1 Martie

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

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

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

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!

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 !!!

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!

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

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

"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!

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

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

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

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

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

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

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

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

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!