey Guys!

2008-04-04T20:29:00.002+03:00

Hey everybody!
What do you think about the new site? I didn't change the layout yet, but I will...I'm still looking for a nice one. I hope you llike the new blog and that you will come again and visit, because there's much to come...new reviews, new bikes, new everything!
Thanks for visting and...
Dry roads, riders!

I'M BACK !!!

2008-02-19T17:40:00.002+02:00

Hey guys!
Sorry I haven't been posting any more articles in the past moths but I found no time to deal with the blog and I have a greater project that I'm working on now...you will ALL like...no...LOVE IT!
So I'll soon start posting articles again, as soon as I ghther my materials and information about...everything.
Even though it's still winter...I have to keep up informed about bikes related news and info.
Thanks for understanding me and for visiting, I hope you'll come back again soon.
Peace!

Winter is here!

2007-11-22T16:32:00.000+02:00

Hey guys!
Now that the cold wearther made itself at home throughout the land...I thought that it would be a good ideea to write about some winter/snow vehicles.
The first one that I will write about is the 2008 FX Nytro RTX from Yamaha.

In my oppinion, the best thing that this snowmobile can do is...the good old wheelie, that us, bikers, really miss when snow covers the road. This way...the "wheelie-feeling" is back!

Here are some of the new model's features, split into some categories:

Performance
Genesis® 130FI 4-stroke engine
The new fast-revving, high torque 130hp-class Genesis 130FI boasts a 14 horsepower gain over the Genesis 120. That gain can be credited to a slightly larger displacement, 1050cc 3-cylinder design and the introduction of Yamaha’s advanced fuel injection technology. The Genesis 130FI uses lightweight crank technology and the fuel injection system to deliver razor-sharp throttle response. It also features new Engine Braking Reduction System to give riders some “coast” feeling when the throttle is released.

Advanced fuel injection
The Genesis 130FI uses Yamaha’s advanced fuel injection system to control fuel flow to the engine. Consumers will enjoy the engine’s spot-on performance and throttle response as a result of the advanced electronic fuel injection system.
Engine braking reduction system
The Genesis 130FI features the unique Engine Braking Reduction System. The system gives riders more of a “coast” feeling when the throttle is released.

Lightweight rear-exiting exhaust
The patented rear exit design serves many performance-enhancing functions on the FX Nytro RTX. First, it maximizes horsepower by using a straight exhaust pipe design. Second, it reduces the amount of under-hood heat produced. Third, the rear-exiting design distributes weight to contribute to the excellent balance of the sled.

Forced air radiator ducting
The FX Nytro RTX’s airflow design pulls fresh air in from around the headlight and forces it through the radiator fins for high cooling capacity, resulting in consistent engine performance even in low-snow conditions.
15x121x1.25-inch

The Camoplast Rip Saw track is a standard feature on the FX Nytro RTX. It has been widely acclaimed in the industry as the best all-around OEM track for acceleration, cornering bite and everyday trail usage. The Rip Saw™ track development is the result of a collaborative effort between Yamaha and Camoplast.

Handling
FX™ chassis with sport rider-forward position
The compact design puts the engine down low and back in the chassis, leaving the top of the cab open for airflow. This gives the FX Nytro RTX a more centralized mass. The FX Nytro RTX’s sport rider-forward ergonomic design puts the rider in an aggressive, yet comfortable, forward posture.

Over-the-engine steering
The new snocross-proven over-the-engine steering configuration gives the rider excellent posture on the sled. It also allows the engine to be tucked deep into the chassis for optimum balance and mass centralization which contributes to the sled’s overall handling characteristic.

Tall, hooked bars
To match the tall and forward position, a single-piece, dual-hooked handlebar is standard fare on the FX Nytro RTX. The hooks have the same grip material as the main bar section, for consistent control, regardless of hand position on the grip. The warmer element extends all the way to the end of the hooks for rider comfort.

Tall shock tower front suspension
The tall shock tower design on the FX Nytro RTX’s double wishbone front suspension allows the sled to have excellent ground clearance and long shock travel without compromising the sled’s flat cornering stability.

Composite upper skeleton
The headlight assembly and upper portion of the FX Nytro RTX is supported by a super-lightweight composite framework. By using a rugged, high tech composite material as the structure for the top portion of the sled, Yamaha engineers were able to keep the mass centered low and deep in the chassis, which aids handling.

Beveled deep tunnel design
The deep tunnel on the FX Nytro RTX locates riders’ feet, and thus their weight when standing, very low on the sled. This significantly aids in the sled’s handling. The bevel at the top allows the sled to use a traditional 15-inch-wide track, for excellent traction, in conjunction with a plush narrow seat, for rider comfort.

Comfort
Dual Shock Pro rear suspension
The race-proven Dual Shock Pro rear suspension is the culmination of four years of development, testing, racing and redevelopment to produce the ultimate big bump rear suspension. Stacked with a pair of aggressive shocks, the FX Nytro RTX’s rear suspension is engineered to handle the deep pits and big moguls you’ll find in the ditches and trails.

40mm dual-clicker shocks
The Dual Shock Pro suspension is fitted with a pair of 40mm shocks with remote reservoirs and compression and rebound clickers. The shocks’ 16mm rod is ultra rugged for rough trail usage. Consumers will be able to set their suspensions up to their specific tastes.

Fox FLOAT shocks use an air spring designed to force the piston to rebound. This eliminates the need for steel coil springs. They cut three pounds off the sled’s overall weight, as compared to traditional coil over springs. They are individually tunable by using a pocket-sized air pump, which comes with the sled, so consumers will be able to set the front suspension up to their liking.

Sculpted narrow seat
The FX Nytro RTX has a narrow seat for added comfort. In addition to putting the rider in a tall, forward, attack posture, the seat’s height makes it plush and comfortable for a full day of riding. The narrow seat sits atop the beveled tunnel, which allows the track to be a traditional 15 inches wide, to maximize traction.

Digital gauge
The digital gauge displays key information at a glance. Vehicle speed is displayed on a large LCD readout either in miles or kilometers per hour. In addition, the rider can select tachometer, odometer or tripmeter data to appear on secondary readout. The gauge also displays system warning lights, fuel level, warmer intensity so that the rider can monitor the sled’s operation easily.

Quick-release, single-piece hood/console shroud
The FX Nytro RTX has a single-piece hood and console shroud. The design allows owners to open and close the top portion of the sled easily with Dzus® quick-connect fasteners.

These are official facts, released by the manufacturer Yamaha for the 2008 model.
Further more, for interested readers, are some technical specs:

Engine
Type / Displacement / cc Four-stroke, 1049cc
Cylinders Three
Horsepower Class 130 HP
Cooling Liquid
Bore & Stroke / mm 82.0 X 66.2
Intake Design 2 Valves
Ignition Digital T.C.I. w/Throttle Position Sensor
Carburetion 41mm Mikuni®, Fuel Injection
Exhaust Rear Exhaust
Clutch / Transmission YVXC, Variable Ratio
Disc. Brake Type 4 Piston Hydraulic with Lightweight Disc

Chassis
Front Suspension Independent, Double Wishbone
Front Shocks Fox™ FLOAT™ Air Shock, Aluminum
Front Travel / in. N/A
Ski Type Lightweight Plastic, Saddleless Design
Carbide Ski Runners Standard
Stabilizer Bar Standard, Linear Ratio
Rear Suspension Dual Shock Pro
Rear Shocks 40mm HPG w/reservoir, dual-clicker / 40mm HPG w/reservoir, dual-clicker adjustable
Rear Travel / in. 14.5"

Dimensions
Overall Length / in. 108.5"
Overall Width / in. 48"
Overall Height / in. 42.9"
Track/Width x Length x Height / in. 15" X 121" X 1.25" Camoplast Rip Saw
Estimated Dry Weight 513 lbs. / 520 lbs. (reverse model)
Ski Stance (ctr. to ctr.) in. 41.3"
Fuel Capacity / Gal. 7.4
Fuel Type Regular Unleaded
Oil Capacity / Qts. 3, Dry Sump
Engine Oil Type Yamalube 4, 0w-30, Cold Weather Formula

Features
Electric Start Standard
Reverse Optional, model with reverse also available
Hand & Thumb Warmers To-the-end, 10-position adjustable
Windshield Height Low
Mirrors Optional
Seating Capacity One
Backrest N/A
Rear Carrier Rack N/A
Tow Hitch N/A
Tunnel Protectors Standard
Headlight Watts, Type 60/55W Halogen x 2
High Beam Indicator Standard
Oil & Temp Light Standard
Fuel Gauge Type Electric (LCD), Low Fuel Warning Light
Speedometer Standard (LCD, Digital)
Odometer Standard (Large LCD Display)
Tripmeter Standard, Backlit (LCD)
Tachometer Standard, Backlit (LCD)

Aprilia Shiver SL750

2007-11-17T13:30:00.000+02:00

Hey guys.
As you should be aware...free time is not my "thing". So I haven't been able to post any new articlaes lately, but I will come back strong with some cool articles and reviews.
Right now...a short review of the Aprilia Shiver SL750, because life is short...but I will update it later on this day.
It's a good bike, but personally, I don't "love it". Somebody who visited my blog, took my advice and sent em an e-mail with a request. He wants to know more about this Aprilia Shiver SL750. So I will try my best to help him by gathering the most info there is on the Internet to be able to make a good, detailed review.
At the moment, the technical specs:

"The front end is this bike’s strong point. The 43mm USD forks feel solid and transmit plenty of feedback to the rider."

Engine:
The 750cc 90° V-twin is the first Aprilia-built engine. The compression ratio is low at 11:1, and it sports a hydraulic clutch.

Frame:
The frame is an aluminium trellis held together by high tension bolts and reinforced aluminium lateral plates. The swingarm is also aluminium.

Sophisticated riding:
The Shiver uses a sophisticated electronic throttle control system that optimises the opening of the throttle bodies using different parameters: engine rpm, gear selected, speed, temperature, atmospheric pressure and so on.

Suspension:
The 43mm upside-down forks are non-adjustable. The Sachs rear shock is adjustable for preload and rebound damping.

Brakes:
The front gets radial-mounted calipers that bite two 320mm floating discs, while the rear gets a 245mm single disc. Brake lines
are steel braided hoses.

That's a short detail...but more are bound to come later. Thanx for understanding me and...
Dry roads, riders!

KTM Super Duke R

2007-11-05T23:09:00.000+02:00

"The angular styling reflects the bike’s handling. It’s sharp, hard and purposeful."

Hey there guys!
To break the spree of Tips & Tricks I thought it would be good to write about another "monster"...and that surely is the KTM Super Duke R. It eraned the right to be caled a monster, and I just know that everyone that will read this review will agree with me. The aggro look...the powerfull engine...the technical specs...everything adds up to his "monster-ness". Just read on...
Of course...it's not an "all-good" bike...as all other motorcycles, it has ups and downs...just like our relationships with girls(or boys...I don't want to upset anyone ;) )
The first thing...and I think that it's the only thing that I don't like is the high seat. But, that's my thing...even with the high seat, the bike has very good handling andremains a cool monster bike.
I would rather have a low-seat bike, because I always liked to be able to touch the ground with my entire foot. (Not my leg of course ... ) But hey, there are other things...many things that I do like at this motorcycle. Like I said before, it has a very cool aggressive aspect, and from the pictures, 'cause I never had the chance to ride one, it looks to be a smooth ride and a comfortable position.
More aggressively styled than the already aggressive-looking stock bike, the Duke R is the Stealth Bomber of the bike market.

Off to some technical specs :

■Frame
The chromium molybdenum tubular trellis frame follows suit with the more established Ducati steel trellis set-up. This design weighs 9kg yet ensures stability, strength and control from different direction (than a conventional aluminium perimeter frame).

■Engine
The 990 LC8 motor is a reliable lump with plenty of extreme development history
(like Dakar rallies). The R gets different cams and, along with the 2007 stock motor,
an evolved head to improve combustion. New fuel mapping adds more power and less
emissions. A slipper clutch is standard and does a good job.

■Brakes
Brembo radial caliper with a radial master cylinder on 320mm front discs means you have superbike-spec stoppers but with a touch more feel than the Ducati’s
similarly-specced ones. Floating rear disc is a regulatory 240mm.

■Suspension
48mm upside down WP forks are titanium nitride coated and, like the WP shock are
fully adjustable. Shock has high and low speed compression damping adjustment.
WP adjustable steering damper is standard, which is just awesome. Dampers are very useful...and when they some in standard...it's even better.

■Wheels/tyres
Pirelli Diablo 3 tyres were fi tted here but OEspec is Dunlop Qualifier RR. Both suit the bike’s sportier intentions but maintain neutral road manners. Carbon wheels are optional, but I would get them...because if I would buy this bike, it would be by using a motorcycle loan. There are not very familiar in my country, but good salaries are not familiar either.
So...what's an unemployed student to do to get his dream bike?
GET A LOAN...somehow, or lower your standards and wait a little longer. And that "little longer" is hated by everyone, because it doesn't reffer to something in particular...it's just waiting for some miracle to happen. If you want something, go for it, full speed ahead. I will do some more research on loans, motorcycle loans and so on, to be able to offer information about these aspects of a biker's life, too. Because a lot of people neglect this aspect...I won't.

Back to "our" monster KTM Super Duke R...i got my hands on some Dyno test results for it...and here's what came out:
For the ... :
■Engine
Type: l/c, 8v, DOHC 75° V-twin
Displacement: 999cc
Bore x Stroke: 101 x 62.4mm
Compression: 11.5:1
Carburation: Electronic fuel injection, 50mm throttle bodies
Gearbox: Six-speed Power: 108.7bhp@9,600rpm
Torque: 67.7lbf ft@7,450rpm

■ CYCLE PARTS
Chassis: Chromium-molybdenum trellis Suspension: (F) 48mm USD WP forks, fully adj.
(R) WP mono shock fully adj.
Brakes: (F) twin 320mm discs, four-piston Brembo calipers
(R) single 240mm disc, twin-piston Brembo caliper
Wheels/tyres: Cast aluminium / Pirelli Diablo Corsa
(F) 120/70-17
(R) 180/55-17
Seat height: 865mm
Wheelbase: 1,450mm
Fuel Capacity: 18.5 litres (4.89gals)
Dry weight: 186kg (410lbs)

Of course...after such a complete review...the price cannot be omitted...The KTM Super Duke R comes in with the price of ~ $ 18,700, which I guess...it's a little high for my taste. But if you really want this bike, then folow my advice and get a motorcycle loan...it can be useful.

Well, 'nuff said about this bike and life as it really shows to be...
Just keep riding safe and
Dry roads, riders!

Safety comes in numbers!

2007-11-04T02:47:00.000+02:00

Hey there!
Continuing my series of Tips & Tricks, I am writing about the difference between riding alone and riding with some fellow bikers.
Here's how you can organize your bike-riding group for maximum safety:

1.
Get to know the people you ride with. Most likely you do already but you should know who is the smoothest and fastest and therefore a good man to follow, or who is a dangerous lunatic and should be avoided at all times. Knowing the relative experience
and ability of the people around you will help you relax more and make it more enjoyable.

2.
Have a plan of action. Where are you riding to? What route are you taking? If everyone gets split up will the ones at the front wait at the next junction or will you see them at the cafe at midday? So long as everyone knows the rules, no matter how loose they might be, no-one should get into a panic about getting lost.

3.
The man at the front has more responsibility than the rest. He has to know the way but also needs to dictate the pace and attitude of the group. If he rides like a twat
he’ll either piss off into the distance or he’ll cause everyone else to ride too fast behind him and potentially ask a bit too much of some. So only go at the
front if you’re confi dent, know the road/directions and be prepared to use your mirrors.

4.
If you’re not the front man don’t feel pressure to keep up or keep ahead of the bloke
in your mirrors. It won’t do you any good to be trying to ride above your ability and worrying about what others are doing when you should be thinking about your own riding. Make sure you have pre-arranged plans in place for people getting split up, stay cool and enjoy the ride.

5.
Similarly if you can keep up don’t follow too close. If you know the way and you’re
faster, then overtake and stop bothering your mate in front. Meet everyone at the next junction, lay-by or wherever. If you don’t know the way and aren’t confident getting to the front, stop thinking you’re Valentino and back-off a little.

More safety advice coming...

- Use the person in front like the ghost rider on MotoGP game on Playstation, looking through and past them making your own decisions, and not staring at their back wheel and mimicking. If the person in front out-brakes himself and runs into the
hedge you don’t want to follow him do you?

- Being at the back isn’t always the worst place to be. From there you can often see
the knock-on effect of everyone following and copying each others lines, braking
points and reactions and where they are going wrong. Giving yourself more space
and drop-off can help you to learn where you can be smoother and faster .

- If the group comes across a line of cars don’t all overtake each individual car en-mass. It can’t hurt to go past one at a time can it really? If you try to all overtake at once the person (people) at the back will have to squeeze in between the
cars and if you’ve picked a particularly stubborn car driver you might find there’s no gap at all.
- Also there are aprticular signs that are used when riding in a group...some of these signs can be seen in the folowing picture :

I shall keep posting Tips & Tricks to make everyone's ride smoother and safer.
Keep riding safe and...
Dry roads, riders!

Ride Faster And SAFER In The Rain

2007-11-01T02:56:00.000+02:00

Hey guys!
To take some sort of brake from posting about motorcycles, and winning me some time for more research on my folwing projects, I thought it would be a good/great idea to post some very useful tips & tricks.
For today, I'll write some tips about riding in the rain. 'Cause eeryone knows how much of a hell can that be.Well, with these tips, you could get your game right on the rain, too. Just read on.
Riding in the rain has to depend on what you can see. So ride with your eyes peeled. In the wet your braking marker may, change from turn to turn. So use your judgement about the road ahead more to decide where to brake, turn-in, apex, accelerate.
Your ability to “feel” might not be so high in the rain and it’s normal to lack
some confidence. But remember, you don't have to get your bike to the limit everytime you ride, especially on rain. Be carefull!
More thinking, less over-reacting!
As ever you should ride alert, aware of the conditions and conscious there is less grip available. If the worst should happen and you should feel a slip or slide don’t panic and over-react because you could save the situation. Steer away from it and, because you have given yourself more room on the road, your instant reaction should be to stand the bike up. You never know, you might just get away with it.
There are other, odd, hazards to remember about too. On the motorway, spray from big trucks can literally blind you for a second, so don’t panic, and power through fast.
Hitting a deep puddle at speed can make the front tyre aquaplane. Again, don’t panic – unless you’re on a bend or braking, you’ll probably come out okay.

Now to the actual TIPS:

1. Room for a view
The fi rst tip therefore is to give yourself room on the road to dodge hazards or,
perish the thought, control the odd slide. Don’t ride too near the edge of the road
either because that means you’ve reached the outer limit of the available space. Don’t ride too close to other traffic either.

2. Stay calm
Remember to be smooth, relaxed and don’t ask your bike to do anything too suddenly. That means not being aggressive or ham-fi sted with the brakes, throttle or steering. Even if you have to brake hard, feed the lever on progressively rather than
suddenly grabbing a fistful.

3. Hang Loose
Don’t ride around gripping the bars too tight and tensing your body up either, relax
and breathe normally and give yourself better chance to react and control the bike.

4. Be observant
Learning which road surfaces offer more or less grip is part of being a biker but it’s even more important in the wet. A road surface with lots of large, shiny stones
on the surface offers less traction. Cobbles are the worst. Watch out for changes in
road surface, road markings, drain covers and over-banding (the glue sealing joints or cracks in the Tarmac).

5. Be prepared
Take waterproofs, because you never know. Work out the best way to seal your gloves to your jacket cuffs to stop rain running in. Modern waterproof kit is better than ever, so it’s worth updating if yours is more than three years old. Being cold and
wet makes riding in the rain seem much worse than it is.

Ducati S4RS

2007-10-28T20:58:00.000+02:00

A sportsbike engine in a naked chassis with all the quality components you can eat. A
wedding cake of a bike, dressed in the bridal gown but with the wicked intent of a best man on the pull.

The S4RS’s stylish, sensuous bodywork seems feminine. I’ll come right out and say it – in the same way as I’m not sure a ‘real’ man can sit comfortably inside a yellow, convertible Renault Megane – the S4RS is far from a symbol of masculinity.
Study it more closely (and objectively) and few bikes look as complex as the Monster. As Simon points out, it looks about as tidy as a scarecrow convention. It displays its function firmly on its sleeve like the Lloyds building in London or the
Pompidou centre in Paris. Those buildings are rightly held as works of modern art and it’s possible you could plonk this bike on a plinth in the V&A Museum for the same reasons. To the mechanically-minded eye the S4RS’s function is clear, it shouts motorcycle from every corner and curve – there’s the oilcooler, there’s the cam belt
cover, there’s the longest wiring loom on two wheels. Revvin’ lazy But enough of the
pontifi cating. It’s soft, small and long(not exageratelly). You stretch out your arms further, sit lower and, until we’d adjusted the shocking suspension settings it arrived with, the ride was far too soft. The combined effect of that, and a lazier-sounding motor, can quickly and easily fool you into thinking you’re not actually travelling very fast. Do not let that deceive you. It’s just as well this bike does have radial-mounted, superbike-spec Brembo brakes because you need them – the 999 Testastretta engine ensures this bike is fast. That 999 motor is widely considered to be a quieter and less revvy twin cylinder lump than its rivals.
Trust me, the reality is that the S4RS can shift plenty fast enough. The speed comes at you in suddenly, as in when you catch up with a caravan, or whisk into your favourite bends. Suddenly your actual velocity hits you between the eyes like the
biggest, fattest, juiciest bee exploding on your visor. On the road the lower and flatter chassis can help. Fast and smooth A-roads are a breeze and you have to try hard not to ride quickly. It loves waltzing along and with the lazy speed of the torquey Testastretta motor you can happily enjoy life inside your own little bubble of easy speed, probably more than you would on a faired sports bike. That’s not to say it doesn’t remain responsive and sharper than other Monster models if you knock down a gear and wind the throttle open. At the other end of the speed equation the
super-strong Brembo brakes can feel too fierce at times, especially if you’re feeling
nervous on a damp road in town.
The lower seat height, spread-eagle wide bars and flatter stance of the chassis makes it harder to feel for grip at the front, and this points to a general problem
with its standard set-up. It’s fast and long so you have plenty of time to consider what’s happening. Around Coram the Ducati feels like it’s pushing the front tyre and struggling to keep a tight line. Unless you’re having a minor panic on the brakes, the Michelin Pilot Power tyres are well up to the job of holding onto the tarmac, either on track or more importantly on the road.
The chief criticism of the Ducati S4RS though is a sudden feeling of old age.
My first instinct is to say Ducati needs to stop bolting shit on and revamping the
existing Monster. But the truth of the matter is an all-new Monster might be better, one powered by the new 1098 engine ideally.

Some Technical specs:
Engine
Essentially stolen from the stock 999, this is the Testastretta motor. It’s not the tidiest designed collection of casings, pipes and covers but you will not care about that when you’re aboard. Some say this adds character. 50mm throttle bodies, 12-hole injectors, revised airbox and cam timing are concessions from the 999 and to the
environment.

Brakes
Brembo radial caliper with a radial master cylinder on a 320mm disc means you have
superbike-spec stoppers and no mistake. These beauties work. Almost too well for the road tyre and soft standard suspension set-up. Not lacking performance.

Frame
Stronger tubing gives the S4RS more rigidity than other Monster models (with less
powerful engines). The red, steel tubular trellis frame is trademark Ducati though and if MotoGP’s Casey Stoner is anything to go by, possibly the best chassis type.

Suspension
Titanium nitride coated fork stanchions sit upside down in these gold forks. Ohlins
supply specially-tailored front and rear, fully adjustable suspension with bags of adjustment. Rear ride height can be adjusted too – and it needs to be for better
track performance.

Wheels/tyres
Michelin Pilot Power tyres are road biased but suit the Monster’s handling perfectly well, even on the track. The lighter (than standard Monster) matching white cast aluminium wheels carry classy Marchesini labels.

Knee Down Cornering

2007-10-28T20:34:00.000+02:00

The main things you need for a knee down corner are:
1. A BIKE
Almost any bike will do. Yes, you can get your knee down on a scooter if you try hard enough.
So I don’t want to hear any excuses in this department. Sporty bikes are dynamically the best for this pastime due to their devoted chassis and compliant suspension, but from an ergonomic sense, sit up and beg bikes can be better because the knee is
physically closer to the ground. Tyres, likewise, are key. Make sure they are in
good nick and properly inflated and get them warm before any attempts.

2. A KNEE
Obviously, but body positioning is vital to touch terra firma. Positioning your body
like you’re doing your CBT is going to require massive angles of lean before you deck out, so sling a cheek and half of a buttock into the corner, look where you want to go and angle your knee just like they do on the telly.

3. A CORNER
Almost any corner can turn into kneedown nirvana if you’re prepared to attack it
with enough speed and you hang your body off far enough. But slower, constant radius turns are the easiest to learn the not-so gentle art. For this, read roundabouts.
They’re great to learn on as you can control your body position, throttle and steering inputs relatively easily. As you develop the skill other corners open themselves up to you, but don’t bite off more than your slider can chew.

FINANCIAL TIMES

2007-10-28T20:20:00.000+02:00

Hey guys!
As I was posting some time ago, motorcycle news...who's buying what and who signes with what sponsors.
Some big names in biking have been bought and sold recently. Good news for us? Or not?
The first buy over to make headlines was MV Agusta flogging Husqvarna to BMW for an undisclosed sum. As usual, Agusta claims that the money raised will be channelled into developing new products for both MV - Cagiva. As usual, nothing will happen. BMW plan to run Husqvarna along the same lines as its Mini car brand – leaving it alone basically. Clearly BMW likes the idea of Husqvarna’s sales network as well as its younger customers switching to BMW in the future. In 2006 BMW sold 100,000 bikes compared to Husky’s 12,000.
Also in the news was Dainese buying Italian helmet producer AGV from its current Belgian owners. Strategically, it makes sense for Dainese, who now own every piece of kit worn by Valentino Rossi, from the toes of his boots to flies on his visor tear-offs.
It seems to be a money making bussines...and IT IS! But it's fun, too!
Dry roads, riders!

2008 Honda CBR 1000 RR

2007-10-27T02:36:00.000+03:00

Hey guys!
Just trying to mmake up for the fact that I didn't post any new articles lately, of course, because of the lack of time in my schedule.
But as you are used to, IF you read my blog frequently, I like to compare same class motorcycles. Because all of them are highly rated and declared as "the best" in their class. I want to make that slight difference between them, but of course, that will be my oppinion. As I encouraged you to do, you can always leave comments if your oppinion differs from mine and we can discuss about it.
As I posted about the 2008 Yamaha YZF R1, it's normal that I must post articles about its rivals. One worthy of writing of, is the 2008 Honda CBR 1000 RR. It's a hell of a motorcycle, and just like the 600cc/middleweight class comaprison, I think that the Honda is the best. Maybe it's just me, but I don't think so. Anyway...after all, it's just a matter of taste. The brand new Honda is a super-fast literbike with the handling of a 600cc motorcycle but still, with the power of a 999cc liquid-cooled inline four-cylinder engine. If you have the chance, hust test ride it and you will see...

Some official Honda specs:
ENGINE

Engine Type 999cc liquid-cooled inline four-cylinder

Bore and Stroke 76mm x 55.1mm

Ignition Computer-controlled digital transistorized with three-dimensional mapping

Compression Ratio 12.3:1

Valve Train DOHC; four valves per cylinder

Carburetion Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors

DRIVE TRAIN

Transmission Close-ratio six-speed
Final Drive #530 O-ring chain
CHASSIS / SUSPENSION / BRAKES
Front Suspension 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear Suspension Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.4 inches travel
Front Brakes Dual radial-mounted four-piston calipers with full-floating 320mm discs
Rear Brake Single 220mm disc
Front Tires 120/70ZR-17 radial
Rear Tires 190/50ZR-17 radial

DIMENSIONS

Rake (Caster Angle): 23.3°
Trail 96.2mm (3.8 inches)
Wheelbase 55.4 inches
Seat Height 32.3 inches
Curb Weight TBD
Fuel Capacity 4.7 gallons, including 1.06-gallon reserve

OTHER

Available Colors
Red / Black : $11,599

Black / Metallic Silver :$11,599

Pearl Yellow / Black : $11,599

Candy Dark Red / Metallic Silver : $11,599

Black / Metallic Gray (2008 special color *) : $11,799

2008 Kawasaki Ninja 250R

2007-10-26T13:37:00.000+03:00

Yes, your eyes are in good condition...it's a 250cc brand new Ninja from Kawasaki. What can I say...it's another Superbike on my taste, as I am into small motorcycles. And the 2008 Kawasaki Ninja 250R really suits my taste, at least for now. When i was the introduction it had at Las Vegas, Nevada at the 2008 Products Showcase, I was amazed. Very good performance, the aspect of the ZX 6R and ZX 10R but the small engine on it...it's just amazing. TO qoute the guys from Kawasaki, this motorcycle is "Quick, Affordable, Fuel Efficient, Easy to Ride and Great Looking". Those words are not only some random words but they are proven facts that will reveal more if you read on this article, where you'll find important facts about the new 2008 Kawasaki Ninja 250R, that will prove the above mentioned facts and then some.
First of all, the price of the new Kawasaki Ninja 250R is low...well, it is just cheap, coming in at $ 3499.(MSRP - the price can be changed by the manufacturer without any notice)
Further more, some official specs:

Engine Type Four-stroke, liquid-cooled, DOHC, parallel twin
Displacement 249 cc
Bore & Stroke 62.0 x 41.2mm
Maximum Torque 21.7 Nm {2.21 Kgf/m} 16.0 lb-ft @ 10,000 rpm
Compression Ratio 11.6:1
Carburetor Keihin CVK30 x 2
Ignition TCBI with Digital Advance
Transmission 6-Speed
Final Drive O-Ring Chain
Cooling Liquid
Frame Semi-double cradle, high-tensile steel
Rake/Trail 26 degrees / 3.3 in.
Front Tire Size 110/70-17
Rear Tire Size 130/70-17
Wheelbase 54.7 in.
Front Suspension / wheel travel 37mm hydraulic telescopic fork / TBD
Rear Suspension / wheel travel Bottom-Link Uni-Trak with 5-way adjustable preload / 5.1 in.
Front Brake Type Single 260mm hydraulic disc with two-piston caliper
Rear Brake Single 220mm petal disc with two-piston caliper
Fuel Tank Capacity 4.8 gal.
Seat Height 30.7 in.
Dry Weight 333 lbs.
Overall length 81.9 in.
Overall width 28.0 in.
Overall height 28.0 in.
Colors:
Lime Green

Ebony

Passion Red

Candy Plasma Blue

Features:
DOHC 249cc Parallel Twin-cylinder Engine
- Compact parallel-twin design offers good mass centralization for superior handling
- Tuned to deliver smooth, step-free power with an emphasis on low- and mid-range power for rider-friendly response
- Pistons feature reinforced heads and strengthening in the pin boss area for increased durability
- Thick piston (longitudinally) rings help minimize oil consumption
- Combustion chamber design optimized to maximize combustion efficiency and reduce emissions
- Ample high-rpm performance will please riders using the full range of the engine

Cylinder head
- Refined intake and exhaust ports contribute to good off-idle response and smooth power delivery
- Valve timing and lift were designed for strong low- and mid-range torque
- Direct valve actuation ensures reliable high-rpm operability
- Valves with thin heads and stems reduce reciprocating weight

Carburetor
- Twin Keihin CVK30 carburetors fine-tuned for good power feel and low fuel consumption

Exhaust system
- 2-into-1 system contributes to the Ninja 250R’s low- and mid-range torque and smooth, step-free power curve
- Slightly upswept silencer extensively tested to determine chamber size, connecting pipe length and diameter to achieve least noise and most power
- Meets strict emissions with dual catalyzers; one in the collector pipe and the other in the silencer
- Using two catalyzers minimizes the power loss
- Positioning the first catalyzer as close to the exhaust ports maximizes its efficiency as well

Reduced mechanical noise
- Cam chain tensioner with an automatic adjuster, like that on the KX450F motocrosser, eliminates mechanical noise caused by a loose cam chain and reduces power-robbing friction loss
- Silencing mechanical noise allows the use of a freer flowing exhaust for a better sound quality
- Complex construction with reinforcing ribs helps eliminate airbox reverberation and reduce intake noise
- Air filter accessible from the side, for easy replacement

Liquid Cooling
- Latest generation Denso radiator offers superior cooling with minimal space and weight
- Ring-fan uses a quiet-running motor that also saves space
- Fins on the lower side of the crankcase further helps cool the engine

Six-speed Transmission / Clutch
- Involute splines reduce friction and backlash between gears and shafts for easier gear meshing and smooth shifting under power
- Spring-type clutch damper reduces jerkiness at very low speeds and minimizes shocks when rolling on and off the throttle for a smoother clutch feel
- Paper-base friction plates help increase clutch durability

Chassis
- Sturdy and durable diamond-style frame of thick-walled steel tubing offers confidence-inspiring stability at both high and low speeds
- Beefy swingarm bracket contributes to the frame’s rigidity and helps achieve an ideal chassis stiffness balance
- Square-tube swingarm with a 60 x 30mm cross-section further adds to rigidity

Suspension
- New 37mm telescopic front fork with firm settings contribute to the Ninja 250R’s smooth, stable handling and enhanced ride control
- Uni-Trak rear suspension compliments the rigid frame and re-tuned fork and provides great road holding ability
- Rear shock features 5-way adjustable preload, enabling ride height to be maintained whether riding solo or with a passenger

Wheels / Tires
- Features 17” wheels like its larger supersport brothers
- Low-profile sportbike tires on wide rims contribute to its easy, neutral handling at low speeds

Brakes
- Large-diameter, 290mm front petal disc and a balanced action two-piston caliper offers excellent braking performance and a natural, direct feeling at the lever
- Two-piston caliper grips the rear 220mm petal disc

Ergonomics
- Natural riding position with slightly forward-slanting seat and wide, raised handlebars

Bodywork
- Styling matches its larger-displacement Ninja supersport siblings
- Fit and finish of striking full-fairing bodywork on par with that of top-class Ninja supersports
- Aggressive dual-lamp headlight design, slim tail cowl and separate seats further enhance the supersport look
- Front cowling and windscreen offer the rider a substantial amount of wind protection
- Two helmet holders conveniently located under the rear seat
- Under-seat storage can hold a U-lock or similar device
- Two hooks under the tail and the rear passenger pegs provide anchor points for securing items to the rear of the bike

Instrumentation
- Instrument panel features an easy-to-read, large-face analog speedometer along with an analog tachometer, odometer, trip meter, fuel gauge and warning lights

2007 Yamaha Virago 250

2007-10-20T12:49:00.000+03:00

Hey there!
As I started posting about my passion, that I share with you, I have been asked a lot of quiestions like "What motorcycle do you own?" or "What is your dream motorcycle?" and so on. Well, I think I can say, for many of us, that dream bikes can be found on ths blog...at least for me. But the first motorcycle that I ever dreamed about is the Yamaha Virago. Not too much...but I just love it, and I think I'm going to buy one. The 2007 Yamaha Virago 250 looks very nice...and I decided to post a review here on my blog.
Personally, I love V-twin engines...but when the exhaust pipes are one on each side of the bike...to get a "stereo" sound while riding...but the Virago type isn't bad at all...With all that chrome on it, giving it a cool, but retro look, will asure you the respect and the cool-factor you want. Not to mention the pleasure of riding it all shiny and roaring.

RRRrrrr...
Now to move on to some official facts...

Key Features:
Light weight and a seat just 27 inches from the pavement make the Virago 250 a great trainer as well as a great choice for riders who appreciate the fun that comes in small packages.
Dual exhausts, plenty of quality chrome and typical Yamaha attention to detail; this is one sharp little cruiser.
Front disc brake provides highly controllable stopping power.
Engine:
249cc air-cooled, 60-degree V-twin engine with a long, 66mm stroke produces plenty of bottom-end torque and smooth roll-on power.
Single 26mm Mikuni downdraft carburetor ensures optimal fuel/air mixing and delivery with superb throttle response.
Widely geared five-speed transmission makes the most of Virago 250’s powerband.
Easy, dependable electric starting.
Beautiful dual chrome exhaust pipes let the engine breathe and put out that classic V-twin rumble.
Automatic cam chain tensioner virtually eliminates maintenance and helps extend engine life.

Chassis/Suspension:
Longish, 58.7-inch wheelbase creates a long, low package with great handling and maneuverability.
282mm single front disc brake and a rear drum brake provide plenty of stopping power.
Plush and low stepped saddle keeps the center of gravity low and lets almost everybody flatfoot the pavement.
Telescopic front fork with 5.5 inches of travel provides a nice, smooth ride.
Twin rear shocks feature 3.9 inches of travel and adjustable spring preload for versatility under various loads.
Additional Features:
Extensive chrome details accent engine and side covers for incomparable, “big bike” fit and finish.
Stylishly sculpted teardrop fuel tank features 2.5-gallon capacity for excellent cruising range.
Chrome pullback handlebars are easy to reach and great looking.
Forward-set footpegs enhance rider comfort by creating added legroom.
Wide rear fender and front and rear wire-spoked wheels add the perfect classic, retro touch to this stylish package.

These are some pretty cool features(trying to be as detached as I can...thi is the bike I love after all...I will only say good things about it :p)

The full techincal specs look like this:

Engine
Type 249cc, air-cooled, SOHC, 60-degree V-twin
Bore x Stroke 49mm x 66mm
Compression Ratio 10:1
Carburetion 26mm Mikuni
Ignition Digital TCI
Transmission 5-speed
Final Drive Chain

Chassis
Suspension/Front 33mm telescopic fork; 5.5" travel
Suspension/Rear Twin shocks w/adjustable spring preload; 3.9" travel
Brakes/Front 282mm disc
Brakes/Rear 130mm drum
Tires/Front 3.00-18
Tires/Rear 130/90-15

Dimensions
Length 86.2"
Width 32.1"
Height 44.9"
Seat Height 27"
Wheelbase 58.7"
Ground Clearance 5.7"
Dry Weight 302 lb.
Fuel Capacity 2.5 gal.

Well, with all of this being said...I can't change my oppinion...I love it and I'm still waiting for an opportunity to buy it.
Oh, by the way...the base price of this motorcycle isn't high at all...in fact..it comes in cheap. The price that is recommended by the producer (that they can change anytime they want without being obligated to notice anyone) is just $3,499 for the stock pain-job that I presented here, too(Black Cherry). As far as I know, there is no other official paint-job available for this motorcycle.
This just looks like fun...riding in style while having fun on a low priced, cool looking, greatly maneuverable motorcycle.
If there is a Yamaha dealer near your place...go and test ride it for me...I'm curious about what other bikers think anout the motorcycle I love so much...
I'll leave you to decide if this motorcycle is as cool as I picture it...No more to say than...
Dry roads, riders!

2008 Yamaha YZF-R1

2007-10-19T15:37:00.000+03:00

Hey guys!
I must admit, I was never into 1000cc super-sports. A little to much for my taste. A good 600cc/middleweight is very suitable for me...for now.
But while surfing the Internet, I came across the brand new 2008 Yamaha YZF-R1. It was just ... shiny. And the design...well, I'll let you decide for yourselves if this is as cool as I think. As I did more research on the model, I found out that it's "light, powerful and packed with trickle-down MotoGP technology and refind fuel injection" that, making it the most advanced open-class motorcycle ever built(at least, by Yamaha).
Enough with the small-talk...it's time to let facts and specs do the talking.

Official facts:

Key Features:
The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions.
Inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s ﬁrst electronic variable-length intake funnel system.
Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
Aluminum Deltabox frame and swingarm take Open-class handling to the next performance level.
Six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the R1 requires.

Engine:
Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four-cylinder engine produces more tractable power than ever.

Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery.
Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband.
Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power.
Lay-down-design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling and allows frame to pass over instead of around the engine for great strength and a narrow chassis.
Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores.
Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air.
Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability.
High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction.
Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration.
Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster.

Titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband.
13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature.
Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.

Chassis/Suspension:
A Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style for great handling and efficient aerodynamic penetration.
A truss-type swingarm is extremely strong and tuned for optimal traction and feedback.
Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel.
Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes.
Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster.
Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.
Additional Features:
Cool headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
Adjustable LCD illumination and multifunction digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000-rpm analog tachometer.
A fairing with big Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance.
Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling.
Forged footpegs are extra durable and light.
Extensive use of hollow bolts and lightweight fasteners helps trim overall weight.
8.6 AH battery is compact and light.
Durable #530 O-ring–sealed drive chain.
Standard toolkit located in convenient storage compartment under passenger seat.

Now the full technical specifications:

Engine:
Type 998cc liquid-cooled inline 4-cylinder; DOHC, 16 valves (titanium intakes)
Bore x Stroke 77 x 53.6mm
Compression Ratio 12.7:1
Carburetion Fuel Injection with YCC-T and YCC-I
Ignition TCI
Transmission 6-speed w/multi-plate 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, 5.1-in travel
Brakes/Front Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear 220mm disc; single-piston caliper
Tires/Front 120/70-ZR17
Tires/Rear 190/50-ZR17

Dimensions
Length 81.1 in
Width28.3 in
Height 43.7 in
Seat Height 32.9 in
Wheelbase 55.7 in
Rake (Caster Angle) 24.0°
Trail 4.0 in
Fuel Capacity 4.75 gal
Dry Weight 390 lb

Now, the new colors and matching prices(recommended by the manufacturer, may change without notice)
(Team Yamaha Blue/White) Available from September 2007 : $11,699

(Candy Red) Available from September 2007 : $11,699

(Raven) Available from September 2007 : $11,699

For now, it's the best 1000cc super-sport motorcycle that I wrote about, but, as I made a habbit of comparing same class rival motorcycles, I'll soon do some research on the Yamaha YZF R1's 1000cc rivals.
Dry roads, riders!

2008 Kawasaki ZX-6R

2007-10-16T23:02:00.000+03:00

Hey bikers!
Another 600cc middleweight rival for the Yamaha YZF R6 and the Honda CBR 600 RR trying to make a name for itself. Both of them (the R6 and the CRB 600 RR) were "declared"...to me it seems more like "self-proclaimed" as the "best 600cc/middleweight motorcycle ever". But with each new motorcycle I reviewed on the blog, none of them could have been declared "the best". Because each motorcycle had its own advantages and disadvantages and the differences weren't huge. SO after all, it remains the reader's, or rider's choice to choose which one of the 600cc/middleweight motorcycle is "the best" for him/her. This can be done, at least on my blog, by writing some comments that I will review and post, so get on with your writing. I am writing for you, now you write for me :). And now, to get back on track...not the race track as I would like, but on the brand new Kawasaki ZX 6R's track. Earlier on my blog, I've posted an article about the ZX6R, but not a fully detailed review. It was more focused on the Akrapovic exhast system for the ZX6R. Very cool though. So...finally, to get to my point for tonight's article...the Kawasaki ZX-6R. It is known as a true race winner, the Ninja ZX-6R sportbike captured a 1-2 finish in the 2007 Daytona 200 and placed 1-2 in the 2007 AMA Supersport championship, thanks to a merger of 600-class power and Grand Prix handling. The result is an exciting racetrack weapon capable of cornering speeds previously unknown to the middleweight class while retaining the wide spread of power that is pure Ninja.

To deliver the performance required in the demanding racetrack environ, the Ninja ZX-6R’s ultra-high-rpm 599cc four-cylinder engine cranks out a fat powerband with a linear torque curve and hard-hitting acceleration across the entire rev range. Its impressive healthy mid-range torque and over-rev capability are pure race bike, allowing riders to stay on the gas where lower-revving machines are forced back off and shift.

The Ninja ZX-6R’s engine was specially designed for minimal internal friction, so it is more responsive and allows the rider to easily modify cornering lines with minor throttle adjustments. Utilizing stronger, stiffer and more compact engine components than its predecessors resulted in a slim and compact engine and chassis. Its racing heritage also includes a close-ratio cassette transmission that makes it easy to keep the ZX-6R screaming at its horsepower peak and a slipper clutch for quick downshifts that don’t upset the rest of the chassis.

A compact, lightweight chassis design permits the Ninja ZX-6R to make a fast entry –enhanced by the slipper clutch and powerful radial-mounted front brake calipers –and maintain more cornering speed throughout the turn.

The frame and swingarm were developed with an ideal balance of rigidity, so the bike responds instantly and precisely to the rider’s every command. Mass centralization, engine mount locations and a variety of other factors were optimized to help its instant turn-in characteristics. Once in the turn, the Ninja ZX-6R holds a line with precision and tracks through the apex as if it were on rails. Completing this track-biased package are fully-adjustable front and rear suspension units.

All these features mean very accurate chassis feedback, with the ZX-6R communicating every move directly to the rider. The machine responds more precisely and predictably to control inputs and shifts in body weight. The result is a motorcycle that becomes one with the rider.

The entire package of frame, suspension, engine and bodywork enhances the ZX-6R’s fun-to-ride factor while supplying the high-performance power of a 600cc Supersport racer and the nimble handling of a small-displacement GP machine. The results are faster cornering speeds, quicker lap times and even more worried looks on the competition’s faces. So let the opposition compromise performance for rider-friendliness; the Ninja ZX-6R is a pure expression of Kawasaki’s racing philosophy and is designed to take home trophies.

Full technical specifications:

Engine Type Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement 599 cc
Bore x Stroke 67.0 x 42.5mm
Maximum Torque 40 lb ft @ 11,500 rpm
Compression Ratio 13.3:1
Fuel Injection DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition TCBI with digital advance
Transmission 6-Speed
Final Drive X-Ring Chain
Rake/Trail 25 deg / 4.3 in.
Frame type Aluminum perimeter
Front Tire Size 120/70-ZR17
Rear Tire Size 180/55-ZR17
Wheelbase 55.3 in.
Front Suspension / wheel travel 41 mm inverted cartridge fork with top-out springs, stepless rebound damping, stepless compression damping, fully-adjustable spring preload / 4.7 in.
Rear Suspension / wheel travel Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.2 in.
Front Brake Type Dual 300mm petal-type rotors with four-piston, four-pad calipers
Rear Brake Type Single 210mm petal-type rotor with single-piston caliper
Fuel Tank Capacity 4.5 gal.
Seat Height 32.3 in.
Dry Weight 368.2 lbs.
Color
1. Lime Green,

2. Candy Plasma Blue,

3. Vivid Yellow,

4. Special Edition: Ebony

And the factory revealed features...

Key Features
- Incredible power-to-weight ratio
- Race-oriented performance
- Track-tuned handling
- Aggressive aerodynamic styling

High-Revving 599cc Four-Cylinder, DOHC Engine
- Compact, narrow and lightweight design
- Tri-axis crankshaft and transmission shaft layout optimizes the engine’s center of gravity, reduces pitch changes during heavy braking and gives the rider more-accurate feedback from the chassis
- Light and strong forged pistons
- Narrow engine design gives excellent ground clearance

Four-Valve Cylinder Head
- Low cylinder head height with compact valve train
- Intake ports and coolant passages developed using flow analysis for efficient cylinder filling, more power, and maximum cooling efficiency
- Forged sintered aluminum spring retainers are half the weight of steel retainers and allow higher rpm

Ram Air Induction
- Central ram air duct offers a straighter path to the airbox for maximum intake efficiency and provides the mounting surface for the instrument panel, eliminating brackets and weight
- Flow analysis used to design efficient ducts to the airbox that also prevent water from reaching the air filter
- Compact airbox and air cleaner are highly efficient and contribute to the minimal riding position

Digital Fuel Injection
- 38mm throttle bore helps produce more torque in the mid-range, while short throttle body length delivers good over-rev characteristics
- Ultra-fine atomizing injectors aid combustion efficiency, for better power output and lower fuel consumption

TCBI Ignition with Digital Advance
- High-speed 32-bit ECU processor provides precise engine management
- Spark plug-mounted ignition coils are compact and help reduce weight

Pre-chamber Equipped Under-seat Muffler
- Exhaust header design contributes to improved exhaust efficiency
- Exhaust pre-chamber located below the engine contributes to better mass centralization
- Under-seat silencer is small and light to help mass centralization and allow for a more aerodynamic tailsection

Six-Speed Transmission
- Cassette-type transmission with a racing-style gear stack allows easier trackside ratio changes
- Close ratio transmission increases circuit performance

Racing-Style Slipper Clutch
- Racing-type slipper clutch reduces chassis disturbance when making rapid downshifts
- Optional springs, spring retainers and shims are available to fine-tune the clutch for specific track conditions

Gear Position Sensor
- Gear position sensor gives instant information to the rider, this is especially useful for improving consistency when testing settings on the racetrack
- System is compatible with the semi-automatic shifters (legal in AMA Supersport racing), which temporarily cut ignition to facilitate clutchless shifts at full-throttle

Lightweight Twin-Spar Aluminum Perimeter Frame
- Twin-spar perimeter-type frame is a mix of pressed and cast aluminum components welded together. This combination minimizes frame weight while still providing high strength and stability for responsive handling
- Chassis’s optimum center of gravity makes for easy roll response - particularly important negotiating a series of s-turns or returning to vertical after exiting a corner

Uni-Trak® Rear Suspension
- Uni-Trak® rear suspension system features pillow ball upper mount for a more direct feel and improved feedback
- Compact frame and engine allow a longer swingarm, which makes it easier to control rear wheel powerslides
- Rear shock is fully adjustable for preload, compression and rebound damping. Ride height can be adjusted by adding/removing optional 1mm shims at the upper shock mount
- Equipped with a top-out spring which improves the rear wheel’s ability to follow the road surface when the rear end is light under hard braking
- Small piggyback shock reservoir is designed to save weight

41mm Inverted Cartridge Front Fork
- Fully-adjustable 41mm inverted cartridge fork provides exceptional rigidity
- Equipped with top-out springs so the front wheel better follows the road surface when the front end is light during hard acceleration
- Bottom mounted main fork spring completely submerged in oil, minimizing cavitation and delivering stable suspension performance even under demanding racetrack conditions
- Stiff settings are suitable for track use

Radial Mounted Front Disc Brakes
- Radial mounted four-piston, four-pad front brake calipers improve brake feel over a wider range of operation
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming or losing brake feel at the lever than a large single pad, so they maintain consistent brake feel lap after lap
- Petal design brake discs offer excellent cooling and warp resistance

Aerodynamic Bodywork
- Design is the most aerodynamically efficient of any Ninja sportbike available
- Three-piece front fender with light and compact projector beam headlights and integrated front and rear turn signals add up to high aero efficiency
- Small but highly efficient ram air duct
- Exhaust system’s under-engine resonator allows the use of a smaller under-seat muffler, which allows a cleaner tail section further minimizing drag
- Different color panels create a sporty, aggressive image

Riding Position
- Ultra-compact chassis permits a ideal man-machine interface
- Slim fuel tank design makes it easier to grip the tank and seat when hanging off in a turn

Advanced Electronic Instrumentation
- Multifunction odometer, tripmeter, clock and lap timer/stopwatch

Almost forgot...the price of this 600cc/middleweight beast looks like this :$ 9,099 - 9,399. Remember...this is the price recomended by the manufacturer. The price at your local Kawasaki dealer may be different(I think it can't be lower...)
P.S.: Don't forget about the comments, I am curious about your oppinion about there 600cc/middleweight rivals(if you didn't read it all, just comment saying which one, of the three 600cc motorcycles (Yamaha YZF R6,Honda CBR 600RR, Kawasaki ZX-6R)you like more)
Thanks.
Dry roads, riders!

The French Revolution - Wakan 1640

2007-10-13T00:30:00.000+03:00

A new motorcycle company from France? It looks that way and their first bike is pretty nice. Wakan Motorcycles has produced the Wakan 1640, a single seat, V-Twin powered sport bike built around the AC Cobra idea of dropping a big American powerplant into a sporty European frame. And they managed to realize that...it has a very cool sporty design and a strong engine.

The Wakan 1640 starts with a single spine oil carrying frame, a 54 inch wheelbase, with inverted Ceriani forks mounted at 22 degrees. Power comes from a 100 cubic inch S&S V-Twin producing 115hp and 115 foot pounds of torque and those horses are moving a motorcycle that weighs only 390 pounds with oil, no fuel. The engine sports a single Keihin flatslide carb that gets ram air through a blower type scoop situated above the airbox cover. The fuel tank is below the seat, molded to double as a sort of rear mudguard with the filler mounted on the tailsection.
The engine has been dynamically balanced to reduce vibration plus the bar end weights help and the result is a much smoother bike than you might expect.
Braking chores go to a single 340mm front disc with a six piston caliper, which first road tester, Alan Cathcart, calls, “OK” but which might need to be tweaked a bit for serious stopping power. Cathcart also says the handling is similar to the Buell Firebolt XB12R but performance from the S&S V-Twin is definitely a step up.
The first 15 bikes are scheduled to be produced by October for €28,000 ($35,000),but as production ramps up the price is expected to fall quite a bit. The next 100 bikes for 2007 will retain the Keihin carb but afterwards, fuel injection will be necessary to meet Euro 3 emissions requirements in 2008.
This is no prototype bike, it’s ready for production now and pre orders are already trickling in. They’ve kept the bike totally under wraps during the three year development time and these first stories show a complete bike. Anyway, this is a limited edition, made in France bike.

Here are the complete technical details:
General information
Model: Wakan Road 1640
Year: 2007
Category: Naked bike

Engine and transmission
Displacement: 1640.00 ccm (100.07 cubic inches)
Engine type: V2
Stroke: 4
Power: 115.00 HP (83.9 kW)) @ 6250 RPM
Torque: 165.00 Nm (16.8 kgf-m or 121.7 ft.lbs) @ 4250 RPM
Bore x stroke: 101.6 x 101.6 mm (4.0 x 4.0 inches)
Fuel system: Carburettor. Keihin
Valves per cylinder: 4
Fuel control: OHC
Starter: Electric
Gearbox: 5-speed

Transmission type
Final drive: Chain

Physical measures
Dry weight: 177.0 kg (390.2 pounds)
Seat height: 790 mm (31.1 inches) If adjustable, lowest setting.
Wheelbase: 1,370 mm (53.9 inches)

Chassis and dimensions
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 180/55-17
Front brakes: Single disc
Front brakes diameter: 340 mm (13.4 inches)
Rear brakes: Double disc
Rear brakes diameter: 220 mm (8.7 inches)

Speed and acceleration
Power/weight ratio: 0.6497 HP/kg

Other specifications
Fuel capacity: 13.00 litres (3.43 gallons)
Color options: White, blue, black

Personally, I just love the fuel tank scoops and the overall design. Specs are good...I would just like to ride one, but until I get to France...

Peace and...
Dry roads, riders!

Promoting your bikes!

2007-10-13T00:11:00.000+03:00

Hey guys!
I was surfing the Internet and browsing some motorcycle magazines when it hit me...I've got this idea: if anyone of you guys(yes, even YOU) owns a bike, and feels good about it, likes and loves it more than anything(an exception could be the soulmate, even though in some cases...bikes come first) and maybe has an interesting story to tell, or a crazy thing he did with his bike, and really wanna share the story with other bikers around the world but has no idea HOW to do it, I can HELP!
Just e-mail me some information about your bike, your story and some pictures of your bike and I will review it. If it's suitable for posting, you're close to famous. A lot of people will get to see your bike and your story and probably will laugh with you, cry with you or even learn a bit from your mistakes. But anyway, it will help people, and after all...this is the main reason...to help.

I hope I will get e-mails from you guys and get to colaborate in this.
Peace and...
Dry roads, riders!

2007 Kawasaki Ninja ZX-RR

2007-10-11T01:07:00.000+03:00

Hey there!
I was always a sucker for Kawa's ZX 6R...well, "his" time will come on this blog...right now, I'd rather write about this super-superbike! The 2007 Kawasaki Ninja ZX RR. The Ninja ZX-RR is Kawasaki's race bike built for the MotoGP series.
The Ninja ZX-RR was Kawasaki's first MotoGP machine equipped with a 4-stroke engine, and after overcoming initial teething problems, began to show its potential. With the addition of rider Shinya Nakano
in 2004, the team kept improving and became capable of challenging the top teams for race honors. Nakano rode the lime-green, 990cc-engined machine to a second place podium finish at Round 8 in the Netherlands for his best finish of the 2006 MotoGP season.
It's just an awesome motorcycle, but I really don't want to pay for the insurance on all those cool racing parts...of course, it's a racing bike and the insurance is the least important fact. WHat really matters are the folowing facts...the technical specs...this is one of the fastest bikes I ever posted about on my blog...and I'm proud of it. I would love to just hear its "roar" on a race-day, not to mention that I would like to ride one...to own one. But besides the fact that it costs more than your mortgage...and that you must get a loan to buy one...(that, unless you're a rich spoiled kid, with fat, rich parents...or plain rich...) it's not available in a street fashion. Unless you can get your hands on a full-racing one...you'll just watch it on MotoGP.

Next on...the technical specs...check it out!

Full racing technical specifications:
Engine:
Type: Four-stroke
Configuration: Inline four-cylinder
Induction System: DOHC Pneumatic system, four valves per cylinder
Displacement: 798cc
Lubrication: Wet sump
Fuel System: Electronic Fuel Injection
Exhaust System: Titanium, four-into-two-into-one system
Maximum Power: In excess of 200 BHP
Maximum Speed: In excess of 300 km/h

Transmission:
Gearbox: Six speed, cassette type
Primary Drive: Gear
Clutch: Dry multi-plate slipper clutch
Final Drive: Chain
Lubrication: Wet sump

Chassis:
Frame: Aluminium twin-spar
Front Suspension: Inverted telescopic forks
Rear Suspension: Unit-trak Monoshock
Steering Damper: Hydraulic Adjustable
Bodywork: Carbon Fibre
Wheel Front: 16.5"
Wheel Rear: 16.5"
Tyres: Bridgestone

Brakes:
Front: 2 x 314mm carbon discs
2 x radial mount, monoblock, four piston calipers
Rear: 1 x 200mm ventilated steel disc
1 x two piston caliper

Dimensions:
Wheelbase: 1460mm
Overall Length: 2080mm
Castor (Rake/Trail): Variable
Seat Height: 850mm
Dry Weight: Over 148kg
Fuel Capacity: 21 litres

Key Suppliers:
Lubricants: Elf
Tyres: Bridgestone
Brakes: Brembo
Exhaust System: Akrapovic
Wheels: Magtan
Data Acquisition System: 2D Datarecording
Suspension: Öhlins
Clutch: FCC
Spark Plugs: NGK
Sprockets: AFAM
Chain: EK

Dream on...and...
Dry roads, riders!

Mv Augusta going WSB

2007-10-10T00:40:00.000+03:00

Now, a short news bulletin that I thought of being important. As I was surfing the superbike news, I came across this...MV Augusta going in the World Superbike Championship...interesting. I always liked/loved MV Augusta and it's cool designed motorcycles, now, let's see how they'll do on the race-track.

MV Agusta and Carl Fogarty have joined forces for an assault on the World Superbike Championship. Foggy will be team manager with full factory support and they are
presently seeking sponsorship for their start in 2008. The team will use the new 1000cc F4 R312, based on the world’s fastest production machine, on which Martin Finnegan finished fourth in the Superstock TT in June.

Honda CBR600-RR

2007-10-08T00:44:00.000+03:00

Even if earlier in my posts I have said that the Yamaha YZF R6 was the best 600cc sportbike ever, there are some folks...that kinda include me, too, that believe that the brand new CBR600 RR from Honda is better, and therefore gets the title of "the best 600cc sportbike ever" , as the guys from "Roadracing World" said.
Crowned the Best Middleweight of 2007 by both Cycle World and Rider magazines, the CBR600RR uses MotoGP-bred technology. Dual Stage Fuel Injection, Pro-Link rear suspension, HESD electronic steering damper, cool new colors for 2008. These are just a few of the new components of the super-sportbike.
Of course I don't want nor like other people making decisions for me...so I have to add a little touch to this. Maybe the guys from those magazines have different tastes than me and cannot be trusted...but the chances are low.
Ever since I started hanging out with bikers and riding, everyone told me: Honda's are the best! For begginers and for experienced riders, Honda. Because Honda's are the most reliable. If you are tidy and neat, you can own a Honda for a very long time, because they are not so trouble-making like other bikes. My brother owns a Honda...very cool naked, shaft drive motorcycle. Not my type though...
Anyway, let's see what the technical details of the brand new CBR say:
ENGINE

Engine Type 599cc liquid-cooled inline four-cylinder

Bore and Stroke 67mm x 42.5mm

Compression Ratio 12.2:1

Valve Train DOHC; four valves per cylinder

Carburetion Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors

Ignition Computer-controlled digital transistorized with three-dimensional mapping

DRIVE TRAIN

Transmission Close-ratio six-speed

Final Drive #525 O-ring chain

CHASSIS / SUSPENSION / BRAKES

Front Suspension 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel

Rear Suspension Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel

Front Brakes Dual radial-mounted four-piston calipers with 310mm discs

Rear Brake Single 220mm disc

Front Tire 120/70ZR-17 radial

Rear Tire 180/55ZR-17 radial

DIMENSIONS

Rake (Caster Angle): 23.55°

Trail 97.7mm (3.8 inches)

Wheelbase 53.9 inches

Seat Height 32.3 inches

Curb Weight 410 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)

Fuel Capacity 4.8 gallons, including 0.9-gallon reserve

OTHER

Available Colors Red/Black, Pearl Orange/Black, Metallic Silver, Graffiti

Model ID CBR600RR

Well...with these being written...all that remains to do is asking a question. That question is : "How much?"
Of course, the price varies along with the colors:
The answer to that wuestion is right here:

COLOR PRICING

Graffiti $9,899

Metallic Silver $9,599

Red/Black $9,599

Pearl Orange/Black $9,599

Cool site!

2007-10-08T00:20:00.002+03:00

Hey guys! Even though this content is not related directly to my blog's content, this is not spam. It's just a very cool and useful site, usable for any industry.
Plain, simple, but also very useful. Anytime you want to convert your currency into another one...if you're comparing prices from your country with prices from other countries, or just checking out the daily evolution of the most important international currencies, this site will help you! I am using it pretty often to compare prices for offering a more detailed review of motorcycles.
Check it out! http://xrat.es
And sorry again for not posting for a while, but I've been way too busy for my computera and the Internet...I'll post some cool reviews soon. I am doing research on some bikes right now.
Peace!
Thanks, Danny.

2008 Yamaha YZF R6

2007-09-30T03:30:00.001+03:00

Recently I have made a comparison between the old and the new R6...The 2007 R6 was better...well, that cannot be true anymore. The 2008 brother of the R6 is way better than his older brothers.

Some say that this is the best middleweight motorcycle ever...but every man with his taste, and every man has the right to opinnion.
Personally, I love this motorcycle. Anytime, I would get a loan for buying this brand new 2008 R6. The looks are astonishing...and the technical details and features...well, it just leaves you breathless. I'll just let you decide this for yourself...is it or is it not the best middleweight motorcycle? Later on, I will post some reviews about the R6's rivals.

Key Features:
Light, powerful and bristling with knowledge gained from years of racing, the YZF-R6 is the most advanced production 600cc motorcycle Yamaha—or anybody else—has ever built.
The YZF-R6 was the ﬁrst production motorcycle with a ﬂy-by-wire throttle system—for ﬂawless response under all conditions.
YCC-I, Yamaha Chip Controlled Intake, introduced in 2007 on the R1, is now used on the R6 to vary intake tract length for excellent cylinder ﬁlling and a broader powerband. On the higher-revving R6, its beneﬁts are even more pronounced.
Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.

New for 2008:
Over 50 friction-reducing strategies have been employed inside the engine, including the use of wider crank bearings.
Upgraded fuel injection mapping for the YCC-T dual-injector system complements the higher compression ratio for great throttle response and reduced engine braking.
A magnesium subframe removes weight from the rear of the motorcycle for increased mass centralization.
All-new frame takes handling to the next level, allowing more precise turn-in, greater corner speed, and tighter exits. Thicker headpipe-headstock and swingarm pivot area walls, and elimination of the frame crossmember, help achieve perfect balance.
New swingarm has internal ribs added, and extruded section is now forged to work with the new frame.
Revised outer fork tubes, a new lower triple clamp, and increased fork offset provide highly tactile front-end feedback.
Moving the rider and bars forward and slightly lower enhances braking and turn-in performance. Clip-ons are also lower and re-angled.
Front discs are 310 x 5mm instead of 4.5mm for increased cooling qualities.
Increased fork height adjustability and rear ride-height adjustment range accommodate a greater range of riders and tires.
Revised bodywork results in even greater aerodynamic efficiency.

Engine:
YCCT—Yamaha Chip Controlled Throttle—uses a powerful ECU and multiple sensors to provide perfect, smooth engine response and optimal power whenever the throttle is twisted under all conditions.
Twin-injector fuel injection: shower-type injectors above each intake funnel help achieve optimum fuel atomization at high rpm.
Back torque-limiting slipper clutch greatly facilitates braking and downshifting from high speed. Close-ratio six-speed transmission delivers seamless power and maximum acceleration.
GP-style titanium muffler contributes to mass centralization and contains EXUP for a broad powerband, spot-on injection and emissions compliance.
Linerless, direct-plated ceramic-composite cylinder bores mean greater heat dissipation for consistent power delivery and reduced friction.
Cool magnesium valve and engine covers are light and stylish.
Direct-ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.

Chassis/Suspension:
Deltabox aluminum frame incorporates GP thinking in terms of engine positioning and rigidity for the ultimate in 600-class handling.
Light, Controlled-Fill swingarm pivots high in the frame, for increased anti-squat effect and mid-corner stability. TZ-type chain adjusters ease rear tire changes.
Four-way adjustable (preload, high-speed compression, low-speed compression and rebound damping) inverted fork with 41mm tubes increases freedom in setting up for street or track use; soak up the bumps and resist bottoming when braking.
Four-way adjustable (preload, high-speed compression, low-speed compression and rebound damping) piggyback rear shock delivers exceptional rear wheel tracking and stability.
Dual 310mm front disc brakes use forged one-piece radial-mount calipers and radial-pump front master cylinder with adjustable lever for astounding braking power and feel.
The casting technique for the five-spoke 17-inch wheels makes the rims light and strong, not to mention wickedly cool-looking.

Additional Features:
Quick-detach license plate holder and rear turn signal mount makes prepping for track days or racing a snap.
Built-in lap timer is controlled by a right handlebar switch.
Multifunction digital and analog instrumentation features: programmable shift light, digital speedometer, analog tachometer, dual tripmeters with miles-on-reserve function, odometer, water temp gauge and lights for neutral, high beam, low fuel and turn signals.

Technical specs :

Engine
Type :599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves

Bore x Stroke: 67.0 x 42.5mm

Compression Ratio: 13.1:1

Carburation: Fuel Injection with YCC-T and YCC-I

Ignition: TCI

Transmission: 6-speed w/multi-plate slipper clutch

Final Drive: #525 O-ring chain

Chassis
Suspension/Front: 41mm inverted fork; 4-way adjustable, 4.7-in travel

Suspension/Rear: Single shock; 4-way adjustable, 4.7-in travel

Brakes/Front: Dual 310mm floating disc; radial-mount 4-piston calipers

Brakes/Rear: 220mm disc; single-piston caliper

Tires/Front: 120/70-ZR17

Tires/Rear: 180/55-ZR17

Dimensions
Length: 80.3 in

Width: 27.6 in

Height: 43.3 in

Seat Height: 33.5 in

Wheelbase: 54.3 in

Rake (Caster Angle): 24°

Trail: 3.8 in

Fuel Capacity:4.6 gal

Dry Weight : 366 lb

2008 Kawasaki Concours 14

2007-09-30T02:57:00.000+03:00

Tour master motorcycle

If the ZX-14 sportbike is the rebellious teenager in Kawasaki's lineup, then the new Concours 14 tourer is its older, wiser sibling who still wants to have fun. They share the same potent powertrain, but the Concours isn't some ZX-14 with saddlebags. Underneath the faceted body panels are high-tech engine mods that smooth out the ZX's barnstorming personality. On the sperpentine roads it ws tested on, the motorcycle's sharp reflexes edged it towards the "sport" side of touring. Neat features include a KI-PASS wireless transponder that automatically starts your motorcycle and electronic tyre-pressure sensors that alert you to problems of a rubber nature. More important, the Concours 14 is the most powerfull motorcycle in its class. Dyno performance fanatics will respect the motorcycle's 156 HP inline four. Even if this motorcycle is the most powerfull in its class, it comes with the lowest price tag, its price being just 12,899 $. For a powerfull tourer like this one...it's a bargain.

The full feature map :

Key Features:
- Most powerful production sport tourer
- Next generation monocoque aluminum frame
- Comfortable long distance riding position
- Low-maintenance shaft drive

1,352cc Four-Cylinder, DOHC Engine with Variable Valve Timing (VVT)
- Tuned to provide smooth power across a wide rev range
- Variable valve timing improves the engine’s flexibility and efficiency by altering the camshaft profiles to suit different rpm ranges
- Carefully planned engine design keeps it compact and narrow
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability under high loads

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and enhanced rider comfort

Ram Air Induction
- Ram Air ducts produce a straighter path to the airbox for maximum intake efficiency
- This system takes cooler, high-pressure air, guides it through the air filter and into the engine for maximum power output

Digital Fuel Injection
- Throttle bodies are fitted with sub-throttle valves that are controlled by the ECU to provide smooth, precise response similar to constant velocity carburetors
- 32-bit electronic control unit works with dual throttle valve system to further enhance throttle response and control
- A digital computer feeds the engine exactly the amount of fuel it needs for cleaner emissions and maximum fuel economy

Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement

Monocoque Aluminum Frame
- The frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot; it is narrow, strong, rigid and very light
- Engine is rigidly mounted to increase the monocoque’s torsional rigidity. Plus using the engine as a stressed frame member decreases the frame’s weight by approximately four pounds
- Engine positioned forward in the frame, wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
- Massive steering head casting contributes to frame rigidity

Radial-mount Petal-type Front Disc Brakes
- Radial mounted four-piston front brake calipers. Instead of mounting the calipers with threaded tabs cast near the top of the caliper, the radial design utilizes integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation
- A separate brake pad is used for each piston. One large pad can deform with the heat generated by hard braking, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel under extreme conditions
- Petal design front and rear brake rotors provide enhanced cooling and better warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel

Tetra-Lever Shaft Drive
- Unique four-link design significantly reduces driveline lash during sport riding and provides smooth acceleration when exploiting the engine’s incredible power output
- Virtually maintenance free, the Tetra Lever system dramatically reduces routine maintenance requirements

Antilock Brake System (Concours™ 14 ABS)
- ABS brakes boost safety and rider confidence in low-traction conditions and may enhance evasive maneuvering in an emergency

Bodywork Optimized for Sport Touring
- Fairing design promotes smooth airflow around the rider and passenger with minimal buffeting
- Integrated, locking hard luggage offers plenty of storage, without disrupting the Concours 14’s style or performance
- Electrically adjustable vented windscreen
- Large, comfortable seat offers long-distance comfort for both rider and passenger
- Glove box mounted on the fuel tank cover

Full Instrumentation
- Easy to read speedometer and tachometer
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock
- A CAN (Controller Area Network) interface between the gauges uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged
- Kawasaki Electronic Authorization system (KI-PASS)
- Tire pressure sensors

With all these being said, it has more features than some full-option road cars. This cool motorcycle is really something!

The technical specifications look like this:

Engine Type : Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four with VVT

Displacement : 1,352 cc

Bore and Stroke : 84.0 x 61.0mm

Maximum Torque : 100.3 LbFt @ 6,200 rpm

Compression Ratio : 10.7:1

Fuel Ignition : Digital Fuel Injection

Ignition : TCBI with Digital Advance

Transmission : 6-Speed

Final Drive : Tetra-Lever shaft drive

Rake/Trail : 26.1 degrees/4.4 in.

Front Tire Size : 120/70 ZR-17

Rear Tire Size : 190/50 ZR-17

Front Suspension / wheel travel : Inverted, telescopic fork / 4.4 in.

Rear Suspension / wheel travel : Tetra-Lever / 5.4 in.

Front Brake Type : Dual floating 310mm petal discs with four-piston calipers

Rear Brake Type : Single 270mm petal disc

Fuel Tank Capacity : 5.8 gal.

Seat Height : 32.1"

Dry Weight : 606 lbs. 615 lbs. (ABS model)

Wheelbase : 59.8

Overal Length : 89.4 in.

Overall height windscreen min / windscreen max : 50.8/55.3

Overall width at handlebars / at saddlebags : 30.7 in. / 39.3 in.

Very cool touring motorcycle...and the price is really fit for it. Whoever likes touring motorcycles, get a motorcycle loan or just buy it. It is worth it!

Dry roads, riders!

Electric scooters

2007-09-28T18:57:00.000+03:00

I've been surfing the internet and I came across multiple sites about these electric scooters. I just wanted to see what's about them and I did some research. If you are interested, here is part of what I gathered:
An electric scooter is a vehicle that runs on battery. The battery needs recharging after a few hours of use. Electric scooters have been designed to quickly move from one place to another with quick maneuvering capabilities.
Because of their lightweight structure, electric scooters are easy to ride and can move quickly even in traffic jams. This makes them a potential vehicle in big cities. Kids and teenagers can use them to travel from school to home.
Many electric scooter models have been developed that can be folded and carried just like bags. Since their basic system is really simple, an electric scooter is lightweight and easy to carry away. This is makes it possible to carry them with you to other cities as well. If you love traveling you can carry them to your vacation and use it there.
The most important think about this "electric scooter" thing is that it can help handicaped persons. Instead of using a wheelchair, on which they cannot travel long distances, they may use a specially designed electric scooter, that may come in a three or four-wheel form. This may really come in handy for somebody in a position like that.
But the bad thing about these scooters is the speed. It is no match for the gas-powered ones, but it makes no noise(which for me is a down-step, because i love to hear the engine roar) and it does not pollute in any way...well, that's good, but still...i'll pass for this thing.

Still, this blog is not for me, but for the people who read it...and that mean you, too. Here are some of the top manufacturers of electric scooters:
- Razor Electric scooter;

- Currie Technologies Electric Scooter;

- Xtreme electric scooters;

I will give detailes about anything here only if someone requires it by posting a comment.
Apart from these, there are many small brands of electric scooters selling on the Internet. If you are planning to buy one read carefully the features and what exactly do you get when you buy the electric scooter.
Peace!

2007 Yamaha V-Max

2007-09-26T00:36:00.000+03:00

Simply awsome. This is an awesome motorcycle (musclebike). Not only because it looks great, but more because it's the only motorcycle that has a 16 valve V-4 engine, and a powerfull one, too.
Here are some features of this motorcycle
Key Features:
Same as always V-Max's rumbly, high-revving muscle-car-inspired 1198cc V-4 engine is in a class by itself.
The original power cruiser has a unique style, stance and look that’s all its own as well as an international fan base.
Bulletproof shaft drive and heavy-duty components throughout back up the V-Max's larger than life personality.
Engine:
1198cc liquid-cooled, DOHC 16-valve 70-degree V-4 engine has no equal in its class, pumping out tremendous, hard-hitting power to make it the ultimate quick-accelerating, high-performance king.
Patented Yamaha “V-Boost” induction, a power-boosting variable intake system, force feeds massive quantities of fuel into the cylinders via a servo-controlled butterfly valve at 6000 RPM and above.
Four 35mm Mikuni downdraft carburetors ensure seamless, lightning-quick throttle response.
Specially designed high-lift camshafts ensure ample acceleration at lower rpm along with legendary top-end for a broad, deep powerband.
Specially tempered crankshaft and connecting rods provide excellent durability.
Smooth-shifting, five-speed transmission puts that massive powerband to the pavement with one purpose: maximum acceleration all the way to redline.
Hydraulically activated diaphragm-type clutch delivers precise clutch performance with lighter pull.
Low-maintenance shaft drive provides ultra-smooth performance that’s virtually lash-free.
Chassis/Suspension:
Low-slung styling keeps the seat low for great handling, confident low-speed maneuvering and V-Max’s unique look.
Stout, 43mm front fork features 5.5 inches of travel and air-assist adjustability for fine-tuning the ride.
Dual rear shocks feature four-position rebound damping and five-way spring-preload adjustability.
Fat, 6-inch rear tire mounted on solid disc wheel hooks up with the asphalt for maximum traction.
Dual 298mm front discs with four-piston calipers and a single 282mm rear disc brakes reel the V-Max in.
Additional Features:
Underseat fuel tank helps balance the bike’s weight and provides space for large-capacity airbox located above the carburetors.
Fuel reserve switch is conveniently positioned on the handlebars.
Fork seal guards help prevent rock and debris damage to fork sliders.
Trick-looking, onyx w/shift red flames finish on fuel tank combine with massive-looking faux air intake scoops to give the V-Max the perfect “street rod” look and feel.
Wide, thickly padded seat and plush passenger saddle with grabrail adds exceptional comfort to the incomparable excitement.
Handy centerstand for convenience and service accessibility.
Compact speedometer unit keeps cockpit clean and simple and offers easy readability of tripmeter/odometer and neutral, high beam, turn signal, low oil and low fuel indicator lights.
To make this review complete, I posted some detailed tehnical specifications
Engine
Type : 1198cc, liquid-cooled, DOHC 16-valve 70-degree V-4

Bore x Stroke : 76mm x 66mm

Compression Ratio : 10.5:1

Carburation : (4) 35mm Mikuni downdraft-type w/V-Boost

Ignition : Digital TCI

Transmission : 5-speed w/hydraulically activated diaphragm-type clutch

Final Drive : Shaft (personally, I think that shaft drive motorcycles are way better than the ones driven by chain, and safer. You will never get a shaft hit you when it snaps...because it doesn't snap. And the torque and power are way better transmitted through a shaft than through a chain. Not to mention the engine-braking, which works divine with a shaft. It's just better, for some types of motorcycles.i.e: the one I am writing about right now )

Chassis
Suspension/Front : 43mm Telescopic fork w/air-assist; 5.5" travel

Suspension/Rear : Dual shocks w/adjustable spring preload and rebound damping; 3.9" travel

Brakes/Front : Dual 298mm discs

Brakes/Rear : 282mm disc

Tires/Front : 110/90-V18

Tires/Rear : 150/90-V15

Dimensions
Length : 90.6" (~230 cm)

Width : 31.3" (~79 cm)

Height : 45.7" (~116 cm)

Seat Height : 30.1" (~76 cm)

Wheelbase : 62.6" (~159 cm)

Ground Clearance : 5.7" (~14 cm)

Dry Weight : 580 lb.(~263 Kg )

Fuel Capacity : 4.0 gal. (~ 18 liters)

This is an incredible motorcycle that I would love to own some day...when I'll be old and wise...Best wishes guys...and...
Dry roads, riders!

Cool tips to keep your bike good lookin'

2007-09-25T04:20:00.000+03:00

Cleaning your motorcycle can be a hassle, but with periodic care you can make it easy on yourself. Depending on where you ride and how often will determine how frequently you need to clean it. A clean spport motorcycle or a chopper will turn more heads than a dirty one, but a dirty, muddy dirt bike will look very naturan when it's covered with mud, even if that is not good for the bike. Try to keep your motorcycle clean.

1.Wash your motorcycle in a shaded area so as not to let the soap dry too quickly and leave a film.
2. Make sure the engine has cooled down before washing with soap and water. When using a hose don't spray too hard around the engine so you won't short out the ignition system. If you have an air compressor use the air gun to blow out as much moister around the engine area as possible to dry it out.
3. Regular car soap will work best along with a wash mitt that will allow you to get around the areas of the bike. When you want to get to the really small nooks and crannies use a soft bristle toothbrush.
4. Wax all painted areas of the bike, there are many waxes available on the market to use, I just stick to the basic turtle wax, it's been around for years, but you might like to shop around.
5. Using an SOS pad can clean up minor rust on chrome pieces. Make sure you put a coat of wax after clearing.
6. Depending on your seat style you may want to use a leather treatment or possibly Armor All on the vinyl seat. Just remember it's going to be a little slick when you get done.
7. If your bike has a chain make sure you lubricate it properly after washing and check for any other areas that might need to be re-lubricated.
8. If you have a nice motorcycle cover then use it to save the hassle of cleaning so often. If not, at least try to store it in a dry place, a garrage would be perfect.
Dry roads, riders...and keep'em clean!

Yamaha YZF-R6

2007-09-24T13:36:00.000+03:00

The '99 R6
As I promissed, nou you are about to read a compare between the 2003 R6 and the 2007 one.
Technology has been heaped upon the 600cc class late as the manufacturers desperately try to outdo each other on the race track. But this has affected the bikes we ride on the road, too.
From the moment you first set eyes on the two bikes, it’s instantly apparent that they couldn’t be more different. The soft, almost friendly curves of the ’03 machine
contrast against the aggressive angles of the latest model.
The weather had hardly been kind to the bikers for this test. So much for global warming, it’s more like global downpour! Not the kind of thing you want for pushing sports 600s to their limits... So you may be wondering why they didn’t bother waiting for a sunnier day. In fact, bearing in mind they’ve tested all and indeed owned most types of R6 over the years, riding them mainly in blistering sunshine on some of the best tracks in the country, was there even any point in riding them again? Yet the real-world weather turned out to be a god-send, showing up one bike as a much better road machine than the other. The flatlands of East Anglia are a bleak place to be when the rain clouds beckon, but offer just about every type of road imaginable. From wellsurfaced sweeping bends to bumpy hairpins, the Fen roads offer variety, not much traffic and plenty of cow shit.

Having spent a lot of time in the saddle of the new R6 on various tests, at first the older bike feels, well, old. The riding position is far less focused than the head-down, ass-up posture of the newer bike, although the older bike still feels lithe and agile on the move. Size isn’t everything The newer machine does feel tiny, but then the ‘03 bike hardly feels big. It has a slender feel to it. It’s fairly narrow between the knees, yet manages not to feel as cramped as its younger brother and offers better wind protection too, making it the bike we all wanted to be on for the run back down the A1. Less than grippy roads can reveal a lot about a motorbike. In the past, racers have criticised the ’03 R6 for being a little lazy steering, a bit slow to turn. Having raced a 2005 model, anyone would be inclined to agree with
them, but then only when you’re riding at a pace that would spell either prison or hospital on the road. What it does create is a bike with superb feel and neutrality on the road, and that inspires calm and confidence mid-turn. Rapier sharp By contrast, the newer machine’s inclination to turn up its own pointy ass at the merest whiff of a handlebar input makes it a rapier-sharp track tool for smooth, flowing corners, but something of a liability on a greasy wet hairpin – which during the test only served to make them feel on edge. Suspension has come a long way in the past few years, but again this is another area where the newer machine needs
adjustment for the roads. While it works well on the racetrack, it’s way too stiff as standard here. The slightly softer set-up of the ’03 machine suits the road perfectly and to my mind, that’s how it should be. Surely we should adjust bikes for the track, not the other way round? The cliché ‘racer on the road’ really couldn’t
be more fitting for the latest R6. It has all the ingredients to make a superb track or race bike, although much of its focus has compromised its ability on the road. The engine seems to rev forever, and the resultant exhaust note is pure audio heaven. Working the slick gearbox to keep it screaming above a fairly flat bottom end
makes you feel like a Supersport god. That is until the rider on the ’03 machine comes past on a fatter wave of midrange torque, wondering what all the noise was about. The newer bike may have more top-end power, but on the road, midrange is king.

The final analysis?
The 2007 R6
Make no mistake, the new R6 is a great bike. That’s why I’ve recently started rasing some hard earned cash for one. The thing is, I'd buy it to go racing with and
given the choice for the road, it would be the earlier model every time – especially with some great deals to be had on new 2005 models.
But then, that’s just me. If you’re the kind of rider who lives for trackdays and simply has to have the latest of everything, then the most recent version of the R6
won’t disappoint. Be honest with yourself about where and how you’ll be doing most of
your riding, and book test rides on each.
Dry roads, riders!

Kick-Ass Kawasaki ZX9R

2007-09-20T12:13:00.000+03:00

HI guys! A cousin of mine owns a beasty bike. Recently he repainted the whole thing and amde it look really awesome. When I've ridden it last year...well, it was fast(250 kmph on the autobahn in Germany - rider and pasanger and it would have gone faster...). But since then, he changed the seat, replaced it with a lighter, single person one, bolted on a racing clutch and gearbox (and that is very cool, because stock Kawa gearboxes are known as shitty - personally I never experienced problems on a Kawasaki but, that's what I've heard. Any comments are welcome. Thanks). If last year was fast...I guess now its REALLY FAST. Well it can't be as fast as the 2008 Suzuki Hayabusa but the price differs too...a lot.
The bike is now a fast bike, but with a few more improvements,and a turbo or something it will be a superbike. I hope he will ungrade it because I really love that bike and I would like to write about it again in the future, with better stats.
In the pictures, I have hidden the license plate(S is from SUPERBIKE)...because this can be advertising for him, but it can be negative too, and I don't want to do that.
Anyway, God bless...Germany. For its "no speed limit" signs on the highway. Those parts are my favorite.
Anyway, I think the Kawasaki ZX9r is cool, this one, even cooler. But any opinnions are welcome.
Dry roads, riders!
Peace!

YAMAHA YZF-R6 HISTORY

2007-09-17T16:39:00.000+03:00

When Yamaha introduced the YZF-R6 in 1999, it was a very big deal. Following hot on the heels of the R1 launched a year earlier, it gave the supersport class an almighty kick up the backside.

The R6 redefined the 600 class and, a year later, gave Yamaha its first World Supersport title. Showroom success followed. The bike sold by the lorry load to road riders and racers alike. For the former, that ‘must have’ appeal proved irresistible; for the latter, the expression ‘must have’ couldn’t have been more apt. At both club and national level, the bike was a revelation. Save for a few cosmetic tweaks, the R6 stayed the same up until 2003, when fuel injection replaced the carburettors, a die-cast black chassis replaced pressed aluminium, and a host of other changes made the bike a far more useful tool for the road. To many die-hard R6 fans though, the bike had become too civilised and gone the direction of Honda’s useful-butslightly-dull CBR600F, at a time when Honda was taking a bold step the other way with the super-focused CBR600RR. Yamaha’s success in Supersport racing started to fade along with sales. Then came the 2006 machine. A bike so radically different from the rest of the six-pack that looks alone made it the winner that
it so very nearly was in World Supersport racing at its first attempt last year.
Very soon I will do a comparison-review between the old and the new R6.
Dry roads, riders!
Peace!

AKRAPOVIC ZX-6R RACE FULL SYSTEM

2007-09-17T16:11:00.000+03:00

Akrapovic EVO

I’d consider buying this for its sheer beauty – and I’m not even running a ZX-6R this year.
This new Akro system is simply stunning. And it’s not all show either, as the pipes promise plenty of go too – up to 7bhp if the fi gures are to be believed. Factor in weight savings (the stock system is 11.55kg, the system with stainless headers is 6.28kg and the full titanium system is an amazing 4.71kg) and you’ve got every reason to splash out. The headers use smart hydroforming technology while the muffler is titanium topped off with a fancy carbon fi bre end cap. As used by the Kawasaki supersport team in the US, it’ll go straight onto Handley’s ZX-6R as soon as it comes back from Kawasaki after Neil sent it back to base for a refill of fuel and a wipe down. This version has steel headers, but go full titanium with the ‘Evo’ system – if you can afford the price: ~ $3000. I think I'll pass for now...

Apologizing

2007-09-14T19:04:00.000+03:00

Hey bikers!
I just want to say I am really sorry for not posting any new reviews lately, but I have been really...I mean, REALLY busy. All sort of problems just waiting in line to get to me. I hope you'll still visit the blog because I will start posting again soon.
Ride safe !
Thanks for understanding me. Peace!
Danny.

200 MPH? GO FOR IT!

2007-09-08T00:09:00.000+03:00

200mph is still a magic number, despite bikes getting ever more powerful and aerodynamically sleek. The fi nal push over the top needs exponentially more power – and that’s where Big CC Racing’s turbo Kawasaki ZZR1400 comes in...

Here are 10 steps to follow if you ever want to get there...just imagine...200 mph. Few guys ever try for this top speed, even fewer succeed. If you follow these 10 steps, you may get it, high chances.

1 BUY A QUICK BIKE

There are plenty of quick bikes out there, there are even a handful that are restricted to 186mph, but as those crazy yanks say, there’s no replacement for displacement – and that’s where the Kawasaki ZZR1400 comes into its own. Pumping out nearly 190bhp at the crank, the Kawasaki is one bike that has to be electronically
restricted to 186mph (300kph) to comply with the gentleman’s speed agreement set by the Japanese manufacturers. But even without the restriction there’s still not enough poke to top the two hundred. This is where motorcycling gets murky and tuners delve into their own little world of anabolic steroids – or rather turbos, superchargers and nitrous oxide.

2 SEND IT TO A TOP TUNER
Big CC Racing should be the fi rst port of call if you’ve got a big horsepower project planned. With 10 years of experience under the Big CC banner, Sean Mills and his crack team of engine builders are some of the world’s fi nest. Having built street bikes with over 700bhp barely contained inside them, there’s plenty of scope to build a bike to whatever budget you can afford.

3 WHACK A DIRTY BIG TURBO ON THERE

"I’m a firm believer of using big turbos,” says Sean from Big CC Racing. “Of course
they give bigger power but it’s more controllable, you’re getting more grunt from
less boost. All boost is, is a measurement of backed-up air that is yet to go through
the engine and turbo system, so we’re dealing with the volumetric movement of air and this bigger turbo deals with everything really well. Smaller turbos give a smaller powerband and make them unmanageable in comparison. With the turbo we use on the ZZR, power is pretty linear and there are no big surprises.” This Big CC Hybrid stage one kit is fl exible too, forming a modular system that can be upgraded
depending on how much you want to do to the bike’s internals – and how much money you’ve got. Using a GT3071R Garrett turbine and a 38mm Tial wastegate the parts are capable for more power than is actually generated in the stage one system. Originally I designed the kit to run at 6psi where it would generate 275bhp. In this state, it’s running at 10psi and putting out 325bhp, but it will run up to one bar of pressure with a change of spring and engine map where we’ve seen 374bhp but the turbo itself is good for 500bhp.” Wow. But what about turbo lag? Sean reckons there’s no worries here, “Boot the throttle of a turbo car and you’re not going to get an instant reaction because you’ve got to move maybe two-tonnes of car that isn’t revving particularly hard. Bikes have an advantage in that they weigh a lot less and you’re already on the move, the engine is already doing lots of the work so lag isn’t really a problem.”

4 DO VERY LITTLE TO THE INTERNALS
Because the ZZR1400 boasts such fi ne (and robust) engineering as standard, there’s not an awful lot you need to do to the internals for this 325bhp conversion. The
head comes off, add a spacer plate with a thicker head gasket to change the compression ratio – and that’s it. The pistons, rods and injection system handle
it with ease. The turbo kit comes in at £3,500, adjustable vernier camshaft
sprockets are £500 (to allow the timing to be altered) and installation is £500. That makes a ride-in, ride-out 200mph price an incredible £4,500. Everything on the stage one kit is built for big power, the only restriction on it is set by fuel and
the boost settings. With internal work, the stage two uses a two stage boost controller and uses a clever piggyback system using two Power Commanders that work out additional boost referencing, along with other parts (like 750cc injectors and fuel regulator) to make nearly 500bhp.

5 HAVE THE RIGHT FUEL
MaxNOS is the daddy of all race fuel, it’s like EPO for engines. It makes normal race
fuel look like Kia-Ora compared to this fire breathing absinth. For normal use, super
unleaded is fine, but because it wasn’t our bike and because we were going to work the bike hard we thought it prudent to get some uber-fl ash go-go juice. MaxNOS is a fuel for the drag racing world. At 119 RON, it’s for engines that are on the limit of their development – although the ZZR was nowhere near the envelope of its operation. Here’s a quick lesson on octane ratings. Tempting as it is to think this, higher octane fuel on its own does not mean more powerful petrol. The octane rating
refers to the mixture of iso-octane and n-heptane in the fuel. The higher the octane rating the less likely ‘knocking’ will occur (where the fuel/air mix detonates before its ideal time through compression rather than the spark plug), which is vital on high compression and turbo engines. Fuels can be formulated to provide more
energy in conjunction with the higher octane rating, but on its own, octane does
not boost performance. So one trip to a drag car shop, and £94 later (for a 25-litre drum of the stuff), and we’re ready.

6 GET THE GEARING RIGHT
It’s all very well having 325bhp available at the rear wheel, but if you don’t get
your gearing right, a stock GSX-R1000 could be faster. When you’re dealing with
relatively confi ned spaces gearing becomes crucial. Too short and you reach top speed well before your braking point, too long and you’re only just getting into your stride when you have to slam the anchors on. Standard gearing on the ZZR1400 is a 17-tooth sprocket at the front and a 41-tooth sprocket at the rear. So it’ll potter around town without too much fuss and then rocket you up to over 180mph. Flexibility is great – until such point as you want to be focussed on one remarkable goal. So we stuck an 18 tooth sprocket on the front in the hope that would boost speed to 200mph.

7 IRON OUT SOME TEETHING PROBLEMS
We picked the bike up from Big CC, after they had changed the front sprocket to the
18-toother, and headed up to Bruntingthorpe, unwittingly with the wrong race fuel. Greeted by perfect conditions, we had to delay our top-speed runs because we thought
some BSB-spec Elf race fuel would be OK. A phone call to check revealed that MaxNOS would be better. Suitably chastened, Dave and I went home with our tails between our legs, desperately trying to find someone who would sell us some race fuel or Avgas.
The second attempt proved more fruitful, fuel procured, we headed out on another windless day to hit... 195.1mph and not a mile per hour more. We had hit the limit of the bike with half of the two mile runway to spare. Dave said that he’s never been so fast but so pissed off at the same time. Even though we’d fitted one tooth on the front sprocket it was not enough to drag us to 200mph. So we were straight on
the phone trying to source some different sprockets, although this is a task that’s more easily said than done because most people shorten a ZZR1400’s gearing rather than try and make it go faster...

8 FIND A STRAIGHT ROAD
Instead of fannying about on the roads, we took the ZZR1400 to the longest piece of straight Tarmac we could fi nd. After all, with a massive air fi lter poking out of the Kawasaki’s innards there’s not much scope to go scratching round the lanes, although once you calibrate the revised lean angles the bike is still good fun to scurry around on. The road to Bruntingthorpe is a well-trodden path for us at SuperBike. Why? It’s easy, the café there does the best cooked breakfasts in Christendom. It’s also a handy spot for doing speed testing because there’s not an awful lot to stop you. Strong crosswinds can hamper a run, but on a calm day you can max a bike out, easy. And there’s not much to crash into either. Well...

9 GET SOME MEASURING EQUIPMENT
We’ll probably see the big 200 on the ZZR’s dials, but the chances are you’re no-where near because inaccuracies with the speedo magnify the quicker you go, especially if you start messing around with the gearing. So we brought along a Racelogic Performance Box to back-up our boasting. As it’s based on GPS satellites
measuring your every move you can guarantee that the fi nal fi gure it spews out is accurate. It’ll be our proof that we actually did break the double ton.

10 BREATH IN AND BURY THE THROTTLE
After two false dawns, Dave and I were suffering from summit fever – we had to climb this mountain no matter what, so it was time to bring the big balls out. Or so we thought. 200mph has been a mythical figure for so long, but after just 20.7 seconds our goal had been reached. So much for building up to these things. What I’d like to be telling you now is how difficult it was to attain this fi gure, how manly and
brave we were to pin the throttle for so long, but never has going this fast been so easy. The most difficult part of getting to 200mph was launching the ZZR with venom.
With 325bhp ready to explode through the standard rear Bridgestone BT-015 tyre, the first few metres of this quest were the hairiest of all. Retaining its standard swingarm, the ZZR1400 just wanted to head skywards down the runway in its fi rst three gears. 100mph went along time ago, after just six seconds. 14 seconds later and we’d crack it - and strangely things were getting easier. A fuelling hiccup as you change gear that had yet to be dynoed out (Sean insists that this was easily
cured) hampered the runs under fullpower, but unless the throttle is pinned you don’t notice this, nor just how astonishing easily the turbo makes its power. By fourth gear the bike – and rider – had just about settled into the swing of things, with the front tyre now returning to employment and the bike settling into the run. It only wanted to maim me now where-as before it was intent on murder. This is like no ZZR1400, indeed no bike, I’d ever ridden before because the acceleration it generates is like nothing else on two wheels. I’d try and compare it to something to give you some perspective, but I’ve never been strapped to a Tomahawk missile before.
By now the speedo arm is well on its way through its second lap, but behind the bike’s big bubble it’s remarkably serene. As stable at this speed as it is 150mph slower, the ZZR charges through barrier – although I’ve got my eyes on the end of the runway rather than the GPS logger telling me I’ve broken 200mph. And that’s it. 202.9mph. As easy as that. So easy that Dave and I sucked our way through most of that £94 barrel of fuel hitting 200mph again and again and again. With even better gearing it’s good for at least 210mph, maybe even 215mph. We even contemplated what
the bike would do two-up, but thought better of it. This was like fi nding out that
someone had fitted a Stannah stair lift on Mount Everest. But what the hell, we
did it. Before we handed the bike back to its owner (who tours round Europe with
his wife on it – with panniers too!) It was time for one more magical run. So another thing crossed off my to-do list of life – and who cares that it was a doddle.

Thanks to: Big CC Racing
www.bigccracing.com
and Superbike
www.superbike.co.uk

GAERNE CYPHER BOOT

2007-09-07T02:55:00.000+03:00

Most boot manufacturers moved their production out of Italy because Italian craftsmen
were paid more than their Asian counterparts. The Cypher proves that a serious buyer can still get a great Italian boot for under $200.
An Italian-made boot for under two bills

WHAT IS IT? An inexpensive Gaerne boot that has many of the same features as their expensive boots.
WHAT’S IT COST? $199.99
WHAT'S IT DO? If it seems to you that motocross boots are popping up faster than garage bands on YouTube, you are right. When production switched from the cottage industry boot manufacturers in the Italian Alps to factories in Asia, the prices dropped and the number of boot marketeers rose. This is great for the consumer, who gets more choices at lower prices. The quality of
the Pacific Rim products has risen so quickly that it is almost impossible to find a true-to-life Italian-made boot in the showrooms of America today, especially in the
lower price ranges. But the MXA wrecking crew found one!

Gaerne, a long-standing producer of high-quality, Italian made motocross boots, hasn’t moved its production to Taiwan, Mainland China, Thailand or any of the former
Eastern Bloc countries. They continue to make boots the old fashioned way—in Italy. Gaerne believes that boots should be made by dedicated craftsmen, and that theory
is gaining some traction, based on the success of the topof- the-line Gaerne SG-10 and its mid-priced Fastback brother. Yet few motocrossers know that Gaerne makes a
sub-$200 boot in Italy. The MXA wrecking crew was fascinated by the concept of a lower-cost boot from Italy and set out to test the $199 Gaerne Cypher.
WHAT STANDS OUT? Here’s a list of things that
stand out with Gaerne’s Cypher boot.

Buckles. Unlike on the Fastback and SG-10,
Gaerne uses plastic buckles on the Cypher instead of metal. Even with the cost-cutting, though, the Cypher buckles are very durable and cinch easily. The straps are
simple to adjust. One caveat, however; overtightening can make the boot crease at the ankle and cause discomfort.

Sizing. The Cypher shares a common trait with
Gaerne’s high-end boots in that the sizing runs to the large side. If you wear a size ten boot in another brand, try a size nine Cypher. Once the MXA wrecking crew
made the sizing adjustment, we were shocked by how comfortable the boot was. The foot bed was roomy for the wider feet of Americans, while the toe box was perfect.

Materials. What makes the Cypher stand out from its competition? The white tag with black lettering that says “Made in Italy.” Those words speak volumes in a market inundated with boots from China. The Cypher
also has a steel toe, steel shank and quality construction.
These boots last a long time!

Sole. The sole on the Cypher came straight off of the SG-10. The sole is strong, lasts forever, and doesn't chunk apart from footpeg abuse. We loved this sole on the SG-10 and Fastback.

Place of manufacture. The Gaerne Cypher boot is made in Italy.
WHAT'S THE SQUAWK?
The sizing is a full size off, so make sure to order a smaller size than you normally
would.

HONDA CB600F Hornet

2007-09-04T13:48:00.001+03:00

If it would have been to a party, the Hornet would've been the understated, cool bloke all the ladies are interested in. Like a shiny, metallic lozenge, the Honda’s collector box is exposed when the Hornet is in its most comfortable pose – on its ear.

Engine
The complete opposite of convention – Honda’s gone for the most up-to-date 600cc engine it makes, and used it for the Hornet. That means the super-compact, lightweight motor from the 2007 CBR600RR, with a lower compression ratio and smaller inlets.

Type: l/c, 16v, DOHC inline-four
Displacement: 599cc
Bore x Stroke: 67x42.5mm Compression: 12:1
Carburation: PGM-FI fuel injection, 36mm throttle bodies
Gearbox: Six-speed, chain Power: 91.8bhp@11,800rpm
Torque: 43.3lbf ft@7,10,200rpm

Fuel injection
PGM-FI system uses 36mm throttle bodies, and one injector per cylinder compared with
the CBR600RR’s 40mm bores and dual injectors per cylinder.

Brakes
Two systems available – base setup has sliding twin-piston calipers up front, CBS/ABS version uses triple-piston front calipers, linked to the back brake, and an ABS system. The rear pedal operates the centre piston of the right hand front caliper as well as the rear caliper, via a delay valve that prevents small applications of rear brake applying the front.

Frame
The old bike’s steel backbone frame is replaced with a similarly-shaped cast aluminium backbone which is lighter and stiffer.
Suspension
41mm USD forks have no adjustment, rear monoshock is preload adjustable.

Exhaust
The most controversial part of the whole design – short stubby silencer and kinked downpipes look great from the right hand side. But emissions regs mean a large chamber tucked under the left hand side that’s pretty ugly. Designed to centralise
and lower mass while meeting noise and emissions regs.

Chassis: Cast aluminium backbone
Suspension: (F) 41mm USD forks, unadjustable
(R) monoshock, preload adjust
Brakes: (F)Twin 296mm discs, dual-piston calipers/threepiston calipers (CBS)
(R) 240mm disc, single-piston caliper
Wheels/Tyres: Cast aluminium/Bridgestone BT012
(F)120/70 17
(R)180/55 17
Seat Height: 800mm
Wheelbase:1,435mm
Capacity: 19 litres (4.2 gal) (4.1 gal)
Dry Weight: 173kg (381lb) [+4kg for ABS version)
The price is around 11,000 $ (5600 GBP) and it may vary depending on the local dealer. It's reasonable...I would definitely buy it!
Dry roads, riders!

KAWASAKI Z750

2007-09-03T14:21:00.000+03:00

The new Z750 was blessed with extraordinary good looks by it's maker.And that's not all that's good about it...

Engine
We’re slightly suspicious of the big K’s insistence on sticking with this lump – derived from the Z1000, itself derived from the ZX-9R. It would have to be better to
use a more modern ZX-636R-based design, we say. Having said that, it’s a lusty lump,
and, for 2007, it boasts updated dual-valve fuel injection with smaller throttle bodies (32mm from 34mm), finer injector nozzles and new ECU. The result is slightly less peak power, down 4bhp, but more claimed torque: 58lbf ft@8,300rpm instead of
55lbf ft@8,200rpm.

Type: l/c, 16v, DOHC inline-four Displacement: 748cc
Bore x Stroke: 68.4x50.9mm Compression: 11.3:1
Carburation: Dual-valve fuel injection, 32mm oval bodies
Gearbox: Six-speed, chain
Power: 94.3bhp@10,100rpm
Torque: 53.6lbf ft@8,300rpm

Frame
Steel tube backbone type frame now gets a pair of bolt-on aluminium bracing bars which run either side of the engine. This alters the stiffness of the frame, as well as relocating the engine mounts to cut vibration.

Suspension
New USD front fork has 41mm stanchions, with preload and rebound damping adjustment.
Rear monoshock is also preload/rebound adjustable.

Brakes
Discs are now ‘petal’ types all round. Front calipers are still twinpiston sliding calipers.
ABS is an option that costs another extra ~700$

Exhaust
Smart short silencer has massive triangular dual-cone shape, and contains an electrically-operated butterfly valve to cut noise and improve torque low-down in the
rev range.

The price (around 11,000 $) may fool you into thinking that the Z750 isn’t a scratcher, but nothing could be further from the truth.

Kawasaki’s design team has been one of the busiest in the business, and has come up trumps with the smart new look of the Z.

DYNO
The power is fine, but it’s the torque curve that tells the story of the Z. It hits 40lbf ft about 3,000rpm, then stays nice and fl at until past 10k, with a decent bump about 8,000. It’s a clear 10lbf ft stronger than the 600s at peak, and has an
even bigger advantage at several spots in the rev range. No substitute for cubes...

Chassis: Steel tube backbone/aluminium engine subframe
Suspension: (F) 41mm USD forks, preload/rebound damping adj (R) monoshock, preload/rebound damping adj
Brakes: (F) twin 300mm petal discs, dual-piston calipers (R)
250mm petal disc, single-piston caliper
Wheels/Tyres: Cast aluminium/Dunlop Qualifi er (F) 120/70 17
(R) 180/55 17
Seat Height: 815mm
Wheelbase: 1,440mm
Capacity: 18.5 litres (4.1 gal)
Dry Weight: 203kg (447lb) [+4kg for ABS version.
About it for this sweet Kawa. I hope i convinced you in the dilemma ob buying it or not. It's a good motorcycle but the choice is yours.
Dry roads, riders!

Courting silencers

2007-09-02T17:45:00.001+03:00

What do they do?
If the name was correct, a silencer would mean that you’d hear nothing from the pipe of a motorcycle. So a silencer is more like a quietner, reducing what would be a god-awful din into something far more harmonious. All bikes come with silencers, but due
to worldwide noise and emmissions laws stock silencers can rob a bike of power and leave it sounding muted.

Why do I need a new one?
You need a new one because the stock exhaust is either too restrictive, too quiet or too damn ugly. Aftermarket manufacturers don’t have to abide by emmissions laws, so mechanically speaking, their products are far more effecient – meaning you get a more
powerful machine. Chances are, it’ll sound a lot better too and with the new trend of odd looking end cans, you can tailor you bike to suit your style.

What to look for
It’s easy to look at what’s on a race bike and think that what’s good for the goose is good for the gander too. But some exhaust companies just pay for their logo to be on a bike - rather than supply the exhaust itself. Established brands are usually the best to go for, although big gains can be had elsewhere. Check out bike specifi c
forums for tried and tested reports. You’ll then have to decide if you want an ‘illegal’ race pipe (stamped ‘not for raod use’ or stick to the letter of the law. Some fi rms offer a removeable baffl e for the best of both worlds. But remember - loud pipes save lives...

MICRON
GSX-R1000
SLIP ON SILENCER

A good silencer can add power, smarten up a bike’s looks and sound great

British engineering doesn’t get much better than these Micron MotoGP style exhaust cans. Using the fi rm’s unique hydraforming technology (other companies use this
technology but nowhere near to the same levels as Micron) these cans talk the talk as well as walking the walk. The hyrdaforming process uses just one piece of pipe to make the whole unit. The end cap is then cut off to add the baffle wadding (and to make it serviceable in the future) and then rivetted back on. This process saves 1.4 kilos over the stock unit and adds up to 10bhp according to Micron, who has seen
big gains above 8,250 revs through to 11,500rpm. There’s no need to add a Power Commander either as Micron’s design doesn’t neccessitate big changes in fuelling. Road legal and available in three fi nishes they offer great performance at a very keen price. You could do a lot, lot worse. It's under 1000 $ . Very nice! If it's available near you, at the local dealer, BUY IT!

Suzuki GSX650F 2008

2007-09-02T17:34:00.000+03:00

Suzuki also wheeled out this thoroughly refreshed version of the tired old GSX600F

Essentially a 650 Bandit in a party frock. But its GSX-R inspired appearance should draw legions of fans looking for sportsbike style with greater practicality and low running costs. Cheap to buy too, at around 9,600$ (£4,800)

Triumph Street Triple

2007-08-31T21:07:00.000+03:00

Born of thoroughbred stock, the new Street Triple offers the heart of the thrilling Daytona 675 and the soul of the lawless Speed Triple

Some motorcycles need long, flowery introductions to ease into an amusing, anecdote filled report on its ability. The new Triumph Street Triple is no such machine, for to waste words on setting dramatic scenes or carefully constructed stories would be doing the most exciting bike of 2007 a huge injustice. I’m sorry to ruin the end of this tale, but after one of the best day’s riding I’ll ever have I can’t keep you in suspense as to the Street Triple’s talents until my fi nal paragraph. Too often we talk about naked middleweight machines as being dumbed down and stripped bare. The recipe is simple enough, but the execution of it is hard to master. Some bikes end up being too revvy and unsuitable for their new application, while other bikes finish up as dreary, soulless shadows of their former selves. But once in a generation a bike comes along and blows every preconceived notion about the class into smithereens.

And that bike is the Street Triple. With the heritage of the Speed Triple as one
parent and the dynamism of the Daytona 675 as the other, the Street Triple always had the potential to be a wild child. It’s like having a rockstar dad and a swimsuit model mother. And so it came to pass...Launched on the shores of Lake Garda, and using roads that the renowned Trento-Bondone hill climb route scorches up, the test for this naked machine couldn’t have been sterner. Any corner cutting, so obvious in this class, would be cruelly exposed through a route whose corners ranged in speed for 20mph to 120mph. Its unadjustable suspension would feel mushy and imprecise, its cheap two-piston sliding brake clippers would fade and capitulate and its revised engine would wheeze meekly at altitudes that reached 1,700 metres
surely? On other machines maybe, but not the Street Triple. The day started
brilliantly with Lake Garda disappearing in the rear-view mirrors. The lake wasn’t replaced by more stunning scenery, but rather with Tarmac as the fi rst of what felt
like a hundred wheelies was executed out of the swish Italian resort. My wheelies are normally unspectacular in both height and length, but the bike loaned me talent for the rest of the day. But stunts would have to wait as almost immediately into the
120km ride the route took us up a blissful ribbon of road into the stunning Dolomites scenery. The surface was unusually good for an Italian road, but the challenge was anything but easy – and this is where the Street Triple’s Daytona 675 DNA comes into its own. The 675 is an amazingly lithe and exact bike, classleading
in fact, and given that the Street Triple shares almost everything of the 675’s chassis it comes as no surprise that the Triple made light work of this harsh terrain. I had coffee and croissants for breakfast. The Street Triple had this tortuous strada. Even if Triumph had lavished the Triple with the same adjustable
suspension as the 675, I wouldn’t have touched a thing on this bike. And the unadjustable suspension (except for preload on the rear) seemed to offer easy compliance to a wide range of shapes and sizes with the rear Dunlop Qualifi er tyre being the first to buckle. Sublime stoppers Quick to turn, especially with the wider bars, the Triple offers amazing feedback and precision through a huge range of
corners. Feeling solid and stable in quick turns, but responsive and easysteering
through slower ones, the Street Triple breeds confi dence like a contagious infection – and within a few corners you’ll be the next victim of this horrendously fun disease. But those cheap, nasty brakes were nagging away at me. But what better
way to test them than to charge up to a dozen hairpin bends at anything up to 100mph and then shed 80mph in as shorter time as you dare. That’ll show Triumph up to be
the corner cutters that they are, surely? Well, no actually. The brakes are amazing. Yes, the two piston Nissin sliding calipers work as well in this context as the 675’s
do on the race track. Friendly, but ultimately forceful, they suit the bike to a tee.
OK, so Triumph has got the chassis and suspension spot-on, they’ve sorted the brakes
too. Surely they’ve messed up the engine, detuning the soul from the Daytona 675? Not
a bit of it. The engine has been worked on, but nothing like to the extent it would take to mess with the 675’s amazing triple confi guration delivery. Revisions, small that they are, come in the form of a revised camshaft that reduces cam lift slightly
and new pistons that are better suited to the slightly lower revving engine. In fact, the motor is actually stronger to 9,000rpm than the 675 – just where you want a naked bike to excel – and it’s hardly shy above this, pumping out a (claimed) hugely satisfying 107bhp at nearly 12,000rpm and offering crisp, clean delivery on
every throttle opening. What this translates to on the road is a fl exible motor that offers response in almost every gear in almost every situation – whether it be pulling in third out of a hairpin bend and still keeping in touch with other hell-bent riders or riding the bike on the redline. Cost effective So far the linage of the Daytona 675 is clear. Borrowing the frame and the engine, this is bound to be the case, but the legacy of the Speed Triple, beyond that of its looks, is never far away. And that legacy is a very naughty one indeed. Yes, as well as doing a great impression of a utilitarian machine for the masses, suitable for novices and experts
alike, the Street Triple can turn a green stunter into an expert in the space of a
day. As Triumph’s product manager, Simon Warburton puts it, “We anticipate it getting abuse.” The Street Triple makes its Speed Triple brother feel like a lardy old bus as it wheelies with ease from the fi rst two gears, before turning you into a stoppie-meister in the space of a few passes. But even this isn’t the best thing about the Street Triple. No, the fact that it is 10 800 $ (£5,350) is the best thing about it. I can’t see how Triumph has done it for the money – and even Triumph’s bean counters are wondering how they let this one through the books. Margins on the Street Triple are low for everyone – the factory, importers and dealers – so Triumph are hoping that volume will make fi ll the potential black hole where profit once was. And if there’s any justice in the world the Street Triple will sell by the thousands because I can see no better way to commute, scratch or stunt than this.

Suzuki HAYABUSA 2008

2007-08-31T14:29:00.000+03:00

Suzuki flew an exuberant European press gang to Rome to unveil a selection of new models, including the updated Hayabusa and the long-awaited huge naked, the B-King, which i reviewed yesterday.

Hayabusa fans have been waiting patiently to see the ol’ bus overhauled, as it’s changed barely a jot since its introduction in 1999. There
are plenty of worthwhile tech upgrades, but those hoping for a radical redesign may be slightly disappointed because the changes are more evolution than revolution.
The styling has been smartly modernised but without making a major departure from the
existing shape or profile. Only the swooping new tail-unit, which has a hint of the classic sportscar about it, catches the eye as markedly different. In essence, the Hayabusa is just as bulbous and curvy as it was before, presumably to retain warpspeed-conducive aerodynamics. And, like those women who describe themselves as ‘curvy’ in dating ads... yes, the ‘Busa is still fat and ugly (in fact, 3kg fatter),
albeit with plenty of personality. And around 200bhp. The new Hayabusa will be priced close to 18.000 U.S. Dollars (9.000 GBP) and will be available from October.

Here are some details about the new unleashed beast:
Exhaust
The most important change from a practical point of view is the new exhaust system, which saves the ‘Busa from Brussels’ scrap yard by meeting Euro 3 emissions rules. The penalty is gargantuan dual silencers, similar to those of the GSX-R1000 K7... bring on the titanium Yoshimura.

Chassis
It’s always handled surprisingly nimbly, but the new Hayabusa has a refined chassis that is lighter and more rigid.

Instruments
The new instrument cluster includes a gear indicator and drive mode indicator.

Aerodynamics
Wind protection is improved by a slightly wider fairing and 15mm-higher screen,
designed to reduce the drag caused by the rider’s arms and legs.

Fuel injection
Updated with Suzuki’s latest dual valve, dual injector setup and the GSX-R1000’s S-DMS (Suzuki Drive Mode Selector) – selectable engine mapping, offering three different types of power delivery.
Forks
The revised, 43mm forks have a ‘Diamond-Like’ titanium carbide coating to minimise
static friction.

Steering damper
It come with a steering damper straight from the fabric. This is a similar electronic item to that on the GSX-R1000.

Rear sub-frame
The old bike’s ally sub-frame didn’t like hard-luggage and exhaust mods, so the new ‘un uses stronger rectangular steel tubing to increase the load-bearing capacity.

Engine
Displacement is up to 1,340cc, with new, lighter pistons and titanium valves. Compression is up to 12.5:1, and cylinder skirts have large ‘U’ cutouts to reduce pumping losses.

Brakes
The brakes, one of the old bike’s few weak points, have been brought up to date with the addition of radialmount, four-piston calipers and smaller (310mm), thicker discs.

Spec Highlights
■ Engine: 4-stroke, inline-four, l/c, DOHC 16v
■ Displacement: 1,340cc
■ Gearbox: six-speed
■ Chassis: Twin-spar aluminium
■ Rake/trail: 24.2°/98mm
■ Wheelbase: 1,485mm
■ Fuel capacity: 21 litres
■ Dry weight: 220kg
■ Peak power: 200bhp

With these specs, this bike will stay at the top for a long time, i reckon. And the looks...it's incredibble. If it wouldn't cost "only" ~ 18000$, I would surely buy one...or two ! But with this price, I'll limit myself to just writing about it.
Dry roads, riders!

Suzuki B-King 2008

2007-08-30T14:10:00.000+03:00

After a lot of time spent on the designing board, since 2001, when it was a concept bike, it finally got to the production state for 2008.

What can I say...this is a huge muscle bike which "hides" a 190 BHP Hayabusa engine. It acually looks like a GSXR 600 that received a good dose of highly rated steroids.
The width is simply astounding, and lends a fearsome quota of road-presence. It weighs in at a lardy 235kg, but Suzuki assures that the B-King is designed to handle as well as own the road.

Indeed, former BSB champ John Reynolds helped develop the bike, and he assures that its capability on the track completely contradicts its huge monsterly proportions.

When buying an old, used bike

2007-08-27T15:56:00.002+03:00

DEAL OR NO DEAL?
Buying used bikes can save you a stack of cash. But unscrupulous dealers and uncaring owners make it a minefield for the unwary. Use your head, though, and you'll get a good deal.
Being sensible isn't always the best policy in life, but if you're buying a second-hand bike, then it always is. I'm concentrating on buying privately here, but you can adopt the same approach when you're buying from a dealer.
Discipline is the key. Dreaming is not an option, so go about the process with a clear head and don't let your heart interfere with your decisions. Getting a different bike is exciting and it's easy to think you spotted a bargain, rush in and make a hash of it. If you don't know enough about the model you're set on, then ask someone who does, prefferably a close person, who you can trust. Best for you is to take them along with you.
Glaen as much info from the seller as possible before you view the bike. Saying that you're phoning about the bike rather than the specific model will reveal if he's a genuine private seller or a dealer who has loads of bikes to sell. Ask lots of questions. It's you money, after all. You afford to ask questions.
Ask about the reason why he/they are selling it, the bike's condition, mileage and number of previous owners. Ask if it has any faults, a full service history, if it was crashed before, if it has done track days, if it's standard, and if not, what standard parts are available. And find out if you can give the bike a test ride. It's important to give the seller the impression that you're an interested expert who knows their stuff and shouldn't be messed about.
Once you're happy with the answers, then you can go to the seller's home and inspect the motorcycle. Try and do it on daylight, so you can see better if there are any parts damaged, pain scratched etc. And ask them not to run the engine until you get there. At the first glance, not on the motorcycle, but the sellers, size them up. Try to find out if they are genuine, honest sellers or just scammers, just by the way they look. Be wary, if a bike looks very good, I mean brand new paint-job, brand new exhaust etc and still it has a low price, ask a whole lot of questions and be very carefull when you inspect it for any flaws. Usually, when a bike looks very good, sounds great (because it has a brand new exhaust), but it's very cheap is just trying to look like a mega-bargain. But guess what: it rarely is! The scammers prepare the crashed bikes and paint them very nice just to impress you with the exterior. Don't be fooled, be very cautios in a situation like this. I warned you! :)
Then, check all the paperwork and the documents thoroughly. Frame and chassis numbers must match those in the logbook which itself should have a watermark running through it. All certificates and receipts for claimed servicing and repair work should also be checked. It would be better though, that those wouldn't exist, not that they were thrown, but it would rather be a bike in a good condition, with no capital repairs made.

The main thiongs you should inspect when buying a "new" bike are:

- The engine: it is obviously very important to check. If you don't know how to check it, then get a friends that does. Visible signs are smoking and fluid leaks, audible ones are rattles and squeeks. Check how easily it starts and if the fan is working.

- The linkages: Make sure nothing's unduly loose and rattling. Pay particular attention to the swingarm bearings and the headstock.

-Brakes:Check if the disks show signs of wear and tear and if they're warped. Lever action should be smooth, pads shouldn't be worn and scratched.

-Rear suspension:While on the sidestand, hold the bars and give the rear suspension a bounce. It should feel smooth and progressive bith ways, up and down.

-Clutch and gearbox:These can be checked best in the test ride. Just test that it actually works, by checking the pad. :)

-Front suspension:Standing in front of the bike you should give it a good bounce while you grab it by the grips. Same as the rear suspension, it should be smooth and have no flat spots.

-Clocks and dials: Everything must be working and registering acurately. This will require a test ride too.

-Panels:Check for scratches, scrapes, dents and mismatched colours(remember what i told you about scammers).

-Tyres: Estimate how worn are they and how long it will take untill you will change them.Anyway, i suggest that you change the tyres as soon as you have the money to do it, because you never know how the previous rider treated them and you don't want them to fail when you are doing a wheelie or something like that.

-Accessories: Now this is what I was talking about...if the footrests, grips and other accessories are brand new double check them. They may be hiding something. Check the mileage...it could have been clocked.

The last thing you do before walking/riding out the sellers home is the test ride. This last test can tell you more about the bike than any other checkes that you did before on the bike. That, if you have enough experience. If not, well, you'll know better next time you buy an used bike.
I hope this will open you eyes a little when buying a "new" used motorcycle.
Dry roads riders!

BMW K1200R - Sport

2007-08-20T14:11:00.001+03:00

Typical, the best spring since the end of the ice ace and I ended up on my back for two weeks - and not in a good "honeymoon" way. To top off the misery, I had a shiny new BMW K1200R Sport (or Arse Port as it's known in the office) gathering dust in the shed, taunting my temporary disability. The German sense of humour has always been dark.
I've had an operation on my perennially dodgy ankle, so while my stiches weeped, all i could do is look at the AC Schnitzer website(top German tuners), scour BMW forums and dream of summer trips away with the big Beemer.
Prior to going under the knife, U'd put bearly 1,000 miles(1600 Km) on the best German missile since the V1. That was enough to learn that, if you wind the 1,157 cc motor up to 10,000rpm it's as scary as a doodlebug homing in on your East End house 60 years ago. Yes, I'm new to this BMW stewardship, and I'm finding old prejudices hard to banish, so expect plenty more war, lederhosen and strudel references over the bext few months. Well, they started it.

My initial weeks of testing the Arse Port,sorry, R Sport, have been great, but I remain puzzled over its actualt existence. I still don't know why it ever emerged from the Bavarian Motor Works, what with it being the middle brother of the fully faired K1200S hyper tourer and the avant-garde naked K1200R muscle bike. The half fairing of the R Sport gives The machine its own little niche, but its existence seems to lie solely in BMW's Teutonic quest to have a thousanddifferent bikes in their range by 2010. The German firm are rattling new bikes out like Messerschmitt 109s in the 1938(see, told you) and the R Sport seems superfluous given the similarities between it and its brothers. But what the hell, for my 140 mile daily round trip, it's right out my 'strasse', aping the flexibility and comfort on the Triumph Speed Triple I ran last year.
So far, I've gone far out of the commuting comfort zone - although the BMW's ability has tempted me to come off the M4 one junction early to sample some of Berkshire's bumpy B-roads. Here, the Beemer's idiosyncratic suspension seems to want a little adjustment and isn't as refined as the motr that powers it. SUporting decent Bridgestone BT-014 rubber (now majorly squared off) the fron suspension doesn't seem to be making the most of it, feeling a little distant as you start to push, while the suspension's stroke at the rear, particulary copression, can upset the machine on the roads tha I greew up on.

But this all gives me somthing to work on, and having spent a fair amount of time on the R Sport's brothers, I feel confident that, with some tweaking here and there, it could be this year's perfect all-rounder.

5 STEPS TO FASTER SAFER RIDING

2007-08-16T19:04:00.000+03:00

WHAT HAPPENS NEXT?
Don't try to guess what happens around the corner. Approach every corner ready
to brake or accelerate when you can see.Allow yourself to do that earlier, by entering a corner on a wide line.

BODY POSITIONING
Body positioning is important. You need to be the boss of your bike ready to make it do whatever you want it to. So sit in top of it rather than hanging off trying to get your knee down or be concentrating on getting tucked in like a 125GP racer.

KNEE DOWN OR NOT?
There's absolutely no need to get your knee down. If you do you're either leaning too far off the bike, making it unstable or you're leaning too far over. You win't see Bruce Ansty os John McGuiness here getting their knee down too often at the TT because it doesn't make them any faster.

Now, here are five steps to follow for improving your riding speed and safety.

1

Ride smoother and piece stretches of road together. A sequence of bends should blend into one - this is where road knowledge makes the difference. Adopt the slower in, fast out approach. Use the vanishing point to guide your responses(braking,accelerating and road positioning).

2

A familiar road is the best place to practice getting quicker and more confident with your bike but don't attempt to ride faster without being completely comfortable on your bike. You should know hot it behaves inside out so that nothing surprises you.
3

Roads can be unpredictable so don't push to your limits. you always need a margin for error even if you sre John McGuiness doing a 129mph lap at the TT. Rushing up to everything trying to be the last of the late brakers isn't the answer. A smooth rider is a fast rider and a calm one at that.

4

Use you senses, all of your field of vision to judge space and speed. Don't ride so fast you're rushing along in a blind panic. You should be noticing lost of information about the road ahead, the scenery, the road signs, road markings, that dead badger as well as making the vanishing point your guide.

5

If you're following someone don't get too close and don't actually watch them, their back wheel or anything else. You should be looking through them, almost like you're following a "ghost rider" on the MotoGP Playstation game. Let them guide you but don't let them affect your judgement about where to brake and what line to take.

Dry roads riders!

New Yoshimura Tri-Oval exhaust

2007-08-15T13:03:00.000+03:00

JP has been busy in the workshop fitting a Yoshimura Tri-Oval full exhaust system to his long term Suzuki GSX-R1000.
The rolling test bed that is our long term fleet gets updated regularly with new kit to test and rate. JP has been busy replacing the LeoVince titanium exhaust system with a shiney new Yoshimura Tri-Oval stainless steel one.

It is naturally slightly heavier but the advantage of this system is the mid-pipe section can be turned through 180 degrees to affect more top-end or more mid-range power.

Dainese buys AGV helmets

2007-08-10T03:23:00.000+03:00

Well, it makes some kind of sense. Dainese lids have never been too popular and Dainese rider Valentino Rossi rides an AGV. And both firms are Italian.

AGV importers told that it wouldn't make a big difference in terms of importing and distribution but that it would probably be good for AGV to be with a company like Dainese, which was interested in the product and its history rather than just AGV as a business proposition.
Here's a bit of the press blurb:

"On July 30, CEO of the eponymous Vicenza-based leader in the production of dynamic
sportswear and safety gear Lino Dainese placed his signature to a very important
agreement for the sports international market.
Dainese S.p.a. is now purchasing AGV S.p.a., the legendary Italian name in the design
and construction of motorcycle helmets for both sports competition and amateur use. The
new purchase provides enormous satisfaction and brings the ownership of the helmet
producer sold to the Belgian Imag Group in 2002 back into Italian hands.
The operation assumes strategic importance for Dainese and substantially increases its
share of the international helmet market."

Valentino Rossi has trouble with taxes

2007-08-10T03:12:00.000+03:00

Reports in the Italian press says that top MotoGP star is being quizzed about 60 milion euros undeclared revenues.

Valentino Rossi may be fast enough to be multiple-times MotoGP champion, but he can't outrun the taxman. Italy's biggest newspapers are reporting that the 'Moto Genius' is in trouble for allegedly dodging 60 million euros worth of taxes. Phwoar!

According to La Stampa and Corriere della Sera, the evasions began in 2000 when he officially moved to the UK. This meant he no longer paid taxes in Italy, but he also made the most of the UK's 'resident but not domiciled' laws by declaring only what he earned on our shores (peanuts, if those). So all the lucrative sponsorship deals and the millions made from his Yamaha contract were, allegedly of course, tax-free. Allegedly again, profits from these went straight into companies set up by Rossi's tax advisors in Dublin, London and in other countries to put the taxman off his trail.

If Rossi's found guilty of tax evasion on such a humongous scale, the punishment's a hefty prison sentence. And there were we thinking he'd moved to Blighty for the weather!

HOW GOOD ARE THREE WHEELS ?

2007-08-06T12:07:00.000+03:00

--> PIAGGIO MP3

There's been a rash of the new three-wheeled vehicles appearing of late, some promissing bilke-like thrills with extra safety. Now the question is "do high-tech three-wheelers have a future in superbiking? "

First, Piaggio's MP3 and Fuoco, now the Can-Am Spyder, and even Harley Davidson is rumored to work on some sort of three-wheeler. So, is this the future? Are three-wheelers going to sate the safetycrats who're out to kill off motorcycles once and for all, and prove a viable new route for bikers?
In terms of safety, there's no doubt a three-wheeler is more stable than a proper bike. You can even slide an MP3's twin front wheels without falling off, while the Spyder takes as much effort to crash as a car.

CAN-AM SPYDER -->

But it's not that simple.For a start, none of these are going to tempt bike riders in significant numbers. The scooters are too heavy and slow and the MP3 technology won't easily translate to higher performance bikes anyway, as is upsets the weight distribution and slows the steering too much. As for the Spyder, it's too wide, slow and car-like, for all it's funky looks, to make real inroads into the bike world. Already riders' groups the BMF and MAG have given it the cold-shoulder as its drivers' needs simply aren't the same as bike riders', so it wouldn't be possible for a campaign to inlcude it and bikers together. And it's not allowed in bike parking bays, bus lanes and the like.
The Spyder, as its number of wheeles suggests, is half way between a bike and a carl a step up for four-wheeler fans in terms of excitement while addressing some of their dafety concerns, but it's a step down for bike riders.

Why then are these three-wheelers making an appearance now? It's simply another facet of the oncreasing diversity in "leisure-related" vehicles which has been going on for the last decade. There are more models of bikes, in more categories, available now than ever. A dozen years ado, there were barely any big naked bikes around, yet now there are hordes of them. Car manufacturers are constantly looking for new niches too, so it was inevitable that more than one manufacturer would think about a different number of wheels.
The Piaggio-Gilera concept will catch on in the scooter sector because it offers more safety without compromising the basic scooter appeal os traffic manoeuvrability. But cars cause jams, not bust them, so a car-width three-wheeler offers nothing there, and less in other respects to bike riders, so it will only be a curiosity.

DIY (do it yourself) clutch replacement

2007-08-03T21:50:00.000+03:00

Has your motorcycle's clutch started slipping or grabbing? Don't panic and don't resign yourself to leaving you bike at the dealer for a week. You can change your clutch plates yourself with a few tools and the necessary parts.

Most motorcycle riders don't think about their bike's clutch at all. Sure they use it every time they ride. They may even do the right thing by adjusting and lubricating the motorcycle's clutch cable occasionally. But really think about the clutch? Never - that is until it starts to get cranky and becomes grabby, or just gets lazy and starts to slip. Replacing the plates, the usual villans in this scenario, and perhaps the clutch springs is easy and takes perhaps an hour on most bikes once you have the necessry parts and tools. I offer this run-though on a Virago 750 to inspire those who are unsure of the process. The process is typical of most Japanese motorcycles, a bit different than a Harley, and much different than with a dry clutch, such as you might find in a BMW or Moto Guzzi.

1. Gather What You'll Need

Although you can often get away with only replacing the clutch's fiber plates, we usually replace all the plates and springs to assure that everything is within specs.

After gathering all the parts, any mechanic - even a novice - can replace a clutch in about an hour. The tools required to replace the clutch in the Virago 750 were: 10mm, 14mm, and 17mm sockets; a 5mm allen socket; 4- and 6-inch extensions (although the 6-incher will do); a ratchet; a torque wrench; a 14mm wrench; a big flathead screwdriver (a technical term); and gasket sealer. Of course you also need a shop manual, some clean rags, refreshments and a clean place to work. Music is nice, too.

2. Open Up the Patient

Start by leaning the bike away from the clutch side, so the oil will stay put when you get the clutch cover off. (If you're replacing the clutch after it has failed, you should change the oil and filter - since they're most likely contaminated with clutch-plate particles. This may seem like a good time to change the oil if you need to do do anyway, but you might want to wait a couple hundred miles and do it when the clutch plates have broken in and shed their initial friction material.)
To get to the 750 Virago's clutch cover, we needed to remove the brake light spring, the brake pedal (note the alignment marks on the pedal and spindle to simplify replacement), and the right peg mount bracket.

Next, using a 5mm allen, loosen all of the clutch cover bolts in a crisscross pattern. Pick a point on the cover (mark it with a grease pencil if you're forgetful), remove the bolts one at a time in either a clockwise or counter-clockwise direction, and place them in order on a clean shop rag.

Since the length of the bolts in the Virago clutch cover varies by almost one-half inch, trying to figure out which bolt belongs in which hole is time-consuming and terribly dull. ("Nope, doesn't fit there. Not here either. Dang. Only 12 more to go...") If you are afraid they might get accidentally scattered, set them on a strip on duct tape to hold them in order.

3. Peel Back the Skin

To remove the case cover on the Virago, remove the oil filter cover, then locate the notch between the clutch cover and the engine case (slightly in front of the oil filter cover). Gently pry the cover free of the case with a screwdriver. (Although some people may say you can save the gasket if you remove the cover carefully, we recommend buying a new one to assure an oil-tight reassembly.)

4. Get to the Plates

Next, remove the clutch pressure plate bolts with a 10mm socket.
Take note of any alignment marks on the clutch pressure plate and basket that may need to be matched on reassembly, or make your own with a marker.
5. Relieve the Pressure

Remove the pressure plate (the top plate on the clutch assembly) and set it aside. The throw-out bearing in the center of the basket may fall out as the pressure plate is removed. (You should set a couple of rags beneath the clutch to catch it so it doesn't get damaged bouncing on the shop floor.) If it does, check for alignment marks and place it back in position.

Next, using the tips of your fingers, or a pair of curved picks, remove the clutch plates one at a time and stack them in exactly the same order. Note the plate order for installation. Incorrectly stacked plates can cause premature clutch failure.

6. Neatness Counts.

The importance of how carefully parts must be set aside can't be overstated. Getting all the components disassembled and organized in order is extremely important so that you know how everything goes back together. It also allows you to see where trouble has developed.
Here, the full set of clutch plates, both the friction plates and the metal plates, are zip-tied together to maintain their order, prior to inspection.

7. Order Counts Too

If fasteners are arranged neatly and logically, reassembly of the clutch pack and covers will be much easier for novices and experts alike. If you have followed the suggestions for arranging the fasteners you removed back in Step 2, this should go smoothly.

8. Check It Out

While the clutch is apart, inspect the clutch basket's inner and outer hubs for wear.
If any notches or grooves are visible in the fingers or splines of the clutch basket, the basket probably needs to be replaced. Consult your shop manual or local mechanic for information on how to remove the basket's hubs. Remember, installing a new clutch into a worn basket may result in abrupt clutch engagement or clutch chatter.
If you don't plan on replacing the steel plates along with the fiber ones, check the steel plates for any signs of wear -- such as discoloration or scoring. Measure the steel plates' thickness to make sure the plates are within suggested tolerances. Make sure the plates are not warped by placing them on plate glass. If any of the plates do not lay flush to the surface, or can be rocked in any direction, replace the plates as a set.
Because we hate doing the same job twice, we chose to replace the steel plates even though the stockers showed no signs of wear.

9. Come Together

Before assembling the new clutch pack, soak the fiber plates in fresh oil for five to 10 minutes.
When sliding the plates into the clutch basket, be sure to arrange fiber and steel plates in exactly the same order as the old clutch pack. If you are unsure, the innermost and outermost plates are usually fiber -- but check your shop manual before proceeding.
The steel plates are usually made of stamped metal, with one rounded edge and one sharp edge. Some mechanics say to make sure the steel plates are installed with the sharp edge facing the pressure plate, or excessive outer hub wear may result. Barnett says it doesn't matter if the sharp edges face in or out, but all of the steel plates must be installed facing the same way.

10. Torque Talk
Place the pressure plate over the clutch pack. Install the springs into the pressure plate and screw the bolts in until snug. Be sure to install the springs and bolts and tighten them gradually in a crisscross pattern for even pressure on the plate. Using a torque wrench, tighten the bolts -- again in a crisscross pattern -- to the shop manual's specified torque (5.8 foot pounds in the case of our Virago). While some people may proclaim with pride that they never use a torque wrench, we've found that properly torqued assemblies (clutch and otherwise) fail much less frequently.
Again, although the original-equipment springs showed no signs of wear and exceeded the 40.2mm minimum-length specification, we chose to replace them with Barnett springs. While the Barnett springs are stiffer and require a slightly firmer pull at the lever, the company says that the additional tension provided by the springs helps make engagement of the Kevlar plates more progressive.

11. OK, Strip!
Clean off any remnants of the old gasket with a knife or gasket scraper. Be careful not to score the sealing surface. Chemical strippers, like naval jelly, can help in particularly tough cases, but be careful to keep these chemicals away from all painted parts. Make sure all gasket pieces are removed from both surfaces.
Clean the mounting surfaces with a solvent, such as contact cleaner, to make sure no oily residue remains to interfere with gasket adhesion.

12. All Together Now

Apply a thin coat of gasket sealant to both gasket mounting surfaces. If you are unsure of where to apply the sealant, look at the shape of the gasket itself.
I've found that pliable, non-hardening sealant works best on covers like the clutch cover. After allowing the sealant to skin over for a couple of minutes, place the new gasket in position on the engine case. The sealant should hold the gasket in position. Make sure the dowel pins in the case (if any) are in place before mounting the cover.

Reinstall the clutch cover bolts in the same order that they were removed, but do not tighten more than finger-tight. Once all the bolts are installed, torque them to the factory specs in a crisscross pattern. Finally, install the footpeg bracket, the brake pedal (don't forget the alignment marks), and the brake light spring. Let the bike sit for an hour or so, to allow the gasket sealant to set, before starting the engine.

Your new clutch will most likely engage in a slightly different lever position, and you may have to adjust the slsck in the cable to adapt to this. But you'll also notice it engages much more positively than the cranky old clutch you removed.

Since the new clutch will shed more friction material initially, change the oil after a few hundred miles.

HOW MUCH CLUTCH?

2007-08-02T15:38:00.000+03:00

This is a real "how long is a piece of string?" question. A clutch can last up to 100,000 miles (160,000 km) or more with gentle use an correct adjustments. But a ham-fisted rider can destroy a new one in a few minutes.
If your clutch is ok, don't replace it. The firste sign of wear can be if it becomes grabby - that can be reson enough to replace it. And if it starts to slip (you'll notice it first when you give the bike a big handfull of revs in a high gear), then it's definitely time for a new clutch.
As for "do it yourself" replacement, it's a medium-difficulty job. If you do it, consider replacing the springs as well as both sets of plates (friction and metal). Genuine ones are better than replicas, but cost more too - lots of people use quality pattern parts such as EBC with no problem. You'll need to drop the oil out, remove the side casing and pay attention to how everything comes apart so that you'll be able to put it back again. Everyone says that plates are all the same size but I'd suggest to keep the old ones in the order you remove them as there can be subtle differences. And you can always use them as refference is needed.

I will publish an article about how to change your clutch yourselves in a few days. I am still working on it. Peace!

STEERING DAMPERS

2007-07-31T01:38:00.000+03:00

Picture this scene: you're on your favourite road, riding it like your very own TT course. You know every bump and ripple, every apex, every chamber. There are no surprises, and you're visualising each crest and braking point before it even comes into sight. Your bike feels like an extension of your body and your confidence has never been higher.
Swoop downhill, clip the apex, pick it up, and grab a massive handfull as the road opens up into a long, sweeping right-hander. Your added conviction means you hold a tighter line than ever before, scything toward the middle of the road. Then it happens, your bike bites back. Gassing it hard, glaring ahead, you barely notice the front-end's proximity to the center line. It's too late;the front wheel skims off the tarmac then clips a cat's eye. The bars snatch violently one way then the other. You're hanging on like a tortured chimp and your life's flashing before your eyes. Even if you do regain control, the brake pistons have been forced back and your stopping power has gone to hell. Basically, you're fucked! All you can do is wait for the pain. Yes, you've been tank-slapped.

Motorcycles are prone to two main modes of oscilation - wobble and weave. A tank-slapper is a high-frequency mode of wobble that causes violent steering oscilations. In other words, the steering snatches from side to side, similar to the caster shimmy that can occur in the front wheels of a supermarket shopping trolley.
Modern high-performance motorcycles have stiff frames and are most vulnerable to wobble at high speeds. They rely on steering dampers to stabilise high-speed wobble. The steering damper acts between the main frame and the steering assembly, and produces a torque that opposes the angular velocity of the steering assembly relative to the main frame. Even with a steering damper you are at risk from a tank-slapper. The flaw of steering dampers is that it reduces the risk of wobble but it rises the risk of weave. Because of this, only a narrow range of steering damping values are useable.

The BEST 10 steering dampers are :

1 - Arrow

2 - WP

3 - Matris M3
4 - FG Gubellini
5 - Öhlins

6 - GPR V4
7 - LSL Titan
8 - Toby
9 - Hyperpro RSC
10 - Sprint

NECK'S BIG THING

2007-07-28T13:37:00.000+03:00

Top kit firm Alpinestars has unveilled its latest research project - the ACR (Alpinestars Cervical Road/race) neck protector. Designed to limit the movement of a rider's head during a crash, and thus minimise the chances of neck and back injury, the new protector was shown at the Jerez GP, on Red Bull Rookie rider JD Beach during practice. It currently fits inside the hump of an Alpinestars suit via a special bracket, although standalone versions may be available in the future. An offroad version is also being developed. The ACR works by limiting the movement of the head forward and backwards, preventing the hyperextension of the neck that causes paralysing injuries. There's no timescale for a commercial release of the ACR as yet, but watch this space for more news as it arrives.

Proposed 2009 AMA Superbike Rules

2007-07-26T10:51:00.000+03:00

Proposed Equipment Standards for the 2009 AMA Superbike Class.

I know this is a lot to read, but there are some interested folks out there, I have to post it. Thanks!

All items not mentioned in the following articles must remain as originally produced by the manufacturer for the homologated machine.

EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THESE REGULATIONS IS STRICTLY FORBIDDEN

In addition, every motorcycle entered must meet the requirements listed in General Equipment Standards.

2.1 Homologation
a. Only homologated motorcycles may be used in Superbike competition.
b. Superbike motorcycles must be street certified in the US and available through US retail dealers.
Minimum import requirement per model is as follows:
1. Manufacturers with 99 or fewer US retail dealers - 150 units
2. Manufacturers with 100 - 199 US retail dealers - 300 units
3. Manufacturers with more than 200 US retail dealers - 400 units
c. See Homologation of Motorcycles under General Equipment Standards.

2.2 Superseded Parts
Superseded parts controlled by these rules must be submitted to AMA Pro Racing for review and approval before use in competition. In addition, these parts must then be listed in the current OEM parts list as supplied to AMA Pro Racing.

2.3 Engines
a. Engine Displacements
749cc - 1000cc 4-stroke four cylinders
901cc - 1200cc 4-stroke 2 cylinders (901cc - 1000cc 4-stroke 2 cylinders will continue with the 2008 rules through 2009 and then allowed to compete only after complying with the 2009 rules)
b. Engine type, configuration, stroke and any modifications of engine components to alter the stock OEM
firing order of the cylinders are not permitted.
c. The displacement capacity must remain at the homologated size. Modifying the bore and stroke to
reach class limits is not allowed.

2.4 Cylinders
a. Only the following modifications to the cylinders are allowed. Cylinder head gasket surface may be machined to allow the adjustment of compression ratio or resurfacing to repair a warped cylinder surface deck.
b. Homologated materials and castings for cylinders must be used.
c. Cylinder liners or coatings may be replaced or added.
2.5 Crankcase and all other Engine Cases (i.e. ignition case, clutch case).
a. Crankcases must remain as homologated. No modifications are allowed.
b. Engine case guards in the form of strengthened engine side covers or approved guards must be installed on certain models. Replacement covers must be no lighter in weight than the stock covers. See Engine under General Equipment Standards.
c. The countershaft cover may be removed.
d. The addition of a crankcase protector at the countershaft is allowed.

2.6 Cylinder heads
a. Cylinder heads must remain as homologated with the following modifications allowed.
b. Porting and polishing of the cylinder head normally associated with individual tuning such as gas flowing of the cylinder head, including the combustion chamber is allowed.
c. Welding or the addition of material is not allowed.
d. The compression ratio is unrestricted.
e. Combustion chamber may be modified.

2.7 Valves, Springs, and Retainers
a. Aftermarket or modified valves, springs, retainers and other valve-train components are permitted. The
original number of valves must be maintained.
b. Valve diameter and minimum weight, including stem, must remain as homologated.
c. Valves must remain in the same location and at the same angle as the homologated model.
d. The material and dimensions of the rocker arms (if any) must remain as homologated.

2.8 Camshafts and Sprockets
a. The original camshaft may be modified or replaced from those fitted to the homologated motorcycle.
b. The method of drive must remain as homologated.
c. The duration is unrestricted but the lift must remain as homologated.
d. The cam chain or cam belt tensioning device(s) are unrestricted.
e. Cam sprockets can be modified or replaced to allow the degreeing of camshafts.

2.9 Crankshaft
a. Crankshaft must remain as homologated with the following modifications allowed.
b. Balancing. This may only be achieved by the same method used by the OEM. For example, heavy metal (i.e. Mallory metal) inserts are not permitted unless they were originally specified by the OEM.
c. Bearing surfaces may be polished or surface treated.
d. Polishing and lightening of the crankshaft is not allowed.
e. Primary gears can not be changed or modified.

2.10 Connecting Rods
a. Connecting rods must remain as homologated. No modifications are allowed.
b. Polishing and lightening is not allowed.

2.11 Pistons
a. Pistons must remain as homologated. No modifications are allowed.
b. Polishing and lightening is not allowed.

2.12 Piston Rings
a. Piston rings must remain as homologated and installed. No modifications are allowed.

2.13 Piston Pins and Clips
a. Piston pins and clips must remain as homologated. No modifications are allowed.

2.14 Oil Pumps and Oil Lines and Water Pumps
a. Oil pump must remain as homologated. Modifications are allowed.
b. Oil lines may be modified or replaced. Oil lines containing positive pressure, if replaced, must be of metal reinforced construction with swaged or threaded connectors.
c. The internal parts of the water pump may be changed or modified. The drive ratio may be changed. The external appearance must remain as homologated.
d. Water lines may be modified or replaced.

2.15 Clutch
a. Clutch type (wet or dry) must remain as homologated.
b. Aftermarket, modified or stock-type clutches with back-torque limiting capabilities are permitted.

2.16 Transmission Shafts and Gear Sets
a. Two options are available for these components:
1. Stock transmission shafts and gear sets.
a. Undercutting and surface treatments are the only modifications allowed.
2. Approved transmission shafts and gear sets.
a. Each manufacturer will be permitted one alternative set of gear ratios per approved model.
b. Approved shafts and gears may be interchanged with stock components.
c. Undercutting and surface treatments are the only modifications allowed.
d. Only shafts and gears sold through the OEM distributor or its dealers are permitted.
e. Approved transmission components must be available individually or as a set to AMA Superbike-licensed riders for the entire current season (or the remaining part of the season).
f. Orders determined to be legitimate by AMA Pro Racing and accompanied by a 50% deposit must be filled within 15 business days of receipt by the OEM distributor or dealer.
g. Retail price of individual approved transmission components may not exceed twice the manufacturer's suggested retail price of the components they replace.
h. If a manufacturer does not offer optional AMA Pro Racing approved transmission components, then the stock components must be retained.

2.17 Fuel injection system and throttle-body assemblies
a. Fuel injection throttle body assemblies must remain as homologated.
b. Assemblies include all attached parts with the exception of fasteners, cables, cable actuating pulleys, flexible fuel lines, vacuum lines, air box connection tubes and velocity stacks.
c. Variable-length fuel injection intake tract devices that function while the engine is operating are prohibited unless it is standard equipment on the homologated OEM production model.
d. Fuel injectors may be replaced with aftermarket units provided the original mounting locations are maintained and no modifications are made to the throttle body assemblies for injector fitment. e. The total number of installed injectors must be the same as originally produced.
f. Secondary butterfly valves may be fixed in the open position.
g. Fuel pump and fuel pressure regulator must remain as homologated with no modifications.

2.18 Fuel Supply
a. Fuel petcocks may be modified or replaced.
b. Fuel lines may be replaced.
c. Quick connectors or dry break quick connectors may be used.
d. Fuel vent lines may be replaced.
e. Fuel filters may be added.

2.19 Engine Control System
a. Engine control system may be modified or replaced.
b. Wiring harness may be modified or replaced.
c. Spark plugs and plug wires may be replaced.

2.20 Generator
a. The generator may be modified or replaced.
b. The starting system, electrical or manual may be modified or replaced but must work.

2.21 Exhaust System
a. The exhaust pipes and silencers may be modified or replaced from those fitted to the homologated motorcycle.
b. The number of final exhaust silencer(s) must remain as homologated. The silencer(s) must be fitted to the same side as the homologated model.
c. Catalytic converters must be removed.
d. For safety reasons, the exposed edge(s) of the exhaust pipes(s) outlet(s) must be rounded to avoid sharp edges.

2.22 Radiators and oil coolers
a. The original radiator or oil cooler may be modified or replaced from those fitted to the homologated motorcycle.
b. Additional radiators and oil coolers are allowed.
c. Oil coolers must not be mounted on or above the rear mudguard.
d. The appearance from the front, rear and profile of the machine must in principle conform to the homologated shape after the addition of additional radiators or oil coolers.

2.23 Intake Air Boxes
a. Air box must remain as originally produced by the manufacturer on the homologated motorcycle.
b. Air filters, internal flap type valve, sensors and vacuum fittings may be removed, modified, or replaced with aftermarket parts. Any holes in the air box to the outside atmosphere resulting from the removal of components must be completely sealed from incoming air. All incoming air must pass through the original, unmodified air box inlets.
c. Ram air tubes or ducts may be modified, replaced with aftermarket parts or removed. If tubes/ducts are utilized, they must be attached to the original, unmodified air box inlets.
d. Velocity stacks may be modified, replaced with aftermarket parts or removed. The only modification permitted to the air box to allow use of alternate velocity stacks is the removal of internal debris deflectors/plates.

2.24 Frame and Sub Frame
a. The main Frame must remain as originally produced by the manufacturer for use on the homologated motorcycle with the following modifications allowed:
b. Strengthening gussets and tubes may be added, but none may be removed.
c. Accessory brackets (radiator, shock reservoir, stands, etc.) may be changed, relocated, added or removed. Holes may be drilled only for the purpose of attaching brackets or other components.
d. The homologated dimensions and the position of the steering head, engine, swing arm pivot point, rear shock, and suspension linkage mounting points must remain as homologated on the original machine.
e. The use of offset bearing races for the purpose of altering the steering angle is allowed.
f. Larger adjustable bearing seat cups may be welded into the stock bearing race location on the steering head. The body of the steering head column must remain unmodified and in its original position. (See drawing below)
g. The swing arm pivot location may only be adjusted if the design was part of the homologated frame.
h. Rear sub frame may be modified or replaced, but the material must remain as homologated.
i. Polishing of frame materials is not allowed.
j. Frame must display vehicle identification number.

2.25 Swingarm
a. Swingarm may be modified or replaced.
b. The use of carbon fiber or KevlarŽ materials are not allowed if not homologated on the original
machine.
c. Rear wheel stand mounts may be added to the swingarm by welding or by bolts. Brackets must have rounded edges (with a large radius). Mounting bolts must be recessed.

2.26 Front Forks
a. Front forks in whole or part may be modified or replaced from those fitted to the homologated motorcycle.
b. Front Forks must be the same type on the homologated motorcycle (leading link, telescopic, upside down, etc.).
c. The upper and lower fork clamps (triple clamp, fork bridges) including steering stem, can be changed or modified.
d. Steering damper may be added, relocated or replaced with an aftermarket damper.
e. The steering damper cannot act as a steering lock limiting device.
f. Active, semi-active or computer-controlled suspension units are not permitted.

2.27 Rear Shock
a. Rear suspension unit can be changed but a similar unit must be used (i.e. dual or single shock).
b. The rear suspension linkage may be modified or replaced.

2.28 Wheels
a. Wheels and associated parts may be modified or replaced from those fitted to the homologated motorcycle.
b. Carbon fiber or carbon composite wheels are not allowed.
c. Bearings, seals and axles may be altered or replaced from those fitted to the homologated motorcycle.
d. Rear wheel sprocket and brake rotor must remain with the wheel unless part of the original homologated design.
e. Maximum rear wheel rim width: 6.25 in.

2.29 Brakes
a. Front and rear master cylinder including lever/pedal may be modified or replaced from those fitted to the homologated motorcycle.
b. Front and rear calipers may be modified or replaced from those fitted to the homologated motorcycle.
c. Brake pads or shoes may be modified or replaced from those fitted to the homologated motorcycle.
d. Brake hoses and brake fittings may be modified or replaced from those fitted to the homologated
motorcycle.
e. Brake discs may be modified or replaced from those fitted to the homologated motorcycle.
f. The use of carbon fiber, carbon composite or titanium materials for brake discs is not allowed.

2.30 Tires
Any tire approved by the tire manufacturer for racing is allowed.

2.31 Fuel Tanks
a. Fuel tank may be modified or replaced provided that it maintains the stock appearance.
b. Non metallic fuel tanks are not allowed.
c. Fuel tanks may be modified to achieve a maximum capacity of 24 liters (6.341 gallons).
d. The fuel cap may be replaced with a quick-fill coupler and additional vent coupling. Both couplers must be installed in the top of the tank.
e. Maximum inner diameter of quick-fill or vent coupler is 63.5mm (2.5").
***See Dump Cans for Refueling under General Equipment Stand

2.32 Foot Rest/Foot Controls
a. Foot rest/foot controls may be may be modified, relocated or replaced from those fitted to the homologated motorcycle.
b. Foot rests may be rigidly mounted or a folding type which must incorporate a device to return to the normal position.
c. The end of the footrest must have an 8mm solid spherical radius.

2.33 Handle Bars and Hand Controls
a. Handle bars, hand controls and cables may be altered or replaced from those fitted to the homologated motorcycle.
b. Engine stop switch must be located on the handlebars.

2.34 Fairing and Bodywork
a. Fairing and bodywork, including the front fender and windscreen may be modified or replaced with aftermarket parts which resemble the originally approved parts in design and which maintain similar dimensions.
b. Construction must be of plastic or fiberglass (no carbon or carbon composite fiber)
c. See Fairing and Bodywork under General Equipment Standards for other restrictions and fluid containment.
d. With permission from the Race Manager or the Chief Technical Inspector, fairing or bodywork may be removed only if damaged at that particular meet. This does not include the oil retention portion of the lower fairing.

2.35 Seat
a. Seat may be altered or replaced from those fitted to the homologated motorcycle.
b. The top portion of the rear bodywork around the seat may be modified to a solo seat.
c. The solo seat then must incorporate the rear number plate.
d. The appearance from both front rear and profile must conform in principle to the homologated shape.
e. The seat/rear cowl must allow for proper number display.
f. All exposed edges must be rounded.
g. Construction must be of plastic or fiberglass (no carbon or carbon composite fiber)

2.36 Weight
Superbike minimum weight requirement:
a. 4 cylinder 370 pounds (without fuel) 375 pounds (with fuel)
b. 2 cylinder 385 pounds (without fuel) 390 pounds (with fuel)

2.37 The following items may be modified or replaced from those fitted to the
homologated motorcycle.
a. Any type of lubrication, brake or suspension fluid may be used.
b. Any type of spark plug and plug cap may be used.
c. Gasket and gasket material
d. Bearings (ball, roller, taper, plain, etc.) of any type or brand may be used.
e. Fasteners (nuts, bolts, screws etc.)
f. Main wiring harness and connectors.
g. Battery and switches.
h. Countershaft sprocket, rear wheel sprocket and chain.
i. Oil and fuel filters

2.38 The Following Items May Be Removed
a. Instrument and instrument bracket and associated cables.
b. Radiator fan and wiring
c. Cooling system thermostat
d. Chain guard.

2.39 Superbike Component Claiming Rules
a. The following Superbike components are subject to claiming by competitors or AMA Pro Racing at the prices listed when used in Superbike competition:
Fork assemblies $9,750.00
Shock absorber assembly $3,250
b. Claims will be accepted only from riders who competed in the same final event as the rider whose equipment is being claimed.
c. Claim form and cash or a certified check must be submitted to the Chief Technical Inspector within 30 minutes of the posting of results.
d. Once a claim is made, it may not be withdrawn.
e. Competitors or teams cannot claim their own equipment.
f. Should there be more than one claim for the same equipment, a drawing will be held to determine the successful claimant.
g. Upon notice, the rider whose equipment is being claimed must present the motorcycle for impound at tech inspection.
h. The owner of the claimed equipment must then accept the fee and deliver the specified components.
i. An eligible claimant is permitted only one successful claim per season.
j. Teams or individual competitors who have had a component claimed are not subject to an additional claim for a period of four meets within a season.

Robrady rMoto Concept: All-Electric Superbike

2007-07-25T02:30:00.001+03:00

Design studio Robrady, having cut their teeth designing vehicles for brands such as Yamaha, Suzuki, and Buell, is showing off this on-paper concept called the 'rMoto,' an all-electrical super bike. While it's all a buzzy figment at the moment, it sounds like Robrady does intend to produce at least one prototype rMoto, perhaps just to show that it can be done.
The idea of an electric Superbike pleases everyone. The ecologists, because it will not emit any gases and it will still be a superbike, able to achieve high speeds to please the speed freaks around the world.

The rMOTO electric superbike will capitalize on ROBRADY resources and expertise, with its design projected to be driven by leading-edge technologies from ROBRADY business partners--many of them industry leaders.

Technologies expected to dignify the rMOTO concept include advanced motor controller and battery management capabilities; progressive instrumentation/information presentations; and ultra-efficient lighting, communication, and a hybrid-style charging system's.

The high-performance rMoto will also be assigned detailed ergonomics and the powerful ROBRADY signature aesthetic.

I would love to see and ride one myself. Hell, I would even buy one if I will get the chance and money for it. Keep riding safe!

British Superbikes, Mallory Park R9 - Race Day #1

2007-07-24T15:30:00.001+03:00

A tragic weekend for BSB at Mallory Park this weekend for Superbike rider, Ollie Bridewell was unfortunately killed as he attempted to practice on Friday. A minutes silence was held for Ollie by everyone at the circuit, with many tears being shed. No doubt further questions over the circuits saftey will be raised as a result.

LB would like to extend it's deepest and sincerest sympathies to the Bridewell family and everyone affected by his loss. The paddock won't be the same with the lovable Ollie.

Shane 'Shakey' Bryne took the win in race one, with Ryuichi Kiyonari winning the second after his crash in race one.
The racing days at Mallory Park R9 are very nice to watch...very much fun, cool fast superbikes and nice girls.It's a must see if you ever go near the place.
Peace!

BMW buys Husqvarna

2007-07-23T04:49:00.000+03:00

German firm buys Swedish dirtbike makers from Italians

Word reached from those lovely people at MV Agusta in Varese, Italy, that the firm has sold its Husqvarna subsidiary to BMW. Husqvarna, originally a Swedish firm, has been making big, hard dirt bikes for decades, including some real corkers. But it hasn't had such a big profile since being taken over by Agusta, and this could be just the jump both firms need. BMW's made a lot of cash from its enduro bikes over the years - especially the GS range. Adding Husqvarna's high-performance stable of proper offroad racers will expand its remit further in this direction. And some German rigour applied to its affairs can only help Husqvarna.

Triumph Daytona 675

2007-07-22T23:56:00.000+03:00

As the first three-cylinder super sports middleweight the Daytona 675 stands alone in the most hotly contested arena in motorcycling. Of course it can be compared to many motorcycles – and on such occasions invariably comes out on top, but in one single stroke it’s redefined just how a middleweight sports bike should look and feel. If the Daytona 675’s unique DNA is a large part of its appeal, its stunning performance is the winning flourish.

As the first three-cylinder super sports middleweight the Daytona 675 stands alone in the most hotly contested arena in motorcycling. Of course it can be compared to many motorcycles – and on such occasions invariably comes out on top, but in one single stroke it’s redefined just how a middleweight sports bike should look and feel. If the Daytona 675’s unique DNA is a large part of its appeal, its stunning performance is the winning flourish.

Its 675cc, water-cooled three-cylinder 12-valve power unit is extremely compact and features Keihin closed-loop fuel injection and stacked six-speed close ratio gearbox. Peak power of 125PS (123bhp) is delivered at 12500rpm, with 72Nm (53ft.lbf) torque at 11750rpm. The standard exhaust features an efficient underseat end-can and also utilises a secondary valve to boost torque low down. While the Daytona 675’s engine is refined, the triple’s innate character remains with typical Triumph toughness engineered into every part.

The Daytona 675’s aluminium frame is fabricated with open-back cast spars, which wrap over the top of the motor, accentuating further the benefits of the narrow three-cylinder design. Suspension is provided by top quality fully adjustable 41mm upside down forks and piggyback reservoir rear shock, also fully adjustable. A radial master cylinder and twin radial four-piston calipers work on the front fully floating 308mm discs, which are matched by a 220mm rear disc and single piston caliper. The wheels are a lightweight five-spoke design with dimensions of 17 x 3.5in (front) and 17 x 5.5in (rear) and wear super sticky Pirelli Super Corsa road/track compound tyres. The Daytona 675’s digital instrument console has the usual trip functions as well as displaying average fuel economy. Also featured is a sophisticated lap timer – useful for comparing successive lap times on a circuit as well as average and maximum speed for each lap.

A programmable gear change indicator illuminates seven LEDs to let you know the optimum point at which to change up, for maximum performance: You can program in both the engine speed and the illumination sequence. The LCD panel also tells you which gear you are in at all times.

The Daytona 675 sits firmly within a class of one and delivers incredible performance with its exciting, powerful engine and intuitive, razor-sharp chassis. It looks, sounds and feels like nothing else. It has redrawn the super sports middleweight map and truly earned the praise heaped upon it by some of the toughest critics in the motorcycle press.

The Daytona 675 is incomparable. Find out for yourself by test riding one at your local Triumph dealer.

CASTIGLIONI - Written All Over It

2007-07-20T13:00:00.000+03:00

Say Hello to the 200 BHP, limited edition Italian missile that will require a mortgage to aquire.
What bike would MV Augusta boss Claudio Castiglioni build for himself? Interesting quiestion, eh? Well, here's the answer - the MV Augusta F4CC. And he hasn't made just one, he's commisioned a run of 100. Each one will be hand-assembled to his exact specification using the finest materials known to humanity. It's yours, Signor, for a modest 100.000 euros. Just in case there's any doubt about authenticity, you'll get a boxed certificate of origin and a platinum top-yoke cover bearing the model number(from 1 to 100). It uses an F4 motor, bored out to 1,078cc,with countless trick internals and a titanium exhaust system - culminating in 200 BHP. Unlike many 'special edition' bikes, this one is definitely not just a standard bike with some nice bolt-ons. Ninety per cent of the components are tailor-made for this bike, and the black paint was designed to evoke a 'beautiful woman in a little black number'.Grrrr...

iPhone's call hard for carriers to resist

2007-07-17T11:06:00.000+03:00

Despite all the hype about it being a "game-changer," Apple Inc.'s iPhone may actually live up to its promise when it arrives in Canada by driving wireless prices down, analysts say.

Apple unveiled the iPhone, which combines cellphone and iPod music player functions with Web-browsing features, last month in the United States through an exclusive deal with the country's largest wireless provider, AT&T Inc. Cupertino, Calif.-based Apple has not announced availability outside the United States, but industry expectations peg a Canadian and European release in the fourth quarter.

In Canada, the only compatible wireless network is owned by Rogers Communications Inc., making it the potential carrier for the device. Neither Apple nor Rogers will comment on a release here.
Most handset manufacturers sell their phones to a wireless carrier, which in turn controls the customer relationship. Apple, however, has reportedly made unusually strong demands of carriers, including dictating monthly service plans and demanding a cut of usage revenue.

Carriers are thus in the difficult position of having to give in to the demands or face outrage from customers who are clamouring for it, and some--including the world's largest, UK-based Vodafone Group PLC -- have given it a pass as a result.

"There is little negotiating with Apple. It's either take it or leave it," said RBC Capital Markets analyst Jonathan Allen. "Never before has a handset vendor wielded this much control over the carriers. If Rogers doesn't just take whatever Apple offers them and the launch gets delayed, then customers will be howling mad."

RBC estimates Apple has sold nearly one million iPhones in the two weeks since its launch.

It will ship a total of 13.5 million by the end of next year.

Existing wireless prices in Canada, however, would make the iPhone an expensive proposition for customers here. AT&T's basic service offering, which includes 5,450 voice minutes and unlimited data downloading, is US$59.99 a month. A comparable plan from Rogers, with significantly fewer minutes and less data allowance, would run to more than $140.

Apple will not tolerate any service plans that curb how much the customer can use the iPhone and will demand customers be offered terms similar to AT&T's, analysts said. In Canada, that will spur prices -- particularly on data usage--downward.

Rogers could opt to hold out for better terms from Apple, but the company would run the risk of being beaten to the punch. New wireless carriers such as MTS Allstream and Videotron Ltd. are on the horizon and momentum is building toward Rogers' competitors, Bell Canada Inc. and Telus Corp., upgrading their networks to be compatible with devices such as the iPhone.

"A new carrier could base their launch on the iPhone," said Iain Grant, president of The Seaboard Group telecommunications consultancy. "And wouldn't it be fun if [Telus chief executive Darren] Entwistle stole the iPhone from Rogers?"

The Iphone can damage wi-fi - apparently

2007-07-17T11:05:00.001+03:00

A FEATURE on Apple's much hyped iPhoney has been killing off the wi-fi network at Duke University, apparently.

According to Network World, the built-in 802.11b/g adapters on several iPhones periodically flood sections of the school’s pervasive wireless LAN with MAC address requests. This temporarily knocks out up to 30 wireless access points at a time.

Fortunately not many people were on the campus and there are only 150 Iphones around. But network administrators are a bit worried that more of the wi-fi killer devices will arrive on campus when the students return in August. For some bizarre reason the Iphones are all asking for an invalid router address to request the MAC address of the destination node.

When it doesn’t get an answer, the thing refuses to take no for an answer and just keeps asking at a rate of 18,000 address requests per second. What a nag!

Cisco, the main WLAN provider is chatting to Apple about the problem but no-one has a clue what's up, it seems. While everyone knows it is Apple who is at fault, the maker of entertainment gear does not seem to be exactly pulling finger out to fix the problem.

Duke said that Apple has told him the problem is being 'escalated' but nothing had been heard from the Cappuccino based outfit at press time.

Apple might take it a little bit more seriously if its Iphones start bringing down corporate and metropolitan wi-fi systems. If indeed, the pesky little device is to blame in the first case.

Stores Post Lackluster Sales in June

2007-07-13T11:55:00.001+03:00

The nation's consumers, uninspired by this season's fashions and rattled by high gas prices and the weak housing market, shopped gingerly last month, extending the misery of retailers who have struggled with a spending slowdown since February.

As merchants reported their June sales results Thursday, the disappointments cut across many segments of the industry including Macy's Inc., AnnTaylor Stores Corp. and trendy apparel chain Bebe Stores Inc. One notable exception was Wal-Mart Stores Inc., whose renewed emphasis on low prices helped drive sales gains above analysts' expectations.

``Retail sales are generally soft as we expected. Consumers look like they are holding back on discretionary purchases particularly in apparel,'' said Ken Perkins, president of RetailMetrics LLC, a research company in Swampscott, Mass. He added that shoppers are ``facing a long list of headwinds as they head into the rest of the summer.''
According to Thomson Financial's latest sales tally, 12 retailers beat results, while 16 merchants missed projections. The sales tally is based on same-store sales, or business at stores open at least a year. They are the industry standard for measuring a retailer's health.

Retailers of what are known as discretionary merchandise such as apparel and home goods are coming under increasing pressure as consumers are forced to pay more for food and gasoline. The still-weakening housing market is also making shoppers shy about spending. But retailers have problems of their own, including a continuing absence of must-have fashions; this season's clothes, including baby doll style blouses, has not clicked with many women.

Wal-Mart, the world's largest retailer, had a 2.4 percent gain in same-store sales, beating the 0.8 percent predicted by analysts polled by Thomson Financial. The company said its aggressive price reduction strategy helped boost results, and it promised more aggressive price cuts for the back-to-school season.

``Consumers continue to be challenged financially, with more pressure on discretionary spending,'' said Eduardo Castro-Wright, Wal-Mart Stores U.S. president and chief executive officer, in a statement. ``Gas prices have moved to be their chief concern in our latest survey and they appreciate the opportunity to save on everything.''

The company said that as in the past four months of its fiscal year, grocery sales continue to be stronger than general merchandise. One exception was the entertainment category; flat-panel televisions, MP3 players and video game hardware enjoyed stronger gains compared to a year ago. Still, Wal-Mart continues to struggle with weak sales in its home and apparel areas.

Meanwhile, Costco Wholesale Corp. reported a 6 percent gain in same-store sales, in line with the 6.1 percent estimate.

Macy's suffered a 2.7 percent drop in same-stores sales, worse than the 0.8 percent decline expected.

J.C. Penney Co. Inc. had a 1.5 percent decline in same-store sales in its department store business, less than the 3.6 percent analysts expected. The retailer said sales picked up toward the end of the month, reflecting a strong initial response to back-to-school merchandise.

Limited Brands had a 3.0 percent gain, slightly better than the 2.9 percent forecast.

AnnTaylor suffered an 8.4 percent drop in same-store sales, dragged down by its lower-priced Loft division. Analysts expected a 4.7 percent decline.

Among teen retailers, Bebe posted a 5.4 percent drop in same-store sales, worse than the 2.2 percent projected decline. But Pacific Sunwear of California Inc. posted a 4.5 percent same-store sales increase, better than the 3.2 percent estimate.

An iPhone Nano?

2007-07-10T14:03:00.000+03:00

Since Apple scored a success with its stripped-down Nano version of the iPod music player, many have been expecting a similar move with the iPhone.
Apple may meet their expectations with a phone based on the slim iPod Nano itself.

Combing through filings with the U.S. Patent and Trademark Office, JP Morgan analyst Kevin Chen found a new product suspiciously tantamount to an iPhone Nano in a patent that was filed by Apple on Nov. 1, but only published by the patent office July 5.

“Invention pertains to a user interface for controlling an electronic device, particularly a multifunctional electronic device that is capable of operating in multiple modes as for example a phone mode for communications and a media player mode for playing audio files, video files, and the like,” Chen wrote in a report released Monday, quoting from the filing verbatim.

That patent also suggests the use of a scroll wheel, similar to the iPod.

After sounding out suppliers, Chen concluded that Apple is planning an iPhone Nano, a cheaper version of the iPhone with limited functionality, and lacking the iPhone's distinctive capacitive touch screen. The launch date: the fourth quarter of this year, Chen believes.

At the end of the day, Chen believes this strategy is most likely to evolve into a wholesale conversion of the iPod Nano into a cheap iPhone to avoid cannibalizing the two low-priced products and boost sales, likely to the range of around 30 million and 40 million units, assuming no bottleneck supply problem.

That sale volume estimate would be slightly lower than the 50 million units of iPods that Apple sells in a year and the number of the wildly popular Razr phones that Motorola sold in 2006.

Its Taiwanese metal casings supplier for the iPod Nano, Catcher, is positioned to become its major supplier for casings for the iPhone Nano, he said.

It could translate into a revenue stream of between 6 billion New Taiwan dollars ($183 million) and 8 billion New Taiwan dollars ($245 million) for Catcher, up from projected yearly revenue in fiscal 2007 of between 18 billion New Taiwan dollars ($550 million) and 19 billion New Taiwan dollars ($581 million).

Catcher shares soared on the news in morning trading Monday in Taipei, rising 22 New Taiwan dollars (67 cents), or 6.9%, to 339.5 New Taiwan dollars ($10.40). Catcher shares have risen steadily since last August from 275 New Taiwan dollars amid a concerted rally of Taiwanese iPod suppliers.

iPhone's casings are mainly supplied by Foxconn Technology, the Hong Kong-listed unit of Taiwanese electronics conglomerate Hong Hai Precision Industry.

An iPhone Nano most likely would retail for around $300 and could go lower — between $99 and $149 — if cellular service providers were to subsidize it, Chen wrote. Mobile phone services providers often discount phones as a lure to lock subscribers into long-term contracts.

That would create a clear price segmentation with the current iPhone, whose high-storage 8-gigabyte model sells for $599. The 4-gig model goes for $499. (See: “ Will iPhone’s Momentum Last?”)

The high price of the iPhone could prevent it from reaching a mass market, but a cheaper Nano model would help bridge that gap.

Apple refused to accept subsidies on the iPhone from its cellular partner AT&T in order to maintain flexibility in retail pricing and avoid cannibalizing iPod sales. In return, AT&T has been rewarded with an unusually lengthy exclusive contract on the phone of five years.

iPhone purchasers who had hoped to resell them fare poorly

2007-07-07T11:43:00.000+03:00

David Flashner thought he had it wired: Buy two iPhones last Friday when they first went on sale, keep one and sell the other at a profit so big it would pay for most of the first one.

Flashner wasted no time. He began advertising the extra phone while still in line at an Apple store in Burlingame, Calif., south of San Francisco. During his 21-hour wait, he posted half a dozen ads to website Craigslist .com — with prices ranging from $800 to $1,200 — and waited for the calls to come in.

But no calls came because consumers expect that stores will soon have phones in stock. He continued to advertise the extra phone through the weekend, and ended up with just one call, which went nowhere. On Wednesday, he returned the phone.

Flashner, 25, who manages an audio-visual equipment rental company, is not the only would-be iPhone reseller whose plan failed to follow the script. "I haven't heard of a single person who sold one," he said.

Across the nation, people looking to make a quick and easy profit bought one, two or as many phones as they could by recruiting friends to stand in line with them. Many of them were the first to get in line, camping overnight outside the stores. But now they are finding that the iPhone is much more like a Harry Potter book than a hard-to-find Wii video game machine: a great thing to be one of the first to own, but not high in resale value because supply is not constrained.

Last Friday, just after the first iPhones were sold, thousands of listings showed up on eBay and Craigslist, with prices of $1,000 for the 8-gigabyte phone, a $400 markup. Some bold sellers were asking $2,000. But as it became clear that supply was meeting demand, they found themselves stuck. Few of the phones have sold for more than $700, which after sales tax, is not a remarkable profit margin.

Corey Spring, a columnist at newsvine.com who analyzed eBay auctions, estimated that a significant number of sellers "were only making their money back, even closing at a loss." Most Apple stores in the United States have no phones available, but the most-determined customers seem to have been able to buy phones. Few people seem willing to pay even $100 over the retail price.

Some frustrated resellers say they will keep trying, then return their extra phones within the 14-day return period.

Demand for the phone was remarkably strong in the first days. Analysts estimate that Apple and AT&T stores have sold around 500,000 phones so far. One analyst ventured a guess as high as 700,000. But Apple appears to have anticipated demand and contracted with manufacturers in Asia to build far more. Apple has said it expects to sell as many as 10 million phones by the end of 2008.

Over the last few weeks, Apple stirred a great deal of speculation about inventory levels by shrouding them in secrecy. As a result, resellers decided to take a chance. The company declined to comment on the rush to resell the phones or on the status of iPhone inventories.

This Just In

2007-07-07T11:37:00.000+03:00

Hewlett-Packard is in discussions with content providers to bring user-generated content, movie previews and TV shows to its line of Internet-connected MediaSmart LCD TV sets.

HP already has a deal with CinemaNow to offer MediaSmart users the ability to browse and purchase or rent more than 4,000 titles directly from the TV set. Videos are downloaded to a consumer’s PC, then streamed wirelessly to the TV.

Alex Thatcher, senior product marketing manager for HP’s Digital TV Solutions group, said the company expects to announce additional Internet-video content partners next month. “It should be a pretty extensive library of content,” he said.

HP launched the MediaSmart line last year with a 37-inch TV, which can play music and video and display photos stored on personal computers.

The Internet features of HP’s MediaSmart sets are similar to other products that have recently hit the market, including Apple TV set-tops. Apple Inc. last month announced a deal with Google’s YouTube to provide access to the site’s user-generated content on Apple TV.

Thatcher acknowledged that Apple TV has captured the lion’s share of buzz.

“There’s a little bit of frustration here,” he said. “It’s hard to beat the hype machine across the street.” HP’s TV group is based here, which is also home to Apple headquarters.

HP’s new Internet-content partnerships will be part of the debut of 42- and 47-inch MediaSmart models, expected to be available by the end of August in retail channels including Best Buy stores. The TVs, with list prices of $2,199 and $2,799, respectively, support 1080p high-definition programming and include 802.11n wireless network connectivity.

Vodafone put off by Apple's demand for big iPhone slice

2007-07-06T12:33:00.001+03:00

Apple is understood to be demanding that its European mobile phone partners hand over a significant proportion of revenues generated by the iPhone and restrict the content that users can access.

The portion of network revenues demanded by Apple is believed to have been behind Vodafone's decision not to sign up as the exclusive partner for the iPhone in the UK. That contract is understood to have been won by O2 although the mobile phone operator stressed that no deal has yet been signed.Shares in Vodafone were slightly lower yesterday as investors bemoaned the fact that it will not have the device - which is flying off the shelves in the US after launching last week. The iPhone is expected to launch in November in the UK through O2, in France with Orange and in Germany with T-Mobile.

The expected success of O2 in getting the iPhone is a boost for Carphone Warehouse. It fell out with Vodafone last year and no longer connects customers to contracts with the operator.

The technology market analysis group iSuppli estimates that Apple is making a profit of almost $334 (£167) on each 8GB iPhone, which retails at $499, not including the cost of distribution and development. The firm estimates that up to 4.5m iPhones will be sold this year and more than 30m by 2011. Apple's own online iPhone availability checker showed all its US stores had sold out yesterday.

But Apple is not just making money through sales. It is demanding a slice of the revenues the wireless networks make from usage of the device. It is also restricting content that can be accessed.

In the past, mobile operators have cajoled handset manufacturers into putting buttons on their phones that access the network's own internet portal, where users can download games or buy music. With the iPhone, however, all the power rests with Apple.

Femtocell technology to help phones converge

2007-07-06T12:31:00.000+03:00

Hands up who's ever heard of a femtocell? No - didn't think so. That's likely to change - at least in Japan
- if Softbank 's new trial of the technology for extending phone coverage succeeds.

The operator of the third-largest phone network in Japan is testing femtocells in several areas of the country on several fronts. The main task for the router-sized boxes will be to tie fixed lines more closely to subscribers' mobile phones.
One phone to rule them all

This fixed-mobile convergence (FMC) will see seamless switching between normal landlines and mobile networks on a single handset. The concept isn't new, but the use of femtocells allows Softbank to bring internet connections, and thus VoIP, into the mix too, thus finding the cheapest route for each call.Advertisement

More significantly, FMC effectively eliminates the mobile phone coverage blackspots common to many buildings, thus ensuring we can all be reached all the time.

Russian automobile market grows 50% in money terms in H1

2007-07-05T14:25:00.001+03:00

The Russian automobile market grew 51% in money terms and 28% in volume in the first half of 2007 compared with the same period last year.

The Russian automobile market stood at $20.6 billion in the first half of 20076 and there were sales of 1.165 million vehicles, Stanley Root, a partner in PricewaterhouseCoopers, told journalists on Thursday.

However, sales of Russian-made automobiles dropped 23% to 300,000 vehicles and 8% in money terms to $2.4 billion.

In commentating on the situation on the Russian automobile market, Root said that the Russian government is actively working to protect the Russian automotive manufacturing business, however he thinks that the production of old cars will drop. The question is how fast new models will replace old ones, he said.

New foreign cars accounted for 78% of all sales in the first half of 2007 compared to 71% at the end of 2006. rm

O2 'to get iPhone contract in UK'

2007-07-05T14:21:00.000+03:00

Mobile phone operator O2 is reported to have won the sought-after deal to sell Apple's iPhone in the UK.
Press reports said that O2 is set to sign an exclusive contract shortly and should have the new phones on sale in time for Christmas.

A spokesman for O2, which is owned by Spain's Telefonica, declined to comment on the reports.

More than 500,000 iPhones were sold in the first weekend in the US by AT&T, which has exclusive rights there.

Vodafone had previously been tipped as the likely winner of the contract.

The agreement with O2 is reported to include Apple receiving a continuing share of the revenue generated for the network operator.

The handsets are expected to be sold for about £300 and O2 will be hoping that the lure of the fashionable phone is enough to win customers from rival networks.

iPhone price tag double that of parts

2007-07-04T10:40:00.000+03:00

Apple sells the iPhone at more than double production costs, suggesting the new handset may be more profitable than rivals from Motorola and Nokia Oyj.

The $599 model has component and manufacturing costs of $265.83, which translates into margins of more than 55 percent, according to iSuppli Corp. The research firm tore open an iPhone to identify its components.

While the 55 percent figure is higher than the gross margin of some of Apple's rivals, that alone doesn't determine how profitable a product is, said Bill Choi, an analyst with Jefferies & Co. in New York.

Other costs are marketing and research and development, and Apple still needs to sell a "critical mass" of iPhones to cover development costs, he said.

iPhone sales put shine on Apple share price

2007-07-04T10:33:00.001+03:00

Apple's stock soared to a record high today amid analyst reports that sales of highly profitable iPhones easily rocketed passed $US300 million ($A351.68 million) after its US launch.

Apple shares were up nearly five per cent, rising to $US127.17 when the New York Stock Exchange closed. The price slipped a fraction to $US126.82 in after-hours trading.

Investors were evidently reacting to reports from analysts that from 310,000 to 700,000 iPhones have been snapped up since the devices began selling on Friday and that the profit margin on the devices is estimated at 55 per cent.

Apple and US telecom giant AT&T, the exclusive iPhone service provider, did not disclose sales figures "for competition reasons".

"In its first weekend we sold more iPhones than in the first month of any other wireless phone AT&T ever offered," AT&T spokesman Mark Siegel told AFP. "That's how good it's been. We are simply not releasing figures."

Nearly all of AT&T's 1,800 stores were sold out of iPhones by yesterday and new stocks were en route, according to Siegel.

The touch-screen devices, which combine internet, telephone and iPod-like music and video play, are sold at Apple and AT&T stores and at Apple's online store.

An eight-gigabyte iPhone is priced at $US599 ($A702.19) and a four-gigabyte version is $US499 ($A584.96).

Among the hordes of people that raced to get iPhones are those that tore them apart to figure out which companies supply parts and how much the devices cost to make.

Research firm iSuppli reported today that it dismantled an eight-gigabyte iPhone and determined Apple paid approximately $US266 ($A311.82) for the parts.

The iSuppli analysis pegs Apple's iPhone profit margin at 55 per cent, even more than the 40 to 50 per cent it makes off each iPod MP3 player.

Rising crude drives Europe rally

2007-07-03T11:43:00.000+03:00

European shares rallied in early trade on Tuesday after a strong performance on Wall Street overnight, while rising crude oil prices boosted shares of energy companies such as BP and Total.

At 0711 GMT The pan-European FTSEurofirst 300 index rose 0.7 percent to 1,610.41 points, mirroring sharp gains on the U.S. stock market on Monday.

Brent crude futures held just shy of ten-month highs above $72 a barrel ahead of a possible drop in the U.S. crude stockpile, boosting BP and Total shares by 0.8 percent.

"The oil price is triggering ... concern as we are now well above the $70 a barrel level and, granted, could even advance to $74 a barrel and I doubt that can be passed by without being noticed," said Heino Ruland, a strategist at German brokerage Steubing.

The biggest percentage gainer was German industrial group MAN, whose shares shot up 3.4 percent following an upgrade from Goldman Sachs, traders said.

In other European markets, London's FTSE 100 index rose 0.5 percent, while Frankfurt's DAX added 0.9 percent and Paris' CAC 40 gained 0.8 percent.

One of the biggest negative weights on the broader market was German software company SAP, which fell 0.6 percent after admitting "inappropriate downloads" of documents from U.S. rival Oracle by its TomorrowNow unit.

Meanwhile shares in French food group Danone were suspended in early trade ahead of an expected statement.

Danone shares rose as much as 3.1 percent on Monday as a source familiar with the matter and media reports said the company was looking to sell its biscuit unit.

Hackers will soon be able to unlock the iPhone

2007-07-03T11:42:00.000+03:00

Efforts to unlock Apple’s iPhone continued on Monday, with hackers claiming “very significant progress.”

The locked iPhone only works with AT&T’s EDGE network, and cannot be used with cellular service from other providers. Locked phones are generally used to help operators recoup the cost of subsidizing handsets for their customers, but AT&T is not subsidizing the iPhone, which is priced at either $499 or $599, depending on the model. Instead, the phone is locked because AT&T has a five-year agreement with Apple to be the sole iPhone provider in the U.S.

Unlocking the iPhone would be a boon for users locked into a contract with another U.S. carrier, or for users outside the U.S. who want an iPhone. While initial signs indicate an unlocked iPhone is possible, hackers must first overcome several challenges. One of those involves circumventing the authentication process in iTunes that both lets users register for an AT&T service plan and turn on the phone’s features, including its camera and music player.

By Monday evening, U.S. time, hackers had made headway towards circumventing the activation process. But the phone remained locked at the time of writing.

“We have been fairly successful in spoofing iTunes activation processes. This should allow us to activate the phone,” poster gj wrote on the iPhone Dev Wiki, one of several Web sites tracking efforts to unlock the phone. “It may in fact also prevent the SIM locking from occurring in the first place … though we haven’t verified this yet.”

These advances allowed hackers to set and read data on the iPhone, including the ability to query whether a phone has been activated. “The rest of our work is legwork really, in understanding how certain functions operate with the rest of the phone,” the site said, adding hackers are close to the ability to browse system files on the iPhone, a key step towards unlocking the handset.

Once the activation problem has been overcome, hackers will be faced with other questions. For instance, does iTunes have the ability to recognize a phone that was not activated for use with the AT&T network? If so, how will iTunes react?

After these questions are resolved, hackers can focus on unlocking the handset itself. That task is made easier by the iPhone’s use of a removable SIM (Subscriber Identity Module), a smart card that contains a user’s phone number as well as storage space for contacts and messages, instead of one that was hardwired into the phone. The use of a removable SIM card means the iPhone is locked using its firmware, which can likely be cracked.

While hackers race ahead to unlock the iPhone as quickly as possible, iPhone Dev Wiki poster gj criticized those hackers competing against each other to unlock the phone, saying the lack of cooperation had slowed progress.

AT&T says iPhone activation improving

2007-07-02T11:01:00.001+03:00

While blogs continue to simmer with complaints from people who waited months to buy an iPhone and now are experiencing problems activating it, AT&T Inc. said Sunday that the situation has improved.

'We are working on any issues on an individual basis with customers who were impacted,' said Michael Coe, a spokesman for AT&T, the Apple Inc. device's exclusive carrier. Nearly all customers have been able to activate their phones within five to eight minutes, he said.

Without activation, not even the phone's alarm clock works, leading some unhappy customers to joke that their inactive iPhones are little more than expensive paperweights.

AT&T attributed the problems to overloaded servers as large number of customers tried to activate their phones over the weekend. After being hit with the initial onslaught, AT&T made technical adjustments to its activation system so that new users wouldn't face the same delays, Coe said.

Customers with corporate accounts might also experience delays because AT&T needs authorization from the telecommunications manager at their company to switch them to an individual account, he said.

Timothy Johnson, 36, of Collegeville, Pa., said his phone was activated Sunday afternoon, about two days after he bought it.

'The experience of the activation is unacceptable,' Johnson said. 'It all just reeks of ill-preparedness to me.'
Johnson said he was happy with the iPhone and credited Apple for acknowledging the problem. But he expressed concerned about the type of service he would get from AT&T in the future.

Rob Enderle, an industry analyst with The Enderle Group, said the activation problems probably won't hurt iPhone sales.

'This kind of thing is not unusual when you have this number of people trying to buy something all at once,' Enderle said.

Depending on how the companies handle customer's complaints, it could in fact help, he said. If customers feel the company has treated them well, they are more likely to buy and recommend its products in the future.

'It doesn't matter whether your product breaks or not,' Enderle said. 'It matters how well you treat your customers.'
The iPhone, which also serves as an iPod media player and a wireless Web device, went on sale Friday evening after months of anticipation. Thousands of people lined up in front of Apple and AT&T stores across the country to be among the first to get one.

Apple has been updating its Web site nightly to report which of its stores have iPhones in stock. Nearly all AT&T stores have sold out, Coe said.

Apple would not provide details about iPhone sales figures or customer activation problems, but a spokeswoman said the company was working hard to resolve any issues.

'There are a small percentage of iPhone customers who have had a less than perfect activation experience,' said Apple spokeswoman Natalie Kerris.

Customers can activate the phones by logging on to Apple's iTunes software from their computers. Although many customers said they experienced no delays, others received a message saying activation 'will take some additional time.'
Many buyers said their troubles began when they tried to switch from their current cell phone provider to AT&T. The activation problem has affected both existing AT&T wireless customers and those signing up from another cell phone carrier, Coe said.

As of Sunday afternoon, eBay Inc. (NASDAQ:EBAY) said more than 2,700 iPhones had been sold on the online auction site at an average price of $740.18. The iPhone retails for $499 for the 4-gigabyte version and $599 for the 8-gigabyte model.

Money, race and more from politics blog

2007-07-01T10:51:00.000+03:00

Clinton is up, Pelosi is down — and Thompson is still testing the waters for a possible presidential run.

Money chart

The figures soon will be flying fast and furious in the presidential campaign. Shortly after the end of the second-quarter fundraising period Saturday, some candidates will proudly post their take and crow about their momentum.

Others will more quietly file their paperwork with the Federal Election Commission and let the numbers speak for themselves when the reports are officially released in mid-July.

For those keeping score at home (and for those eager to start), here's a reminder of how various candidates fared during the first quarter (Jan. 1-March 31).
What they reported raising from others in that period, rounded off, in millions:

Democrats

Clinton...$26.1

Obama...$25.7

Edwards...$14.0

Richardson...$6.2

Dodd...$4.0

Biden...$2.1

Kucinich...$ 0.3

Republicans

Romney...$21.0

Giuliani...$14.8

McCain...$13.0

Brownback...$1.3

Use caution when using Roth money for emergencies

2007-07-01T10:38:00.000+03:00

Among the multitude of ideas that readers have submitted for building an emergency fund, here's an intriguing one: Use a portion of your Roth IRA. Although I have misgivings about it, the concept is worth a look.
"My wife and I have an emergency fund equal to three-fifths my annual salary," said Robert Jones, a reader from Pennsylvania. "We keep it in a bond mutual fund as part of our regular brokerage account. We also have Roth IRAs with the same broker.
"Might we be better off keeping that emergency fund as part of our Roth IRAs? The contributions would still be available, without penalty, for any purpose, and the interest would grow tax-free. We can keep it in the same bond fund or a similarly conservative investment within the Roth accounts."
For those who need a refresher, a Roth IRA is a type of individual retirement account that, unlike a traditional IRA, does not offer a tax deduction on contributions. But all withdrawals can be tax-free once you are 59 1/2 and have had a Roth IRA open at least five years.
Another advantage is that, since you've already paid taxes on the money you contribute, you can always withdraw your direct contributions, at any time and for any reason, without taxes or penalties (although this has been the case since Roth IRAs came into being in 1998, this fact is still not well-known).

For example, if you have a Roth IRA worth Advertisement
$25,000, and $18,000 of it is direct contributions and $7,000 is
earnings, you can always take out the $18,000 tax and penalty-free. (If a bank imposes a penalty for the early redemption of a certificate of deposit in a Roth IRA, that's another matter unrelated to the tax laws.)
It is possible, therefore, to use a Roth IRA as an emergency fund. If you need the money, it is there for you. If you don't need it, you can leave it alone to grow tax-free for retirement.
But a few caveats are in order: A Roth IRA is intended to be an account to save for retirement. Using it for any other purpose may leave you short of funds after you quit work. If you do rely on a Roth IRA for emergencies, you must have the discipline to avoid raiding it for nonemergency expenditures.
Also, as retirement savings accounts, Roth IRAs are ideal vehicles for long-term growth-oriented investments such as stocks and stock-mutual funds. Emergency funds are best kept in stable, short-term investments that can be converted to cash quickly without loss of principal (although low-volatility bond funds can be used, I prefer money market funds that don't fluctuate in price).
Therefore, before using part of your Roth IRA as an emergency fund, you need to consider whether such use fits within your overall asset allocation (in other words, how you want your money divided among different asset classes, such as stocks, bonds and cash, based on your goals and risk tolerance).
Say you want a portfolio of 60 percent stocks, 35 percent bonds and 5 percent cash. If the 5 percent cash allocation fits into your Roth IRA and gives you enough money to handle emergencies, then the idea can work. In this instance, you may leave 5 percent of your overall portfolio in a money-market fund within a Roth IRA. Top-yielding money funds are paying 5 percent or more today, and you can leave everything to grow tax-free inside the IRA if you don't need the money for emergencies.

Banks rush to make most of high call rates

2007-06-30T13:33:00.000+03:00

MUMBAI: Banks were trying to make the most of the rise in short term money market rates on Wednesday. Just as interest rates in the inter-bank call market and the market for collateralised operations crossed the 6% mark, banks rushed to park funds in these markets, leaving the central bank with bare minimal cash flows to absorb at the reverse repo window.

While the call money market saw volumes of around Rs 12,301 crore, the market for collateralised borrowing and lending obligations (CBLO) had volumes rising to Rs 27,580 crore. The Reserve Bank of India did not receive any bids in the first session of liquidity adjustment, but in the afternoon session, banks parked only Rs 10 crore with the central bank.

Call money rates opened the day at 4-4.5% levels, but ended much higher at 6.75-7% levels. Similarly, rates in the CBLO market opened at 5% levels, but rose to 7.20% levels later in the day. The central bank offers banks a rate of 6%, when they park funds through reverse repo operations.

For the past few weeks, call rates and rates in the CBLO market had been trading at below 1% levels. This situation had caused banks to look for other avenues to park their cash, and most of them tried to park funds at the RBI’s reverse repo window. Again, this route also had limitations as the central bank would absorb only flows worth Rs 3,000 crore on a given day.

The rising interest rates and shrinking liquidity took a toll on the prices of government bonds. The yield on the benchmark paper, the 7.49% bond maturing in 2017, ended the day at 8.23%, up from the previous close of 8.2%.

The central bank conducted an auction of treasury bills worth Rs 6,000 crore, in a bid to suck out the excess cash flows from the system. The RBI issued 91-day t-bills worth Rs 3,500 crore and set a cut-off yield of 7.39%, higher than the previous cut-off of 7.14%. The central bank set a cut-off yield of 7.66% on the 182-day t-bills, issued worth Rs 2,500 crore. At a previous occasion, the RBI had set a cut-off yield of 7.81%.

The rupee, on Wednesday, ended at 40.97/98 levels, weaker than the previous close of 40.90/91 levels per dollar. Treasury managers attributed the weaker rupee to falling appetite of global investors for risky assets. Oil companies were also seen purchasing the dollar. However, exporters who sold dollars when the rupee breached the 41-mark, helped curb the local currency from falling further.

Meanwhile, a volatile rupee has caused the yields on forward contracts to rise substantially. The yield on the one-month contract rose to 3.9% from the previous close of 1.96%, while the six-month premia closed at 3.34% (2.97%). Similarly, the yield on the one-year contract ended at 3.03%, as against Tuesday’s close of 2.81%.

Stocks can't muster turnaround

2007-06-30T13:29:00.000+03:00

End roller-coaster day in the red after Dow rises then falls over 100 points; oil jumps over $1, Treasurys rally.
Stocks made a late-day attempt at positive territory Friday, but in the end finished a roller-coaster day slightly lower as thin trading and rising oil prices overshadowed earlier economic news.

The 30-share Dow industrials (down 13.66 to 13,408.62, Charts) lost about 0.1 percent, while the broader S&P 500 (Charts) and the tech-heavy Nasdaq (Charts) slipped about 0.2 percent. At one point the Dow was up over 100 points, then down by that much.

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"I don't see anything fundamental here, we probably just lost a lot of market participants," said Art Hogan, chief market analyst at Jefferies and Co.

Hogan said trading volume on the New York Stock Exchange and the Nasdaq slowed considerably in the afternoon.

Todd Clark, director of stock trading at Nollenberger Capital Partners in San Francisco, said rising oil prices and continued inflation fears may be eroding the morning gains, but he also noted the upcoming holiday week and thin trading.

Oil rose over $1, bonds rallied and the dollar fell against the euro and yen.

Friday marked the last trading day for the first half of the year.

So far this year, the Dow is up 7.6 percent, the Nasdaq is up 7.2 percent, and the S&P is up 5.7 percent.

For the quarter, the Dow is up 8.5 percent, the Nasdaq is up 7.5 percent, and the S&P has risen 5.8 percent.

For June, the Dow is down 1.6 percent, the Nasdaq is even, and the S&P fell 1.8 percent.

For the week, the Dow added about 0.4 percent and the Nasdaq rose roughly 0.5 percent. The S&P 500 inched higher.

Next week the big number will be the monthly jobs report, set for release Friday.

Other than that, there's little in the way of earnings or other economic reports slated, and markets will close early on July 3 and remain closed July 4 for the Independence Day holiday.

As Clark put it, next week traders will be watching "burgers and dogs on the grill."

Fed holds rates steady again

2007-06-30T13:28:00.000+03:00

The nation's central bank keeps a key short-term rate at 5.25% but Bernanke & Co. still worried about inflation.

The Federal Reserve left a key short-term interest rate unchanged Thursday and indicated it was still worried about inflation, a sign the central bank will leave rates alone for a while instead of cutting them despite concerns about a sluggish economy.

In its widely watched statement, the Fed eliminated its characterization of core inflation as being "elevated," saying that "readings on core inflation have improved modestly in recent months."

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But the Fed added that "a sustained moderation in inflation pressures has yet to be convincingly demonstrated." The statement came out at the end of a two-day meeting for the Fed in Washington.

Investors seemed unsure how to react to the news. Stocks extended early gains right after the Fed's announcement but wound up pulling back, closing mixed for the day.

Treasury bonds fell, pushing the yield on the benchmark U.S. 10-year Treasury note up to 5.10 percent from about 5.08 percent late Wednesday. Bond prices and yields move in opposite directions.

American Financial Realty Trust Closes Bank Property Acquisition With Heritage Oaks Bank

2007-06-30T00:57:00.000+03:00

JENKINTOWN, Pa., June 28 /PRNewswire-FirstCall/ -- American Financial Realty Trust , a real estate investment trust focused on acquiring and leasing properties occupied by financial institutions, today announced that it has completed the sale-leaseback transaction of four fully occupied bank properties from Heritage Oaks Bank, a leading community bank located on California's central coast. Heritage Oaks Bank, headquartered in Paso Robles, California, is wholly-owned by Heritage Oaks Bancorp . The properties were acquired in a cash transaction for an aggregate purchase price of approximately $12.8 million before acquisition costs. The portfolio assets, consisting of three bank branches and an administrative office building, aggregate approximately 38,300 rentable square feet and are located in the municipalities of Arroyo Grande, Paso Robles and Santa Maria, California.

Heritage Oaks Bank will continue to fully occupy the properties under triple net leases, for an initial term of 15 years. The Company anticipates an average capitalization rate (average revenues over the remaining term of the leases less operating expenses divided by the gross purchase price) of approximately 7.00% before transaction expenses based on the projected cash flows. The net rental income under the lease will be subject to annual increases.

The transaction was facilitated under a relationship between American Financial and Sandler O'Neill Partners, L.P., to deliver sale-leaseback financing opportunities to middle market financial institutions in the United States.

"We are pleased to establish a new customer relationship with Heritage Oaks Bank," commented Glenn Blumenthal, chief operating officer of American Financial Realty. "This transaction demonstrates the value of AFR's flexible acquisition structure that enables banks and other financial institutions to rationalize their real estate holdings while maintaining long term stability." Mr. Blumenthal continued, "I'd like to thank our partners at Sandler O'Neill whose knowledge of financial institutions in California's central coast made a seamless execution of this transaction. I look forward to growing and strengthening our relationship with the Sandler team."

About American Financial Realty Trust

American Financial Realty Trust is a self-administered, self-managed real estate investment trust that acquires properties from, and leases properties to, regulated financial institutions. The Company through its operating partnership and various affiliates owns and manages its assets primarily under long-term triple net and bond net leases with banks. The Company is traded on the New York Stock Exchange under the ticker symbol AFR.

Grand designs

2007-06-29T11:38:00.000+03:00

The porcupine skylines of the world's great commercial hubs are in constant flux. Attenuated offices pierce the smog, while street grids are bounded ever more tightly by great planes of glass, steel and marble, the material language of the corporation. Yet despite this international boom, the corporate HQ is today an endangered architectural typology.

There was a time, at the height of modernism, when corporate architecture drove design, when technological progress, innovation and the avant-garde produced an explosion of superb buildings - the green-glass delicacy of New York's Lever House, the slick black of Owen Williams' art deco Daily Express building in London, and the same architect's awesomely modern factory for Boots in Nottingham. These proud, sometimes pompous structures continue to define both cityscapes and brands, as engrained in the popular consciousness as a city's squares or stations.

Between the 1920s and the early 1960s, the world's best architects spent a great deal of their time building for ambitious corporate clients who wanted their brands, values and achievements embodied in built form. The best have proved remarkably durable, from New York's Woolworth and Chrysler buildings to Chicago's Sears Tower.
But by the final third of the 20th century, large corporations had begun to shy away from self-aggrandising buildings and big civic presences. The increasing difficulty of finding central plots in major cities, allied with a reluctance to invest capital in exorbitant real estate, sent HQ building-projects out of fashion. Instead corporations turned to the flexibility of leasing, unwilling to spend on new architecture in a volatile business world. As the radical speed of change in new office technologies brought with it dreams of hot-desking and home-working, the future of the big HQ looked in doubt.

Yet corporate architecture remains perhaps the most powerful method of expressing brand value. Those few companies - big and small - who make an effort, truly stand out.

The histories of modern architecture and corporate building are intimately interlinked. In 1910, the architect and industrial designer Peter Behrens created the world's first co-ordinated corporate brand, for the German company AEG. His strategy embraced everything from logo to marketing literature to product ranges. But it was Behrens' architecture that was at the fore.

His 1909 turbine factory in Berlin was one of two keystones in the development of modernism. The other was Frank Lloyd Wright's 1904 building for the Larkin mail-order company, in Buffalo, New York, which introduced the now ubiquitous office atrium. Both Behrens' and Wright's buildings were austere, formal creations of brick and glass - blocky, simple and monumental.

Wright's Johnson Wax building (1936-39) in Racine, Wisconsin, attempted to create a humane working environment - fewer hierarchical floorplates; strange, exposed mushroom columns which freed up space; curvaceous streamlined corners - all of which presaged a new, futuristic architecture. Mies van der Rohe's Seagram building in New York (1954-58) remains one of the sleekest and most influential of skyscrapers: a perfect glass box, the colour of the Seagram product embodied in the subtly brown-tinted glazing.

The postwar era also saw the emergence of the campus office, usually associated with companies based on university grounds. Eero Saarinen (architect of JFK airport's sculptural TWA terminal, certainly the best bit of airline branding ever) defined the genre with his General Motors technical centre in Warren, Michigan (1948-56), and subsequently on campuses for IBM, Bell and John Deere.

A skyscraper boom followed in the next few decades, exemplified in Chicago's Sears Tower (1974-76, Skidmore, Owings & Merrill) and New York's AT&T building (1984, now the Sony building), designed by Philip Johnson, the first major expression of post-modernism with a neo-classical tint.

The 1980s did not produce many masterpieces, but it did at least throw up radical ideas. Britain's high-tech architects began to surpass the big beasts of a by-now dulled US corporate-architectural culture, most notably with Norman Foster's Hongkong and Shanghai Bank, and Richard Rogers' Lloyd's building.

The typology arguably never recovered from the recession that followed. But some exceptions continue to reinforce the potential of corporate architecture - not just for brand-building and ego, but also for employees' comfort and pride, and for the enhancement of their city.

30 St Mary Axe (Swiss Re), London 1997-2004

Rising a couple of blocks away from his old partner Richard Rogers' Lloyd's Building, Norman Foster's streamlined skyscraper launched a new generation of ambitious towers in the city. Although a resounding international success and one of the world's most recognisable contemporary structures, it initially proved awkward to let. This was at least partly due to its initial association with its builder, Swiss Re, which was too closely identified with the project for other potential lessees - hence the name change to its address. Nevertheless it has proved a catalyst for major new towers in the city, such as Renzo Piano's Shard London Bridge, due to start construction this year.

Lloyd's of London1979-84

Lloyd's may have started in a 17th-century coffee house, but it graduated to the machine age with Richard Rogers' astonishing building, which marked a new era in London architecture. With services, lifts and guts on the exterior, the interiors were left clear and expansive; while from the outside, the building resembled a huge engine for making money. Rearing up next to the Victorian iron and glass of Leadenhall Market, the Lloyd's building looked at once striking and at home in its context, signalling the dominance of Lloyd's in the market and its presence in the City.

Hongkong and Shanghai Bank, Hong Kong1979-86

Norman Foster's magnificent building is still one of the most dramatic HQs of the modern era. By constructing an exoskeleton, the architect cleared the internal spaces of structure and produced free-flowing floors with astounding views across Hong Kong island. The design also liberated ground space, making the building's undercroft both a shortcut through the island's unbelievably dense fabric, and a heavily used public plaza in a city where civic space is rare. Together with Richard Rogers' Lloyd's building, the Hongkong and imbued a flagging commercial modernism with a sense of daring and excitement - but also managed to harness the scale of corporate building to benefit the public realm.

Hearst Headquarters, New York 2000-06

Another entry from Foster & Partners and another building which looks set to reinvigorate a skyline. New York, home of the skyscraper, had fallen behind: a combination of recession, brutally efficient building techniques (which preclude all but the most basic architectural expression) and the effects of 9/11 had led to a stagnant skyline. The Hearst tower exerts a crystalline presence over midtown, its facets bouncing light back down onto the surrounding streets and sparkling at sunset like pink champagne. The simple act of cutting away the corners gives unexpected views diagonally across the city (as opposed to across the street grid) and also chimes with the theatrical art deco of its retained, 1920s base.

The New York Times Tower, New York Occupancy due in 2007

With its diaphanous skin, Times Tower's 52 storeys seem to dissolve into the sky. Renzo Piano has long excelled at corporate HQs, becoming the established architect of good taste - even if his refinement can occasionally segue into extremely competent blandness. But Times Tower does for Times Square what his Daimler Benz towers do for Berlin's Potsdamer Platz, laying a respectable, slick gloss on the cityscape. Due for completion later this year, the elegant building will be a huge boon to its media brand, and a competitor to the Hearst tower a little further uptown.

Novartis Campus, Basel Under construction

On a huge former industrial site on the banks of the Rhine, pharmaceutical firm Novartis is building the most architecturally ambitious chunk of corporate city currently under construction. Rather than opt for a single, monolithic structure, or even a consistent style, Novartis has carefully employed some of the most high-profile architects in the world - Rafael Moneo, Frank Gehry, Sanaa, and Diener & Diener - to create a dynamic series of places and a virtual museum of contemporary architecture. What I have seen so far remains (perhaps appropriately for big pharma) a little sterile, but is an exemplar of long-term ambition. It has also prompted local rivals Roche to commission a stunning tower - to be Switzerland's tallest - for its campus, designed by Herzog & de Meuron, architects of London's Tate Modern.

McLaren Technology Centre, Woking, England 1998-2004

Foster again, here with a building as streamlined as the Formula 1 cars manufactured inside. The site houses a group of F1 high-tech companies that encompass the whole process - from design and testing to construction - in a series of curvaceous buildings set by a large artificial lake. This provides cooling for the interiors, whose spaces are arranged around a series of double-height internal streets - progress through the building feels more like a stroll through a mini-city than a factory complex. The structures are kept low and unobtrusive, making minimal impact on the surrounding countryside. This inconspicuousness makes the revelation of the brilliantly clean and bright interiors all the more astonishing.

ING Bank, Budapest 2003

A little off-the-wall, this one, but a fascinating attempt at embracing a landmark building and subverting it with a new extension. ING's first Hungarian office - from 1993 - was skilfully inserted into an old palace on Budapest's grandest boulevard by Dutch architect Erick van Egeraat. His second building for ING also sits inside a historic building, albeit one from a very different era - the communist trade union HQ. Grandly modernist, it is a powerful building, adorned with reliefs of heroic proletarian workers. This has been intelligently restored and converted, while a new wing, in glass, ripples along the street frontage, its skewed angles contrasting with the rational modernity of the old building. Old and new meet, clash a little and agree to continue. Extremely clever and hugely recognisable.