SUZUKI PARTS MOTORCYLCE

Complete Motorcycle Kits - Wrench to Ride

2009-08-18T11:24:00.001-07:00

By Spike King

Complete motorcycle kits are just what they sound like - kits with all the parts you would need to build a motorcycle. A few extra bits and pieces in case you lose a screw or two may also be included, but basically everything inside the box will be used to make one single vehicle - wheels, engine, drive belts and chains, frame, seat, fork, handlebars, and electrical parts, they are all in there. The question that needs asking is, therefore, why offer motorcycles in kit form? Isn't it better to just sell the vehicles pre-built. Well, there are practical reasons behind this, as well as historical ones.
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The motorcycle of course, evolved from the bicycle. The idea of attaching an engine to a bicycle to make a light, cheap, and personal mode of transport was the result of people wanting more speed out of and less effort into their vehicles. The motorized bicycle concept was refined, and so we have the motorcycle today. When mass production came along and revolutionized everything, it introduced parallel manufacturing. At that time, motorcycle parts were shipped to dealers and other points-of-sale, since parts consumed less space than the whole vehicles. Perhaps one day someone thought, why not sell the motorcycles as kits, since it would make them easier to transport and also trim a little off of the price as labor and warehousing would be reduced. Regardless of the actual sequence of events, motorcycle kits have become a popular offering amongst small manufacturing companies, a phenomenon to be discussed next.

Complete Motorcycle Kits - Saving Space and Money

Complete motorcycle kits are a response to the needs of small companies and consumers who want something more personal and down-to-earth. Large companies can afford large warehouses to store their products, and so they can produce huge numbers of individual units. Shipping for volume is also cheaper if you get past a certain lower limit. Smaller motorcycle companies and shops cannot compete with that, but they still want to be able to offer their products to a wider area. With the power of the Internet, it is possible to advertise your products across the world, and offer sales to a specified region. So, even if you are in a single town or city, you can basically sell products to people in faraway places, places that would ordinarily be out of sales reach. The next advantage affects how business is done. Normally when buying a vehicle, the buyer has to come to the point of sale and drive the vehicle away after paying. The business model for motorcycle kits is different - the customer no longer has to travel to the shop. They just need to send money digitally, and the product will be shipped to their home. So how does this affect costs? The seller can reduce storage and labor costs by keeping the motorcycles in boxed kit form, so they can reduce the price of the unit. These savings are offset by shipping costs, but shipping a box of parts still costs less than shipping the pre-built thing. In the end, with just a little bit of thinking and effort, the consumer can have a motorcycle that they want and save some hard earned cash getting it.

Complete Motorcycle Kits - Steps 1 through N

Getting complete motorcycle kits is just part one of the whole deal. After choosing the design, possibly selecting custom parts, transferring money as payment, and waiting for the package to arrive on your doorstep, the next part is to build the vehicle and this is where it gets interesting. Note that despite the name saying "complete" these kits will not include the tools required to build the motorcycle. "Complete" refers to the motorcycle's parts, not the construction process. Then again you will need to have the tools to maintain your ride anyway, so buying a good set is a great idea. For real gear heads, they would have tools in their garages anyway, and these are the same people who make up the bulk of the consumers for these vehicles in boxes. A set of instructions, most likely quite long, will also be included in the kit. No amount of whining about not liking to read manuals and following steps will get you around the fact that these instructions are critical. If you fail to read the instructions, you might miss something, and that something could be the one thing that spells the difference between a great ride and a nasty crash. Doing it yourself does not necessarily mean doing it your way, at least in this case. So, with the lecture out of the way, you can get on with building the motorcycle. What comes after completing it is where you can take liberties as you wish.

Complete Motorcycle Kits - Personality for Personal Utility

Having a ride of your own means you can design and customize it as you wish and this is especially true for something that you built yourself, though admittedly it was from a complete motorcycle kit. Adding personal touches to your ride makes it more personal, and more unique. It will be your sense of design and aesthetics that will make or break the appearance of the ride, so have fun with it. Maybe some fancy exhaust pipes, a few or a lot of decals and custom paints jobs, or even flashy neon lights, and you could have one sweet bike. Any customization of your motorcycle lies outside of the kit cost, and with customization the price can soon add up, but remember, after all it is all in the pursuit of enjoyment. Nothing beats being able to ride something that you designed yourself, since it is about pride, personality, and identity. Of course, there are those who prefer it straight up and simple.

Regardless of which one you are, the thrill of taking to the blacktop and riding off is something you will enjoy. The adrenaline of the moment and the rush of the wind in your face make the experience worth every cent. Just remember to stay alert and ride safely, okay?

kawasaki motor

2009-08-18T11:16:00.000-07:00

Is your Honda motor cycle are often subjected to repair and do you need to find the best Honda Motorcycle Parts providers in the US? Then you have reached the right place, the right concern for getting your motorcycle parts to be replaced is the beaverdamhondakawasaki.com. You can find almost all the Honda Motorcycle Parts for most of the models from them. I recommend you to buy your parts in the concern because; they are committed to excellence and committed to customers in their service.

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It is not needed to pay too much for the parts you buy form the shop since they are the direct dealers of the Honda and Kawasaki motorcycles. The main benefit of the shop is they sell only genuine motorcycle parts and hence the quality of the parts will be the best. They provide us not only the Honda spare parts but also Kawasaki Motorcycle Parts. You can know about the shop by browsing over the customer testimonials written on their website. You can have the order of the products completely online. Just visit their website and have a review on the various services provided by them. If you have any queries to be asked, just call them in the number 888.244.6578.

Yamaha Jet Ski Waverunner

2009-08-18T11:14:00.000-07:00

Yamaha's venture to the marine water craft began as early as the 60's but the company's production of the personal water crafts came in later, in 1986. There are several reasons why Yamaha decided to produce PVC. One of them was the increasing interest of the public with Kawasaki's Jet Ski and Bombardier's Sea-Doo. (The names Jet Ski and Sea-Doo have become the generic terms for stand-up and sit-down personal water craft respectively.) The sales of the two brands kept on rising that prompted the entry of the WaveRunner into the marine recreation picture.

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The very first Yamaha PVC at the same time the very first sit-down PVC was the WaveRunner 500 or the Marine Jet 500T. Although the Sea-Doo first released the sit-downs, the WaveRunner set today's sit-down market.

A year later, the WaveRunner was shortly replaced with the name WaveJammer 500 or the Marine Jet 500S. This model was considered as the world's first solo riding sit-down PWC. Same with the WaveRunner 500, the WavaJammer was very agile with its combination of small hull and fixed steering column.

The sit-down model was still very popular during the 90's and resulted to the introduction of the WaveRunner III 650 or the Marine Jet 650TL. This model was given the recognition as the world's first PVC that was designed for 3 passengers. It featured high-performance engine, great stability, speed, and a larger hull. This model became the parent of the later Yamaha WaveRunner models as the demands for larger PVC's increased over the years.

Before the introduction of another WaveRunner (except for the WaverRunner VX650 in 1992) came several other Yamaha PVC's. These include Super Jet 650 stand-up (jet ski), WaveBlaster 700 that rode like a motorcycle, WaveRaider 700, WaveVenture 700 with a 3-seater capacity, and the WaveBlaster II with a very powerful 760cc engine.

In 1997 came the WaveRunner GP 1200 with one of the most powerful engines in the market. From hereon, the power, size, style, and features become the priority of Yamaha. More models with these characteristics came out. The WaveRunner XL 1200 came a year after. In 1999 two models, the WaveRunner SUV 1200 and WaveRunner XL 1200 Ltd was released.

In 2000, the Yamaha PVC, the WaveRunner GP 1200R, has 155 hp engine with amazing body design. It was followed by the WaveRunner XLT 1200, WaveRunner FX140, WaveRunner GP 1300R with 1200cc engine, WaveRunner FX Cruiser High Output higher performance 4-stroke engines, WaveRunner VX Deluxe, WaveRunner FX Cruiser High Output, and WaveRunner VX 700. All these models are performance driven, stylish and most of all, very affordable.

By: Low Jeremy

Kawasaki Ninja ZX-10R

2009-08-18T09:15:00.000-07:00

Kawasaki Ninja ZX-10R

The Kawasaki Ninja ZX-10R is a superbike and Kawasaki's follow-up to the ZX-9R sport bike. It was originally released in 2004 with minor revisions in 2005, it combines ultra-narrow chassis, low weight, radial brakes, and strong engine make it a very competitive package for its Japanese rivals: Suzuki's GSX-R 1000, Honda's CBR1000RR and Yamaha Motor Company's R1. In 2004 and 2005 the ZX-10R won Best Superbike from Cycle World magazine and the prestigious international Masterbike competition. It is known to be the most 'hard edged' or race oriented out of the Japanese one-liter inline four cylinder motorcycles, with relatively quick steering and a ferocious powerband.
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The 2008 model has an MSRP of USD $11,549.

According to the National Institute of Highway Safety, The ZX-10R has the highest theft and damage loss claim rate of any registered motorcycle. [1]

Contents

1 Engine

2 Cooling system

3 Clutch

4 Wheels

5 2006 model

5.1 Specifications

5.2 Performance

6 2008 model

7 Specifications (all models)

8 References

9 External links

Engine
yamaha motorcycle accessories

Kawasaki engineers utilized a "stack" design for a liquid-cooled, 998 cc inline four-cylinder engine. The crank axis, input shaft and output shaft of the "Ninja" ZX-10R engine are positioned in a triangular layout to reduce engine length, while the high-speed generator is placed behind the cylinder bank to reduce engine width. With a bore and stroke of 76 x 55 mm, the ZX-10R engine's one-piece cylinder and crankcase assembly reduces weight and increases rigidity. The DOHC are machined from chromoly steel built for strength, four valves per cylinder improve high-rpm breathing, and the forged, lightweight pistons offer high heat resistance to further enhance the bike's power-to-weight ratio.

Cooling system

In addition to liquid cooling, the ZX-10R engine features an oil cooler adjacent to the oil filter to reduce oil temperatures. "Slosh" analysis was also used to design the internal structure of the oil pan, thereby reducing windage losses and helping to maintain low oil temperatures. The radiator is provided by Denso and helps reduce weight.

Clutch

A multi-plate wet clutch with a back torque limiter transfers power to a six-speed, close-ratio transmission ideal for closed-course competition. The back-torque limiter automatically disengages the clutch under hard braking and deceleration to prevent rear wheel hop during corner entry. This also ensures complete control under hard braking.

Wheels

A new six spoke wheel design is claimed to be almost as light as special purpose race wheels. The sidewall profile of the rear tire has been increased from 190/ 50 /ZR17 to 190/ 55 /ZR17.

2006 model

Amongst other changes, the 2006 model featured twin underseat exhausts which contributed to a 5kg increase in dry weight. The engine remained largely unchanged.

The 2006 ZX1000D6F model carried over to the 2007 model year, with only color scheme changes. The most noticeable difference between 2006 and 2007, is that the heat-shields on the exhaust pipes are black on the '07 ZX10R, and '06 came with silver ones.

Specifications

Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head

Displacement: 998 cc

Bore "> The 2007 ZX-10R

The ZX-10R was all new for its launch for the 2008 model year. There has been a dramatic change in appearance with the bike featuring a much more angular front end. Kawasaki has moved away from the twin-underseat exhausts of the '06-'07 model to a more conventional single side exhaust. The compression ratio of the engine has been raised so that the engine now produces 188 PS / 138.3 kW (185.5 hp) @ 12,500 rpm and 200 PS / 147.1 kW (197.3 hp) @ 12,500 rpm with ram air.

Specifications (all models)

All specifications are manufacturer claimed. 2004/2005 2006/2007 2008/2009 Engine Engine Type

998 cc (60.9 cu in) liquid-cooled inline four-cylinder Bore/Stroke

76.0 x 55.0 mm Compression Ratio

12.7:1

12.9:1 Valve Train

DOHC; four valves per cylinder Fuel Delivery

Fuel Injection Ignition

Computer-controlled digital transistorized Drivetrain Transmission

close-ratio six-speed, slipper clutch Final Drive

sealed chain Chassis/Suspension/Brakes Front Suspension

Rear Suspension

Front Brakes

Dual radial-mounted four-piston calipers with semi-floating 300 mm (12 in) petal discs

Dual radial-mounted four-piston calipers with semi-floating 310 mm (12 in) petal discs Rear Brakes

Single 220 mm (8.7 in) disc with single-piston caliper Front Tire

120/70ZR-17 Rear Tire

190/50ZR-17 Dimensions Rake

Trail

Wheelbase

Seat Height

825 mm

830 mm Dry Weight

170 kg

175 kg

179 kg Wet Weight

Fuel Capacity

17 L Performance Max. Power Output

175 PS (128.4 kW) @ 11,700 rpm
184 PS (135.3 kW) @ 11,700 rpm with ram air

188 PS (138.3 kW) @ 12,500 rpm
200 PS (147.1 kW) @ 12,500 rpm with ram air Max. Torque

83.2 lb-ft @ 8,700 rpm Other Colors

Model ID

ZX-10R Warranty

MSRP

References

^ Ninja ZX-10R 2004 PDF

^ Ninja ZX-10R 2006 PDF

^ Ninja ZX-10R 2008 PDF

External links

Kawasaki ZX-10R Road tests of all Kawasaki ZX-10R models

Ducati 916

2009-08-18T09:08:00.000-07:00

By Various

The Ducati 916 is an Italian sports motorcycle manufactured by Ducati from 1994 to 1998. In contrast to Japanese inline four-cylinder competitors of the time, its V-twin engine produced less outright power, but a more even torque spread. The 916 model was replaced by the 996 model in 1999.
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Contents

1 Four Valves
2 Ducati 916
3 Racing
4 Notes
5 References
Four Valves

The first development of the 916 model family can be traced back to the development of the four valve Ducati engine, the desmoquattro, through the development and racing of the earlier Pantah models, to the road-going 851 and 888 models.

The chief designer of Ducati motorcycles since the 1970s was the late Fabio Taglioni (1920-2001). He introduced the Pantah in 1979; its engine was updated in the 1990s in the SuperSport (SS) series and all modern Ducati engines are derivatives of the Pantah, which employed a set of revolving cams to actuate the engine's valves (eliminating valve springs), called desmodromic. Taglioni, did not, however, have an interest in four-valve head engines, and so this was left to his successor. The eight-valve V-twin was the work of Taglion's successor, Massimo Bordi.

Ducati 916

Making its debut in 1994, the Ducati 916 was admired because of its new design and outstanding technical features. Designed by Massimo Tamburini and Sergio Robbiano and his team at the Cagiva Research Centre in San Marino, the 916's water-cooled engine was a revision its predecessor, the 888, with larger displacement, a new engine management system, on an overall smaller motorcycle with a chome-moly trellis frame. This was accomplished by increasing the crankshaft stroke from 64mm to 66mm. Using the same 94mm bore size as the 888 resulted in a capacity of 916cc - although by the time the 916 was introduced the final 851/888 Corse engines had also had their bore sizes increased to 96mm resulting in 'race only' capacities of 926cc and 955cc respectively. This combined with a striking new bodywork that featured aggressive lines. It was later replaced by the 996 and 998 with similar design but revised engines and even more power.

Design of the Ducati 916 was a balance between function and form:

The single-sided swingarm was beautiful, but designed to make wheel changes faster during races
The underseat exhausts improve aerodynamic performance, and resultantly gave very clean lines. This feature was initially introduced on Honda NR, however, Ducati popularized it and it is mistakenly considered to be one of the original trademarks of 916 line.
Massimo Tamburini went on to design the MV Agusta F4, the bike which is seen as his replacement for the 916 range, and it shares many similarities with the 916 especially in the tail section. Both of these Tamburini designs were featured in the Guggenheim Museum's 1988 The Art of the Motorcycle exhibit.

Motorcycle

2009-08-18T09:04:00.000-07:00

A pair of motorcycles packed for touring

A motorcycle (also called a yamaha motorcycle accessories , motorbike , bike , or cycle ) is a single-track, two-wheeled motor vehicle. Motorcycles vary considerably depending on the task for which they are designed, such as long distance travel, navigating congested urban traffic, cruising, sport and racing, or off-road conditions.

Motorcycles are the most affordable form of motorised transport in many parts of the world, and for most of the world's population, they are also the most common type of motor vehicle. There are around 200 million motorcycles (including mopeds, motor scooters and other powered two- and three-wheelers) in use worldwide, or about 33 motorcycles per 1000 people. This compares to around 590 million cars, or about 91 per 1000 people. Most of the motorcycles, 58%, are in the developing countries of Asia, while 33% of the cars (195 million) are concentrated in the US and Japan. In the two countries of India and China, there are a total of 6 million cars, but 71 million motorcycles. These numbers, particularly in the developing world, are dwarfed by the number of bicycles in use, estimated to be near twice the number of cars, worldwide.

Contents

1 History

2 Technical aspects

2.1 Construction

2.2 Fuel economy

2.2.1 Electric motorcycles

2.3 Dynamics

2.4 yamaha motorcycle accessories

3 Social aspects

3.1 Popularity

3.2 Subcultures

3.3 Mobility

3.4 Safety

4 Types

5 Motorcycle rider postures

6 Legal definitions and restrictions

6.1 Australia and New Zealand

6.2 Canada and the US

6.3 United Kingdom

7 Environmental impact

7.1 United States emissions limits

7.2 Europe

8 See also

9 References

10 External links

History

Main article: Motorcycle history Replica of the Daimler-Maybach Reitwagen A 1913 Fabrique National in-line four with shaft drive from Belgium

Arguably, the first motorcycle was designed and built by the German inventors Gottlieb Daimler and Wilhelm Maybach in Bad Cannstatt (since 1905 a city district of Stuttgart) in 1885. The first petroleum-powered vehicle was essentially a motorised bicycle, although the inventors called their invention the Reitwagen ("riding car"). However, if a two-wheeled vehicle with steam propulsion is considered a motorcycle, then the first one may have been American. One such machine was demonstrated at fairs and circuses in the eastern U.S. in 1867, built by Sylvester Howard Roper of Roxbury, Massachusetts. A pre-war Polish Sokó 1000

In 1894, Hildebrand ">[ citation needed ] The German company NSU held the position of largest manufacturer from 1955 until the 1970s. [ citation needed ] NSU Sportmax streamlined motorcycle, 250 cc class winner of the 1955 Grand Prix season

In the 1950s, streamlining began to play an increasing part in the development of racing motorcycles and the "dustbin fairing" held out the possibility of radical changes to motorcycle design. NSU and Moto-Guzzi were in the vanguard of this development both producing very radical designs well ahead of their time. NSU produced the most advanced design, but after the deaths of four NSU riders in the 1954 1956 seasons, they abandoned further development and quit Grand Prix motorcycle racing. Moto-Guzzi produced competitive race machines, and by 1957 nearly all the Grand Prix races were being won by streamlined machines. [ citation needed ] The following year, 1958, full enclosure fairings were banned from racing by the FIM in the light of the safety concerns.

From the 1960s through the 1990s, small two-stroke motorcycles were popular worldwide, partly as a result of East German Walter Kaaden's engine work in the 1950s.

Today, the motorcycle industry is mainly dominated by Japanese companies such as Honda, Kawasaki, Suzuki, and Yamaha, although Harley-Davidson and BMW continue to be popular and supply considerable markets. Other major manufacturers include Piaggio group of Italy, KTM, Triumph and Ducati.

In addition to the large capacity motorcycles, there is a large market in smaller capacity (less than 300 cc) motorcycles, mostly concentrated in Asian and African countries. An example is the 1958 Honda Super Cub, which went on to become the biggest selling vehicle of all time. Its 60 millionth unit produced in April 2008. Today, this area is dominated by mostly Indian companies with Hero Honda emerging as the world's largest manufacturer of two wheelers. For example, its Splendor model which has sold more than 8.5 million to date.

Technical aspects

A Suzuki GS500 with a clearly visible frame (painted silver).

Construction

See also: Motorcycle construction and Motorcycle design

Motorcycle construction is the engineering, manufacturing, and assembly of components and systems for a motorcycle which results in performance, cost and aesthetics desired by the designer. With some exceptions, construction of modern mass-produced motorcycles has standardised on a steel or aluminium frame, telescopic forks holding the front wheel, and disc brakes. Some other body parts, designed for either aesthetic or performance reasons may be added. A petrol powered engine typically consisting of between one and four cylinders (and less commonly, up to eight cylinders) coupled to a manual five- or six-speed sequential transmission drives the swingarm-mounted rear wheel by a chain, driveshaft or belt.

Fuel economy

Motorcycle fuel economy varies greatly with engine displacement and riding style ranging from a low of 29 mpg -US (8.1 L/100 km; 35 mpg -imp ) reported by a Honda VTR1000F rider, to 107 mpg -US (2.20 L/100 km; 129 mpg -imp ) reported for the Verucci Nitro 50 cc Scooter. A specially designed Matzu Matsuzawa Honda XL125 achieved 470 mpg -US (0.50 L/100 km; 560 mpg -imp ) "on real highways - in real conditions." Due to lower engine displacements (100 cc 200 cc), motorcycles in developing countries offer good fuel economy. [ citation needed ] In the Indian market, the second most selling company, Bajaj, offers two models with superior fuel economy: XCD 125 and Platina. Both are 125 cc motorbikes with a company-claimed fuel economy of 256 mpg -US (0.919 L/100 km; 307 mpg -imp ) and 261 mpg -US (0.901 L/100 km; 313 mpg -imp ), respectively. [ citation needed ]

Electric motorcycles

Main article: Electric motorcycle

Very high fuel economy equivalents can be derived by electric motorcycles. Electric motorcycles are nearly silent, zero-emission electric motor-driven vehicles. Operating range and top speed suffer because of limitations of battery technology. [ citation needed ] Fuel cells and petroleum-electric hybrids are also under development to extend the range and improve performance of the electric motors.

Dynamics

Racing motorcycles leaning in a turn. Main article: Bicycle and motorcycle dynamics

Different types of motorcycles have different dynamics and these play a role in how a motorcycle performs in given conditions. For example, a shorter wheelbase would generally make a bike lean faster [ citation needed ] and would be quicker around corners compared to a longer wheelbase. Longer wheelbase on the other hand provides more stability in a straight line. Motorcycle tyres have a large influence over handling.

Motorcycles must be leaned in order to make turns. This lean is induced by the method known as countersteering, in which the rider steers the handlebars in the direction opposite of the desired turn. Because it is counter-intuitive this practice is often very confusing to novices and even to many experienced motorcyclists.

Short wheelbase motorcycles, such as sport bikes, can generate enough torque at the rear wheel, and enough stopping force at the front wheel, to lift the opposite wheel off the pavement. These actions, if performed on purpose, are known as wheelies and stoppies respectively. If carried past the point of recovery the resulting upset is known as "looping" the vehicle.

Accessories

Main article: Motorcycle accessories

Various features and accessories may be attached to a motorcycle either as OEM (factory-fitted) or after-market. Such accessories are selected by the owner to enhance the motorcycle's appearance, safety, performance, or comfort, and may include anything from mobile electronics to sidecars and trailers.

Social aspects

Main article: Motorcycling

Popularity

Motorbikes are the primary form of transportation in Vietnam.

In many cultures, motorcycles are the primary means of motorised transport. According to the Taiwanese government, for example, "the number of automobiles per ten thousand population is around 2,500, and the number of motorcycles is about 5,000." In places such as Vietnam, motorcycle use is extremely high due to a lack of public transport and low income levels that put automobiles out of reach for many. In Vietnam, motorised traffic consist of mostly motorbikes. The four largest motorcycle markets in the world are all in Asia: China, India, Indonesia, and Vietnam. The motorcycle is also popular in Brazil's frontier towns. Amid the global economic downturn of 2008, the motorcycle market grew by 6.5%.

Recent years have seen an increase in the popularity of motorcycles elsewhere. In the USA, registrations increased by 51% between 2000 and 2005. This is mainly attributed to increasing fuel prices and urban congestion, but is also partly due to television programmes such as reality show American Chopper , or adventure-travel shows such as Long Way Down . [ citation needed ]

Subcultures

A motorcycle rally in Ontario A Hells Angels wall mural in Southampton, UK See also: Motorcycle club, Outlaw motorcycle club, and Category:Motorcycling subculture

Around the world, motorcycles have historically been associated with subcultures. Some of these subcultures have been loose-knit social groups such as the cafe racers of 1950s Britain, and the Mods and Rockers of the 1960s. A few are believed to be criminal gangs.

Social motorcyclist organisations are popular and are sometimes organised geographically, focus on individual makes, or even specific models. Example motorcycle clubs include: American Motorcyclist Association, Harley Owners Group and BMW MOA. Some organisations hold large international motorcycle rallies in different parts of the world that are attended by many thousands of riders.

Whereas many social motorcycle organisations raise money for charities through organised events and rides, some other motorcycle organisations exist only for the direct benefit of others. Bikers Against Child Abuse (BACA) is one example. BACA assigns members to individual children to help them through difficult situations, or even stay with the child if the child is alone or frightened.

In recent decades, motorcyclists have formed political lobbying organisations in order to influence legislators to introduce motorcycle-friendly legislation. One of the oldest such organisations, the British Motorcycle Action Group, was founded in 1973 specifically in response to helmet compulsion, introduced without public consultation. In addition, the British Motorcyclists Federation (BMF), originally founded in 1960 as a reaction to the public perception of motorcyclists as leather-jacketed hooligans, has itself moved into political lobbying. Likewise, the U.S. has ABATE, which, like most such organisations, also works to improve motorcycle safety, as well as running the usual charity fund-raising events and rallies, often for motorcycle-related political interests.

At the other end of the spectrum from the charitable organizations and the motorcycle rights activists are the Outlaw Motorcycle Gangs. These are defined by the Provincial Court of Manitoba as: "Any group of motorcycle enthusiasts who have voluntarily made a commitment to band together and abide by their organizations' rigorous rules enforced by violence, who engage in activities that bring them and their club into serious conflict with society and the law". The Federal Bureau of Investigation (FBI) and Criminal Intelligence Service Canada have designated four MCs as Outlaw Motorcycle Gangs (OMGs), which are the Pagans, Hells Angels, Outlaws MC, and Bandidos, known as the "Big Four".

Mobility

A couple ride on a motorcycle in Udaipur, India. Annual sales of motorcycles in India is expected to exceed 10 million by 2010.

While people choose to ride motorcycles for various reasons, those reasons are increasingly practical, with riders opting for a powered two-wheeler as a cost-efficient alternative to infrequent and expensive public transport systems, or as a means of avoiding or reducing the effects of urban congestion. In places where it is permitted, lane splitting, also known as filtering, allows motorcycles to use the space between vehicles to move through stationary or slow traffic.

In the UK, motorcycles are exempt from the £8 per day London congestion charge other vehicles must pay to enter the city during the day. Motorcycles are also exempt from toll charges at some river crossings, such as the Severn Bridge, Dartford Crossing, and Mersey Tunnels. Some cities, such as Bristol, allow motorcycles to use bus lanes and provide dedicated free parking. In the United States, those states that have high-occupancy vehicle lanes also allow for motorcycle travel in them. Other countries have similar policies.

In New Zealand motorcycle riders are not required to pay for parking that is controlled by a barrier arm; the arm does not occupy the entire width of the lane, and the motorcyclist simply rides around it. Many car parks controlled in this way supply special areas for motorcycles to park, so as not to unnecessarily consume spaces.

Safety

Main articles: Motorcycle safety and Motorcycle safety clothing

Motorcycles have a higher rate of fatal accidents than automobiles. United States Department of Transportation data for 2005 from the Fatality Analysis Reporting System show that for passenger cars, 18.62 fatal crashes occur per 100,000 registered vehicles. For motorcycles this figure is higher at 75.19 per 100,000 registered vehicles four times higher than for cars. The same data show that 1.56 fatalities occur per 100 million vehicle miles travelled for passenger cars, whereas for motorcycles the figure is 43.47 28 times higher than for cars. Furthermore for motorcycles the accident rates have increased significantly since the end of the 1990s, while the rates have dropped for passenger cars. Wearing a motorcycle helmet reduces the chances of death or injury in a motorcycle crash

The two major causes of motorcycle accidents in the United States are: motorists pulling out or turning in front of motorcyclists and violating their rights-of-way and motorcyclists running wide through turns. The former is sometimes called a SMIDSY, an acronym formed from the motorists' common response of "Sorry mate, I didn't see you". The latter is more common when motorcyclists mix drinking with riding. Motorcyclists can anticipate and avoid some of these crashes with proper training, increasing their conspicuousness to other traffic, and separating alcohol and riding.

The United Kingdom has several organisations which are dedicated to improving motorcycle safety by providing advanced rider training over and above what is necessary to pass the basic motorcycle test. These include the Institute of Advanced Motorists (IAM) and the Royal Society for the Prevention of Accidents (RoSPA). Along with increased personal safety, riders with these advanced qualifications often benefit from reduced insurance costs. An MSF rider course for novices

Motorcycle Safety Education is offered throughout the United States by organisations ranging from state agencies to non-profit organisations to corporations. The courses, designed by the Motorcycle Safety Foundation (MSF), include a Basic Rider Course, an Intermediate Rider Course and an Advanced Rider Course.

In the UK (except Northern Ireland) and some Australian jurisdictions, such as New South Wales, the Australian Capital Territory, Tasmania and the Northern Territory, it is compulsory to undertake a rider training course before being issued a Learners Licence.

In Canada, motorcycle rider training is compulsory in Quebec and Manitoba only, but all provinces and territories have Graduated Licensing programs which place restrictions on new drivers until they have gained experience. Eligibility for a full motorcycle licence or endorsement for completing a Motorcycle Safety course varies by province. The Canada Safety Council, a non-profit safety organisation, offers the Gearing Up program across Canada and is endorsed by the Motorcycle and Moped Industry Council. Training course graduates may qualify for reduced insurance premiums.

Types

Main article: Types of motorcycles A boulevard cruiser (front) and a sportbike (background)

There are three major types of motorcycle: street, off-road, and dual purpose. Within these types, there are many different sub-types of motorcycles for many different purposes.

Street bikes include cruisers, sportbikes, scooters and mopeds, and many other types. Off-road motorcycles include many types designed for dirt-oriented racing classes such as motocross and are not street legal in most areas. Dual purpose machines like the dual-sport style are made to go off-road but include features to make them legal and comfortable on the street as well.

Each configuration offers either specialised advantage or broad capability, and each design creates a different riding posture.

Motorcycle rider postures

The motorcyclist's riding position depends on rider body-geometry (anthropometry) combined with the geometry of the motorcycle itself. These factors create a set of three basic postures.

Sport the rider leans forwards into the wind and the weight of the upper torso is supported by air pressure as long as the motorcycle is travelling at speed, typically above 50 mph (80 km/h). The footpegs are below the rider or to the rear. The reduced frontal area cuts wind resistance and allow higher speeds. However, at low-speed this position throws the weight of the rider onto the arms instead, and this is quickly tiring to the wrists of unfamiliar riders. Moreover, the sports position makes it more difficult for the rider to look around and foot through traffic. Many sport bikes have narrow, swept-back handlebars, or clip-ons (short stubs clamped to the telescopic fork tubes). Following the style of racing bikes, most have full-fairings and often come with almost complete engine enclosure, although motorcycles with a sport riding position are becoming more diverse with the marketing of factory naked bikes, streetfighters, retro cafe racers, and other blends of styles, having varying riding positions somewhere in the range from sport to standard.

Standard the rider sits upright or leans forwards slightly. The feet are below the rider, not too far to the front or back. These are straightforward, versatile motorcycles that are not too specialized for one task, but don't excel in one area either. Standards are used in touring, commuting, and sporting, and are good for beginners. The rider enjoys the benefits of freedom of head movement, good visibility in all directions, and easier use of the feet while moving through stationary traffic.

Cruiser the rider sits at a lower seat height with the upper torso upright or leaning slightly rearwards. Legs are extended forwards, sometimes out of reach of the regular controls on cruiser pegs. The low seat heights can be a consideration for new or short riders. Handlebars tend to be high, and wide. Harley-Davidsons are exemplars of this style. The emphasis is on comfort, while compromising cornering ability because of low ground clearance and the greater likelihood of scraping foot pegs, floor boards, or other parts if turns are taken at the speeds other types of motorcycles can do.

Important factors of a motorcycle's ergonomic geometry that determine the seating posture include the height, angle and location of footpegs, seat and handlebars. Likewise, factors in a rider's physical geometry that contribute to seating posture include torso, arm, thigh and leg length, and overall rider height.

Legal definitions and restrictions

A motorcycle is broadly defined by law in most countries for the purposes of registration, taxation and rider licensing as a powered two-wheel motor vehicle. Most countries distinguish between mopeds of 49 cc and the more powerful, larger, vehicles (scooters do not count as a separate category). Many jurisdictions include some forms of three-wheelers as motorcycles.

Australia and New Zealand

A scooter and a motorcycle

In New Zealand, "learner" and "restricted" motorcycles may only have a 250 cc engine capacity, restricting 15-year-old learner riders to speeds of around, or a bit more than, 160 km/h (99 mph).

Note that on a learner licence on a motorcycle limits the rider to riding up to 70 km/h (maximum of 80 km/h in NSW, Australia), anything over this figure would be breaking the law.

The legal age to be eligible to apply for a New Zealand motorcycle licence is 15 years and over. New Zealand employs a three stage system for motor vehicle licensing. At age 15, an individual can gain their first licence known as their "learner licence". They must hold this for at least 6 months before they are able to move on to their "restricted licence". They must then hold this restricted licence for one and half years. After a period of 6 18 months, depending on age and additional training, a holder of a restricted licence may sit the third and final stage known as the "full licence". Until an individual has their full licence they are only able to ride a motorcycle which has an engine capacity of 250 cc or less.

A similar system is used in most states of Australia, with some variations. "Learners Permit" and "Provisional" licence holders must not have bikes that exceed a power to weight ratio of 150 kW/tonne or 660 cc, whichever comes first. All 250 cc bikes (with a few listed exceptions) are automatically included in this LAMS (Learner Approved Motorcycle Scheme) list.

Before getting a learners permit a pre-learner course is required, which issues a certificate of completion, valid for 3 months. Upon passing a computer test, the rider is granted a learners permit, which is valid for 12 months. Whilst on a learners permit, the rider may not carry a pillion or side car and may not exceed 80 kilometres per hour (50 mph) or the posted speed limit, whichever is lower, in certain jurisdictions.

To progress to a provisional licence, the rider must successfully complete a pre-provisional riders course, followed by a riding skills test called MOST (Motorcycle Operator Skill Test). The rider is then able to obtain a P1 provisional licence. These licences can be renewed and must be held without suspension for 12 months, after which time it can be upgraded to a P2 provisional licence, which is then to be held for 2 more years before the rider obtains their full licence, providing they have not breached any laws causing them to be suspended or disqualified in that period. P2 provisional riders are permitted to carry a pillion, P1 riders are not. There are exceptions to this rule for mature age licence holders, who may be eligible to bypass the P2 provisional period.

The laws of some countries allow anyone with a car licence to legally ride mopeds not exceeding 50 cc in capacity, meaning that they do not need to show any competency in handling such a vehicle.

Canada and the US

In many jurisdictions, the term "motorcycle" includes trikes

In Canada and the United States three-wheeled motor vehicles fall under the auspices of motorcycle regulations. The laws and regulations for legal moped usage in the U.S. vary by state.

In the United States, licensing requirements vary widely among the states and territories, but generally riders are required to pass written and practical (on-cycle) competency tests. In about half the states, successful completion of a rider education course (such as those offered by the Motorcycle Safety Foundation) is accepted by state licensing agencies in lieu of examination. The specifics of the motorcycle and moped laws in the U.S. can be obtained from each individual state's Department of Motor Vehicles website.

United Kingdom

Motorcycle riders in the UK must normally take a one-day Compulsory Basic Training (CBT) course, regardless of which class of motorcycle they intend to ride. In addition a theory test must be taken prior to taking a practical test for any type of motorcycle licence.

Entry level to motorcycling at age 16 is the moped, a motorcycle of engine capacity no greater than 50 cc restricted to a maximum design speed of 50 km/h (31 mph).

At age 17 the rider may have a "light motorcycle" with an engine up to 125 cc and a power output not exceeding 11 kW (15 hp). Only a CBT certificate, obtained within the past two years, and a provisional licence is needed to ride a learner motorcycle with an L plate. After passing a test on a 125 cc machine, riders will be restricted to ride a "large restricted motorcycle", which has a maximum power output of 25 kW (34 hp). After two years this restriction is lifted and any size or power of motorcycle may be ridden.

For riders over age 21 there is a direct access route to gaining a licence to ride a "large motorcycle" of any engine capacity or power, which allows somebody with no motorcycle experience to train and pass a test in around five days.

Three-wheeled vehicles weighing less than 8 cwt (896 lb / 406 kg were long classified as motorcycles in the UK and could be driven with a full motorcycle licence (a requirement there be no reverse gear fitted was dropped in the 1960s). This exemption was linked to the enduring popularity of three-wheeled vehicles in the UK (such as the Reliant Regal van) but was abolished for new licence holders in October 2000. Mass-production of three-wheelers ceased in 1998 but the licensing exemption still benefits trikes and their riders.

Environmental impact

In 2007 and 2008, motorcycles and scooters, due to good fuel efficiency, attracted interest in the United States from environmentalists and those affected by increased fuel prices. Piaggio Group Americas supported this interest with the launch of a "Vespanomics" website and platform, citing lower per-mile carbon emissions (40 lb/mile less than the average car, a 65% reduction) and better fuel economy.

Other sources, however, claim that while motorcycles produce much less pollution in terms of greenhouse gases, a motorcycle can in some cases emit 10 20 times the quantity of nitrogen oxides (NOx) when compared to the NOx emissions of a car. This is because many motorcycles lack a catalytic converter to reduce NOx emissions, and whilst catalytic converters have been used in cars long enough that they are now commonplace, they are a relatively new technology in motorcycles. However, it should be noted that many newer motorcycles (such as later models of the Yamaha R1 and Suzuki GSXR1000) now have factory fitted catalytic converters. Along with other technologies that have taken longer to appear in motorcycles (e.g. fuel injection, anti-lock brake systems), [ citation needed ] catalytic converters are becoming increasingly commonplace.

United States Environmental Protection Agency 2007 certification result reports for all vehicles versus on highway motorcycles (which also includes scooters), the average certified emissions level for 12,327 vehicles tested was 0.734. The average "Nox+Co End-Of-Useful-Life-Emissions" for 3,863 motorcycles tested was 0.8531, for a difference of about 16%, not the claimed 10X factor. Likewise, if one looks at how many of the 2007 motorcycles tested were also catalytic equipped, 54% of them, 2,092, were equipped with a catalytic converter.

United States emissions limits

The following table shows maximum acceptable legal emissions of the combination of hydrocarbon and nitrous oxides, as well as carbon monoxide, for new Class III motorcycles (280 cc or larger displacement) sold in the United States. Tier Model Year HC+NOx (g/km) CO (g/km)

Tier 1

2006 2009

1.4

12.0

Tier 2

2010 and later

0.8

12.0

The maximum acceptable legal emissions of hydrocarbon and carbon monoxide for new Class I and II motorcycles (50 cc 169 cc and 170 cc 279 cc respectively) sold in the United States are as follows: Model year HC (g/km) CO (g/km)

2006 and later

1.0

12.0

Europe

European emission standards for motorcycles are similar to those for cars. Motorcycles must meet Euro III standards, while cars must meet Euro IV standards. Therefore, the difference in total pollution between motorcycles and cars that pass European emission standards would be small, certainly much smaller than the 10X factor claimed by the referenced LA Times article.

See also

Motorcycle frame

2009-08-18T00:42:00.000-07:00

Motorcycle frame

Motorcycle frames come in a variety of shapes and materials, frames have been made from titanium, aluminium, magnesium, steel and carbon-fibre along with combinations of these materials.

Contents

1 Frame Materials

1.1 Steel

1.2 Aluminium

1.3 Aluminium and carbon-fibre

1.4 Carbon Fibre

1.5 Titanium

1.6 Magnesium

1.7 Magnesium and Aluminium

2 Frame Types

2.1 Pressed frame

2.2 Single cradle

2.3 Half-duplex cradle frame

2.4 (Full) duplex cradle frame

2.5 Double cradle or perimeter frame

2.6 Spine or backbone frame

2.7 Beam

2.8 Monocoque

2.9 Trellis

Frame Materials

Steel

Examples

Norton Featherbed frame Early Honda CBR600

Aluminium

Examples

Honda VFR750

Aluminium and carbon-fibre

Examples

Bimota SB8K (composed of two aluminium alloy beams and carbon fibre plates)

Carbon Fibre

Bimota TESI 3D

Titanium

Examples

1971 Titanium Husqvarna

Magnesium

Examples

Elfr 1986

Magnesium and Aluminium

Examples

Aprilia ETV 1000 Caponord (aluminium alloy welded on to aluminium-magnesium alloy castings)

Frame Types

Pressed frame

The frame is mass-produced by sheet metal pressed or stamped into shape. Typically a single-cradle structure is used. Examples

Honda Super Cub

Ducati 65T

Single cradle

The motorcycle engine is held in a single cradle with a single spine.

Half-duplex cradle frame

The motorcycle engine is held in a double cradle with a single spine and single downtube. Examples

Suzuki GSX250

Suzuki TS50ER

(Full) duplex cradle frame

The motorcycle engine is held in a full by two separate cradles, normally with a single spine. Examples

Suzuki GSX400

Suzuki TS50X

Double cradle or perimeter frame

Two cradles follow the perimeter Examples

Early Suzuki GSX-R750,

Suzuki GSX-R1100

Suzuki RG250

Spine or backbone frame

The motorcycle engine is suspended from a single spine. Examples

Honda CD200-T Benly

Lots of (new) Triumphs.

Beam

Twin beams join headstock to swingarm pivot in as straight and short a line as possible. Examples

Honda VFR750

Kawasaki ZXR750

Monocoque

Supports structural load using the external skin of the frame. Examples

Honda NR500

Trellis

harley davidson

Similar to the beam frame, connecting the steering head and swingarm pivot point directly as possible. The frame is made up of a large number of short steel (or aluminium) tubes welded together to form a trellis. Examples

Most modern Ducatis

Suzuki SV650

Kawasaki Versys

Honda VTR250

Motorbike / Motorcycle Suspension Setup

2009-08-18T00:35:00.000-07:00

It is going to be very difficult to set your bike up in one day unless you wish to spend a lot of time in the saddle. Therefore I have split up this article into different days to make it easier to read and carry out.
DAY 1 - What is “suspension” all about
Setting your bike up
Where did I start
DAY 2 - Set up your bike to your weight (Preload)
Rear Preload
Front Preload
DAY 3 - Front Damping
Front Compression
Front Rebound
NOTES
No advanced damping control
Keep a record
Counting Clicks
Set Up
Altering Bike Geometry
DAY 4 - Rear Damping
Suspension Balance
Rear Compression
Rear Rebound
SUMMARY
CONCLUSION

I bought myself a Yamaha YZF R1 bike which was supposed to a top handling bike. It was not. The bike was reluctant to turn. I took the bike to a club racer mate of mine and he had a test ride and then suggested that I increase the rebound (????) I turned the rebound (???) screw and it seemed to improve the bike handling. I turned it a bit more and it went back worse. I felt that since I had already fiddled with one of the settings, I might as well try other suspension settings.

I tried suspension setting from motorcycle newspapers, sports bike magazine, top racing websites and forums and they were all crap. In fact two sources never recommended the same setting for my bike and no one adequately explained how they got those settings. I felt I had to find my own suspension settings for my bike. In order to do so, I had to understand how it worked and this article will attempt to explain how I set up my bike and how you can too.

harley davidson motorcycle

Lets start at the very beginning.

DAY 1 - What is “suspension” all about?

Your bike suspension is designed primarily to absorb the imperfections in the roads, and ensure that tyres keep contact with the roads. Most bikes suspension are based on a spring like you would find in a pen, mattress or trampoline but much stronger. To stop the spring from bouncing the tyre like a yoyo; the rate the spring moves up and down is controlled by “dampers”.

Dampers are “like oil filled bicycle pumps”. The pump will move faster or slower depending on the size of the hole the oil is being pumped through and the thickness of the oil. All bikes have both a spring and dampers. My bike has the spring on the outside of the damper on the rear wheel (called rear shock) but the front wheel suspension has the springs within the dampers hence you cannot see them. They are called the front forks.

The suspension for your front wheel is independent from the back wheel and can react differently to road and riding conditions.

Where did I start?

Before I touched the bike, I located the handbook for my bike as supplied by the manufacturer. The handbook contains details on what can be adjusted and where on the bike the knobs and screws are for setting up your bike front and rear suspension. Also it details the manufacturers recommended suspension settings for your bike. If you have after market (third party) suspension, contact them.

Depending on your bike you may be able adjust some, all or none of the following
Preload (Spring tension, based on your weight)
Damping (speed the spring squashes and returns to normal )
Compression (advanced damping control, speed the spring squashes)
Rebound (advanced damping control, speed the spring returns to
normal after been squashed)

Note that compression and rebound are part of damping.

After I had established what I can adjust on my bike and how to adjust it, I got a pen and paper and wrote down my bikes current settings so that I can return the bike to it if I make a mess of things. On my bike, this meant counting “clicks” as I turned the screws for the compression and rebound clockwise or anti-clockwise. Preload is easier to note and record as you can see what “notch” the rear spring is on and what “ring” the front is on.

The manufacturer has spent a lot of time and money on research and development and they have a financial incentive to ensure that my bike handles well, therefore the manufacturers recommended suspension settings for your bike will not be that bad. Compare what your current settings are for your bike against the manufacturers setting. If they are different, and you think your bike could handle better, have a go at setting your bike to manufacturers recommended settings.

You should be able to fiddle with your suspension and bring it back to the settings recommended by the manufacturer or your original setting before you go any further. Do not read any further unless you are competent with the above and acknowledge that this whole article is purely for information only.

DAY 2 - SET UP BIKE TO YOUR WEIGHT (PRELOAD)

To set up your bike you will require the proper tools as recommended in your bikes handbook, usually a long screw driver, spanner for the front and a funny looking tool for the rear preload and tape measure!!. You will need patience and time. It is best to set the bike up where you are most likely to use it i.e. on the roads or race track.. Ensure your bike is in good working condition, including replacing dodgy fork seals, lubricating linkage, and changing fork or shock oil and you have correct tyre pressure . If you are unsure of your tyre pressure and it is a track bike use 32psi front, 30psi rear.

Twiddling with setting randomly will not get you far. You suspension can be broken down to the following
Front wheel
Preload
Damping Compression
Damping Rebound
Rear Wheel
Preload
Damping Compression
Damping Rebound

If your bike does not have some of these setting then you will have to compromise on the setting of your bike or buy after market suspension if necessary. You really should set up your bike in the right order. It is best to start with the preloads, front and rear as this is based on your weight and relatively easy to set up, then work your way down.

Rear Preload

Whatever your weight, when you sit on the bike, you want the bike to squat just a little bit (about 30mm) but not too much. You want to ensure that the bulk of your rear suspension travel is available for when you actually ride the bike as opposed to supporting your heavy frame. At the same time you should have a little bit of sag left. If the bike drops too much then increase preload and if you are very light and the bike barely moves under your weight, then soften the preload.

Below is a more detailed explanation. This is easy to set up but can be a bit confusing so just follow the steps one at a time.

Step 1: First find the fully UNLOADED length of your rear suspension. Put your bike on its centre stand. If you do not have a centre stand find a means of lifting the rear wheel up under the engine so that there is no weight (including the weight of the bike) on the rear axle and wheel. Measure the distance between the rear axle and a fixed point directly above like a bolt or mark. Note this measure measurement. Do not use a rear wheel bike stand as there is still the weight of the bike on the swing arm.

Step 2: Find the NORMAL length of you rear suspension. This is amount the suspension drops under the weigh of the bike alone without the rider. Put the bike on level ground and bounce it up and down to free any stickiness. Measure between the same two points as above, i.e. the rear axle and the fixed point directly above.

Step 3: Find the fully LOADED length of your rear suspension. This is the length of the suspension with the rear wheel on level ground and the rider seated on it in his normal riding position in full biking garb. First bounce up and down on the seat to loosen the suspension then get into your normal riding position with all weight on the bike and both feet on the bike. To prevent yourself from falling of (if you have not already) lean the bike against a wall and get your mate to measure between the same two points as above i.e. rear axle and the fixed point directly above.

Next thing is to understand a couple of buzz words. “Static sag” and “Rider sag”.

RIDER SAG is the difference steps 1 and 3. This is the amount the bike drops when your heavy arse sits on the bike.
STATIC SAG is the difference between step 1 and step 2. it is how much the bikes weight acts on the rear suspension or how much you can lift the bike rear without the rider on it before it tops out.

A top racing suspension company suggest that rear wheel rider sag should be around 30-40mm and static sag should be around 5-10mm. However this many vary depending on your bike and manufacturer. The more rider sag you have, the softer the bike suspension will be. I personally use 35mm for road and a few track days use.

Therefore if your rider sag is less than 30 mm then your preload is too hard, if it is more than 40 mm, then it is a bit soft. Once you have set your rider sag as close as possible to 30-40 mm, next check your static sag. If you have more than 10mm then you may need stiffer springs. If however, if your static sag is less than 5mm or you have no static sag then your springs may be too hard for your weight.

If you have to compromise then try to have at least a bit of Static sag in order to stop the bike from topping out.

Note that books, videos, media and pub acquaintances will all have different opinions on the naming and figures quoted above (and below). I find that I get fewer complaints with the current labelling system than I would with other labelling systems.

Avoid being obsessed with numbers and naming systems. I will try to explain the underlying principles of setting up your own bike. There are too many scenarios and permutations surrounding the effects of tweaking each setting that it would take me forever to cover them all. Therefore I will only touch on a few of the more common effects.

Front Preload

Some people set the front suspension based on rider sag and static sag. This is especially useful in determining if you need softer or stiffer springs. Use the same system as above to determine Rider sag (35-48mm) and Static sag (25-30mm). However I prefer the below method to optimise my current original front forks.

You want your bike to use as much front suspension "travel" as possible without "bottoming out" (no more travel) even in extreme conditions. So lets establish how much suspension travel you are currently using.

Wrap cable ties around the smooth part (stanchion) of front forks near the rubber seal to the forks. Ensure that it does not scratch the stanchion and it is not too tight as to damage the rubber seals.

With the cable ties in place ride your bike as normal using as many riding conditions (corners, braking, accelerating, wheelies and stoppies) that you are likely to meet. Then increase or decrease your preload until the cable tie stops about 10 mm before “bottoming out”.

Reducing preload should give you more travel. If the forks bottoms out, reset the cable ties and increase preload until the cable tie stops around 10mm above the limit. You should always leave about 10mm travel for emergencies like slamming into uncharted potholes.

Done

DAY 3 - FRONT DAMPING

The damping, both rebound and compression are best adjusted after riding your bike and feeling how it handles to you. You cannot use your mate’s settings. The reason why there is so much debate and controversy regarding suspension set up is because it is a personal experience and depends on how and where you ride your motorcycle.

Some people, media and websites will charge or tell you what they think is best for you whilst amongst top racers it is a closely guarded secret. You have to find your own settings that you are comfortable with and take notes as you experiment with different settings.

Setting the right amount of damping depends on the type of bike, how you ride the bike of bike, and shape and pressure of tyres you use. Also it depends on your riding style and how much suspension travel you want at any particular moment. This article will try to explain what to look out for and how to tweak it.

If you can adjust the damping but cannot adjust the rebound and compression separately, then you will have to find a compromise between the two for your bike. If you run out of adjustment, then depending on if the damping, either rebound or compression, is too slow or too fast then you may need to change the damping oil to thinner or thicker suspension oil relatively.

Note that your suspension will handle differently under different conditions i.e. high or low speed, wet or dry conditions, therefore experiment with setting up your bike under the conditions you would like to use them.

To start with, set your bike damping rebound and compression to your manufacturers or your preferred setting.

I do not know the exact terminology used in your manufacturers owners manual but note that

Soft damping = little damping = decreased damping
Hard damping = excessive damping = increased damping

Front Compression

You need your front compression under braking and when riding over uneven humps. You want your front suspension to compress slowly and controlled when you break. As your bike “nose dives” under braking, it transfers more weight over the front wheel. This helps slow the bike quicker.

If the front suspension compresses too quickly (too soft) you risk the suspension bottoming out and then your bike will feel vague and since it nose dives too quickly the back wheel may loose contact with the road and move sideways. On the other hand when compression damping is too high the suspension can't react quickly enough to compress over bumps and will skip and chatter. You will have an uncomfortable ride and your braking is compromised, especially in the wet.

Another important aspect of front compression is when you brake just before a turn. As you brake before the corner, the bike will naturally “nose dive”, this will shorten the wheel base and alter the geometry of the bike making the bike turn quicker into the corner. It is important that your bike compresses predictably and safely in a corner/turn.

SOFT: If your compression is too soft, your bike will nose dive too quickly, then as you turn into the corner, the bike will collapse into it and you end up having to compensate.

HARD: On the other hand if you have too much front compression damping, do not get enough nose dive and the bike will be reluctant to turn and may drift wide on entry to the corner.

Go for a ride on your bike and try braking and turning into corners at different speeds. This will cause a bit of nose dive so try different setting. If your bike bottoms out, increase the front preload. See preload notes above. Keep notes.

Front Rebound

Front rebound damping is to control the rate the bike “sits up” after the front suspension has been compressed i.e. from nose down position. If it is too soft, the front end will pop up too quickly after any situation causing the front suspension to compress e.g. braking or cornering causing the bike to "see-saw". This may result in lack of traction If rebound damping is too high you may have lack of “feedback” and in extreme cases where the suspension can't react quickly enough to extend again it will pump down until it bottoms out which is simply dangerous.

An alternative to manufacturers setting for front rebound is to place your bike on level ground and have your mate or rear wheel stand support the back of the bike. Press hard on the top of the yoke without pressing the brakes and let go. The suspension should rebound to its original position within a second.

If it takes more than a second then you need softer rebound but if it takes less than a second or it rebounds past its original position then you should make your rebound harder. This method may work but really it is too simplistic for real world riding.

One critical area where you want your front rebound to work well is through them corners and turns. As you fly down the road and brake before or into the corner, the front suspension compresses, then as you let go of the brakes, the front wheel will rebound fully. You do not want your front end to sit up too quickly especially mid corner. It does not matter whether you brake before the turn but this is more critical if you brake into the turn.

SOFT: If it rebounds too quickly in the corner your bike will sit up very quickly creating a longer wheel base. The front wheel “shooting” out also causes the bike to drift wide or a feeling of the front end “washing out” If this happens, increase (harden) your rebound to slow the rate the front wheel rebounds.

HARD: On the other hand if the rebound is too hard, when you let go of the brakes and on to the throttle in a corner, because the wheel is compressed for longer you will have a shorter wheel base for longer. This may cause the bike to feel wooden in the corner and turn too quickly. Soften her up.

To set up your front rebound damping you are going to have to go through a few corners a few times and it is best that you have sorted out the preload and front compression first. Basically you want to be able to
brake hard either before the turn or up to the apex of the turn, (whichever suits you)
let go of the brakes
get on to the throttle without the bike “see-sawing” i.e. sit up or dive

by adjusting only the rebound damping only (remember that we have sorted the compression so don’t mess it up.)

NOTES

No advanced damping control
if you cannot adjust the rebound and compression separately but you can adjust the damping, then you will have to go for a compromise. Since most accidents happen in a turn, then I will suggest that you set it up for cornering. Try to get the bike to enter and exit a corner with minimal rocking or seesawing to the front end. These setting should be ok for bumpy tarmac.

Keep a record
Keep a note of the settings you are using as well as the make and pressure of your tyres. Different tyres shapes, sizes and pressure can affect your readings and therefore you may want to keep a record of all your setting especially if you are a track addict or racer. Also keep a note of the weather and cooler temperature will thicken the oil in your forks while on a hotter day, your fork oil may thin a bit. You do not want to go through all this again

Counting Clicks
If your bike uses clicks to adjust damping, and you want to adjust your damping settings, do not simply turn it a few clicks till you think you have the right new settings. Fully count the clicks in to ensure you were on the right old settings then count it out to the right new settings. Example you think your front compression is on 5 clicks out and you want to try 7 clicks out. Do not simply turn it 2 clicks out. Count the 5 click in, and then count the 7 clicks out.

Set Up
Do not adjust more than one setting at a time unless it is to a previously recorded set up as you will not know which setting cause the most effect. I commute to work and I used to make one small (a click) adjustment a day. Sometimes I would leave it for a week because the conditions where not right to feel the new settings in action. On the track, I would suggest one setting change per session, minimum.

Altering Bike Geometry
You can alter your bikes geometry by sliding your front forks up through your front yoke.. i.e. your forks will stick up through the yoke a bit more than standard thereby causing your bike to have a more nose down bias. This makes the bike turn in faster, it doesn't increase the corner speed and you will loose ground clearance (CBR riders take note)

I will not recommend moving your front forks more than 5 mm

DAY 4 - REAR DAMPING

Once you are done with the preload and front wheel damping let move onto the rear wheel. You can set it based on comfort and uneven road using the same methods as you would with the front wheel. Also you could try to do what’s called:

Suspension Balance
Take the bike off its stand onto level ground and stand next to it. While holding your motorcycle upright, put one foot on the foot peg next to you and press hard on it. The front and rear of the bike should squash down and raise at the same rate. If not adjust rear damping compression and rebound to compensate

Now you have a comfortable bike with adequate suspension balance. Now let’s fine tune it a bit. Again there are no tricks to setting up your rear wheel suspension, you have to understand what causes your rear suspension to work. Since rebound occurs after compression we will deal with compression first.

Rear Compression
Like with the front wheel; if your rear compression is too hard you will have an uncomfortable ride because the rear wheel simply bounces off bumps and ripples in the road also giving a vague “feel”. Conversely, if it is too soft, you may get excessive “squatting” under heavy acceleration causing the bike to feel lethargic or even “bottoming out” on those rough roads.

When you accelerate, you need a bit of rear end squatting to give the tyres a chance to get some traction and absorb excessive power to the back wheel. However, it is that squatting action under heavy acceleration that can cause problems when coming out of corners.

SOFT: Let’s imagine that you are exiting a corner on your motorcycle, and the bike is leant over and you start to accelerate smartly. If the compression damping is too soft, you will get too much rear end “squatting” causing a “nose up” situation. This will cause your bike to drift wide on exit of the corner. This is not the same as a too much of front compression damping which causes the bike to drift wide on entry to the corner.

HARD: On the other hand if your rear compression damping is too hard, you will not get enough “squatting” and therefore may not get enough traction. This will cause a bit of rear wheel spin, or the rear wheel suddenly “kicking up”. You can imagine what can happen in extreme circumstances.

To set your rear compression damping up properly, it is best to have the front end sorted out first. That way you know you that your entry into the corner is as smooth as possible. Then you want to be able to put on the gas as you exit the corner and your bike should hold its line and inspire confidence.

Rear Rebound
Nearly the end of this setting up drivel. You have exited the corner and the bike is now flying forward in a straight line. At this point you want the rear rebound damping to keep the rear wheel in contact with the road, thereby giving you maximum traction

SOFT: However if it is a long corner then your rear rebound will come into play mid-corner. If your rear wheel kicks up too quickly, it will unsettle the chassis of the bike making it “wallow” and “lurch” mid corner. A lot of people wrongly try to cure mid comer “wallowing” by increasing rear preload. This may "stiffen" the rear end but you may loose a bit of suspension travel. The cure is to increase (harden) rear rebound.

HARD: However if your rear suspension is too hard, your back wheel will not sit up quick enough. This will cause you the have the back end squatting causing a “nose up “ situation for longer. This may cause you to drift wide similar to the effects of soft compression. Also since the rear shock does not extend quick enough, you may get a feeling of vagueness or loss of traction

That’s it.
If you have reached this point and found out that your original set up was the best then oops sorry. At least you have a few more buzz words to drop in the pub with other bike mates.

SUMMARY

First get your owner manual out and familiarise and compare your current suspension settings with the recommended settings in the manufactures hand book. Still not satisfied?

Then set-up your preload, front and rear, so that you can use as much suspension travel as possible when riding your bike. This is based on your weight, so if your weight fluctuates then keep an eye on it.

Next adjust your damping so that your suspension does not compress or rebound too fast or too slow to upset the bike and be uncomfortable. I believe that if you can get your bike suspension set up for cornering then it should be OK on a straight line.

Note: this image is only for illustration only. Your braking, turning and exit points and lines may vary, especially in the wet.

1 - Front compression
This is when you want your front compression to control the "nose down" effects of braking so it turns in to corner properly

2 - Front rebound
You have let go of brakes, adjust front rebound so that the front forks extend at a controlled rate allowing you to keep your line.

3 - Rear Compression
You want the rear end to squat a bit as you apply the power.

Make sure that the rear rebound setting keeps the rear wheel in contact with the road.

CONCLUSION

The point of this article is to educate you on how your suspension works so you can attempt to sort it out yourself. You should be able to feel the bike through the handle bars and the bike seat and be brave enough to note down the current settings and have a go at altering it to suit yourself.

I found that it is difficult to set up the bike for all condition. I recently changed my front brake pads and they were biting harder which made the bike nose down quicker. As summer approaches, I like to ride a bit faster. My weight is fluctuating. All these scenarios have caused me to change my setup. Top racers alter their setup at every track.

Kawasaki motorbikes

2009-08-18T00:29:00.000-07:00

Established as Kawasaki Aircraft Company to primarily produce components and parts from aeroplanes,in 1949 Kawasaki began its first venture into the world of motorcycles for sale with a motorbike engine. It taken three years to develop and complete, it was mass manufactured a year later as a 148cc engine, featuring a four stroke, single cylinder and had a maximum power output of 4 PS.

In 1954, the first fully complete motorbike was manufactured under Meihatsu, a part of the larger Kawasaki Aircraft Company. In1960,it build a dedicated company to motorbikes, with the opening imminent, the company bought Meguro Motorcycles and started mass producing motorbikes immediately.

Kawasaki has entered into various racing contests,in 1969 when Dave Simmonds won the 125cc World Championship.It eas the first success of the Kawasaki motorcycle. Shadowing over all other motorbike teams throughout the mid-1970’s to the mid-1980’s, Kawasaki got lots of medals in races and established themselves in the racing scene with their world class motorbikes.In 2007,Kawasaki created a subsidiary company of Kawasaki Heavy Industries, Kawasaki Motors Racing to take care of all racing activities that Kawasaki are involved in – primarily the MotoGP team.

Only winners of one Superbike World Championship (in 1993), whilst Reg Pridmore and Eddie Lawson are credible mentions,Anton Mang and Kork Ballingtons were the two famous riders of Kawasaki motorbikes.In the 250cc and 350cc categories Mang won several World Championships for Kawasaki in the early 1980’s, whilst Ballington was Mang’s predecessor, winning World Championships in both 1978 and 1979, for both the 250cc and 350cc categories.

Whilst Mang and Ballington are famous for riding Kawasaki motorcycles Kawasaki’s greatest winner and most popular rider is definitely ride Doug Chandler. The American rider raced for Kawasaki throughout the 1990’s and early 2000’s, winning three AMA Superbike Championship’s throughout his time – the first in 1990, the second in 1996 and the final in 1997. One of only four riders to win the AMA Grand Slam – a mile, half-mile, short track, TT and road race – Chandler was inducted into the AMA Motorcycle Hall of Fame in 2006. harley davidson motorcycle

Like racing bikes, have produced some fantastic on-road sports bikes. From the early 1990’s KSE500 to the popular KZ900, Kawasaki’s most famous bikes are definitely their Ninja range. With just under 20 bikes with the Ninja tag, they are popular amongst all sorts of riders, as there is a bike for all types and competency’s of riders. Starting back in the mid 1980’s with the Ninja ZXR 750 to the currently massively popular ZZR1400, each bike carries the same, famous Kawasaki characteristics but is individual in its own right. Its also important to mention that due to their very own nature, Kawasaki Motorcycles has always played the role of Maverick in the industry and that a feeling of independence from their main competitors has always been present.harley davidson motorcycle

Custom Mini Choppers

2009-08-18T00:19:00.000-07:00

Custom mini choppers are amazing Sales of Custom Mini Choppers are soaring! More like scooters than motorcycles, these are miniature versions of the full-grown chopper motorcycles made popular during the 60s. These custom mini choppers are built for chopper motorcycle enthusiasts and nostalgia seekers regardless of their age. But be careful, these custom mini chopper motorcycles are fast and powerful and even though they are small, they shouldnt be ridden by anyone under age without an adult supervision.

If you want to build custom mini choppers, remember that the parts you choose to build it are of extreme importance, as they dictate how your mini chopper will ride. Depending for example, on the size and type of gas tank, or the size of your custom mini chopper wheels your motorcycle may have a faster speed, or may travel great distances with less wear and tear.

You will also want to design the frame for your custom mini chopper, as it is the backbone of your bike, and is essential to the complete design of your bike.

Once you have the parts laid out it is time to think of the body of your custom mini chopper. You should have a custom frame for your mini bike picked out, and all your parts will be added to make a great bike.

Now what you need to think of is the design as there are lots of ways to design it. Your custom mini chopper could have a custom paint job, custom airbrushing, custom flames, or you could simply ask for one with straight colors. Everything depends on you and how you want your custom mini chopper bikes to look like harley davidson motorcycle.

Be creative and passionate about your work. Once you have your own custom mini chopper you will enjoy an amazing experience riding it.
By Pablo Mello

Pablo Mello is a custom mini chopper enthusiast. Visit Custom Mini Choppers for the best information on Mini Choppers.

Ducati Motorcycle Parts

2009-08-18T00:15:00.000-07:00

Ducati Motorcycle Parts

If you have a Ducati Hypermotard then you have several upgrade options to choose from when shopping for Ducati motorcycle parts. Your first option is to upgrade your exhaust pipes. One exhaust upgrade that you can buy is the Carbon Homologated Silencer Kit. This is a 2 in 2 carbon silencer that has been designed with titanium sleeves. This exhaust kit will not only help you to reduce the noise level of your Hypermotard, but it will also help to control its emissions. Your second option for upgrading your Hypermotard exhaust system is to buy the Complete Racing Exhaust Assembly Kit. This kit is a racing 2 in 1 exhaust assembly. It offers a stainless steel manifold, carbon silencer and titanium sleeves. There are two advantages of this exhaust upgrade. First of all it reduces the weight of your bike by 7 kilograms and secondly it improves your bikes performance.

The next Ducati motorcycle parts that you can buy for your Hypermotard are racing camshafts. These parts are designed to improve the engines performance. To make sure that these parts create the most benefits for your bike you will want to install the Complete Racing Exhaust System on your bike in conjunction with the racing camshafts.

Now that you know what Ducati Motorcycle parts will make your bike go faster, you next need to know what parts will help you to slow down. The Racing Brake Caliper Kit is a part that your bike needs if you plan on racing. This product is made from a one piece aluminum casting and it includes a dedicated front brake line.

suzuki

To get your Ducati pointed in the right direction you may also want to shop for Ducati motorcycle parts that will improve your bikes steering and control. One part that you may be interested in is the Cross-Mounted Aluminum Steering Damper. This part is designed to improver your bikes front end stability, which will help you to remain in control of your bike no matter what riding style you have.
suzuki

In addition to a superior line of motorcycles, Ducati also offers a great line of custom bike accessories. These accessories include items like Ducati Monster upgrade, racing bike parts, 1098 accessories, engine performance upgrade kits, wheel upgrades and bike covers. Wrecked motorcycles, salvaged parts and accessories from major manufacturers such as Harley-Davidson, Ducati, Henderson, Yamaha, Buell and Kawasaki. Find the parts you need to repair your bike or restore a vintage motorcycle as a hobby or profession

Article Source:EzineArticles.com

New Or Used Motorcycle Buying Guide - Seven Great Tipssu

2009-08-18T00:12:00.000-07:00

Buying a motorcycle? Find out what are the essential seven things you need to know about before you rush into purchasing that bike.

SELECT BEST MOTORCYCLE FOR YOU

The most common question I hear is "What's the best bike?"

It's easy when you only have one choice, like Ural in the former Soviet Union. But here, in the land of opportunities and freedom, you've definitely got much more to choose from. There are over 300 motorcycle models you can consider!

Whether you're new to motorcycles or you've been a rider for a long time, you have to do your research first. Look online, in the magazines, read reviews, look at the visual appeal, specifications. If you're a new rider, don't pick an expensive motorbike or a big motorcycle. If it's too big, it might be too hard for you to handle.

If you are a beginner rider, don't fall for the expensive and loud Harley-Davidson motorcycle. While these cruisers are extremely popular, this is definitely not the bike you want to start with. I wouldn't recommend you starting with a sport bike either, unless you are mature enough to handle the power of the sport bike. Consider starting with a used standard motorcycle or even a scooter.

Go to your local motorcycle dealer and work with him to help you in selecting that best bike for you. Sit down on the model you picked, and make sure you're legs are not dragging on the ground. A good dealer will have truly knowledgeable sales people. First, they should be riders themselves. Second, they should be able to answer any and all technical questions. You're not looking for a salesman; you're looking for an adviser.

Now you know what kind of bike you want, think about the price and whether you can spend the money for a new motorbike or you'll be happy with a used one.

suzuki motorcycle

NEW OR USED MOTORBIKE

Many people do not realize what a huge mistake it is to buy a brand new motorcycle. Sure, everyone wants a nice, sparkly, clean, shiny brand new motorcycle, but as soon as you drive it off the showroom floor, you have lost a LOT of money.

This is a mistake many people make when making the decision to purchase a new motorcycle. Buyers feel they are choosing something that is safe from breaking down, they feel they are getting a better deal that way. In reality, if you choose to buy a slightly used motorcycle, you are getting a much better deal.

suzuki motorcycle

Think about it this way, the original owner, paid full price, may have used the motorcycle very few times, but he/she (the original owner), took all the depreciation on it. You are now able to buy it for a LOT less than the original owner, yet it still has a warranty, looks new, and IS new to you! You get the best of both worlds that way.

BEST MOTORCYCLE PRICE

The best price for a used motorcycle is $0. Yea, it's when you get it for free. You'll be surprised, but I know this guy who's got a talent in getting used motorcycles for free. Well, yea, he's talking about motorbikes all the time, whoever he's with at the time, and where ever he is at. He got 1976 Honda CB750 from a friend of his good friend which only needed a minor fix (not the friend, of course). Another bike he got from his aunt's third husband or something, I think it was 1973 or 1975 CT 70. Smoke is coming out of it when you start, but my friend still rides it sometimes (the smoke goes away after a minute or two). Recently he told me he pulled next to a guy pulling an old motorbike behind him and started talking. He ended up with the bike, for free. I don't know how he does it or what he says.

Seriously, you need to take your time and investigate the current prices for the brand, year and model of the motorcycle you're about to buy. You can check the blue book value of the motorcycle at many web sites such as Kelly Blue Book or Nada. I personally like to use eBay to research the prices for the used motorbikes. You have to register with eBay (doesn't cost anything), then you'll be able to view completed sales for all motorcycles and other things. eBay often has good deals, but you have to look for them.

If you ended up buying a new motorcycle from a dealer, most of the time you should be able to buy your cycle for less than the advertised price. Take a look at sites like CycleBuy.com to learn the invoice price - what the dealer pays the manufacturer. Most dealers will be happy if they can sell you a bike and make a 10% profit.

MOTORCYCLE INSPECTION

When I hear that one of my friends is ready to buy a motorbike, I always offer to go with him. And you should too, bring a friend who can inspect the motorcycle you're about to buy. Of course, it would even be better if you bring a mechanic with you, that way you can concentrate on the price negotiations while your friend mechanic is making sure the motorbike is in a good condition. If you don't know any mechanic (hard to believe, I know), you can probably find one that will come with you for a service fee. Or maybe you can take the bike to a certified motorcycle mechanic and have him do a thorough inspection. It will cost you a few bucks, but it could also save you hundreds of dollars.

When you inspect the motorcycle, take your time. You don't want to miss that scratch on the gas tank which you will find later just to get yourself upset that you rushed through the inspection. Ask to go for a test ride for a 20 to 30 minute, don't just go up and down the road and think the motorcycle is in good condition. Make sure you ride different speeds for at least 2-3 minutes each.

FINANCING YOUR MOTORCYCLE PURCHASE (CASH VS LOAN)

I always try to pay cash for my cars and bikes. I'm sure lots of people would argue with me on this, but many people would agree with me. Why would you want to pay $1000 in interest for over 3 years to the motorcycle loan company if you don't have to? Of course, if you don't have enough cash but still want to ride a motorcycle, consider a cheaper motorcycle or even a scooter to start with. Or, don't buy a new motorcycle, buy used and save yourself thousands.

If you're going to finance the purchase, check out your loan sources before you go to the dealership. The dealer may have a low-interest finance package to offer you. On the other hand, they may work through a bank and actually charge you a few percentage points more - their profit - than you'd get by going direct to the bank..

MOTORBIKE GEAR

You've bought your cycle and are raring to go. All set? Not quite.

A motorcycle purchase isn't complete without a Department of Transportation (DOT)-approved helmet. Most states require that motorcyclists wear them. Study after study shows that helmets are the most effective piece of safety gear available to a rider. After all, it's protecting your head!

When choosing a helmet, consider these attributes: helmet type (full face, open face, hybrid, etc), safety, comfort, helmet shell material, helmet weight, size, ventilation, helmet safety liner, visor.

Make sure your motorcycle gear is comfortable. Comfort and safety are always my priority.

MOTORCYCLE INSURANCE

Rates for motorcycle insurance can vary a lot. Motorcycle insurance depends on your age, the motorcycle model, your driving record, your home location and other factors. If you're 19 years old and you bought a brand new Harley, your motorcycle insurance will be much higher than if you're bought a used 3 - 4 year old one or if you've been riding a bike for a couple of years or more (other things being equal).

Motorbike insurance payments can differ a lot between different motorcycle models. From one bike to another, they can be five to ten times different. For example, $200 for insuring a small commuter-type motorcycle can easily inflate to more than $1,000 for a high-horsepower, canyon-racer sport bike.

Think about what coverage you need. Maybe you can save on collision and comprehensive if your bike is old. Also, check with your regular medical insurance at your workplace, it may already cover your major medical expenses. Compare costs between different insurance companies and on different motorcycle models. Most insurance companies will give you a free quote online, for some you'd have to call.

If you need more information, please stop by and read our comprehensive [http://used-honda-motorcycles.net/motorcycle-buying-guide]Motorcycle Buying Guide at our site.

Also, please stop by if you are looking for [http://used-honda-motorcycles.net]a used Honda Motorcycle. Our listings often include many vintage Honda motorcycles such as 1960s CL77 305 and 1970s CB 350 models as well as other older and newer Honda models.

Copying this article is allowed only if no modifications are made to the article content or URLs.

Article Source: EzineArticles.com

Motorcycle seats :Motorcycle saddle

2009-08-17T22:40:00.000-07:00

TITLE: Motorcycle saddle
An 1885 motorbike saddle demonstrates it debt to horse saddles The dual saddle the most popular style today Rider and passenger dual saddles on a 1969 BMW motorcycle Modern saddles on a 2007 BMW R1200RT

A motorcycle saddle is a term for a motorcycle seat in some parts of the world. It is a seat for carrying a rider and, possibly, a passenger, and which is attached to a motorcycle often but not exclusively, behind the fuel tank.

There are several types of saddles used on motorcycles. Most common is the "dual saddle" or "benchseat" which is used on the majority of motorcycles today. It allows both the rider and passenger to be seating fore and aft on a single saddle.

Dual saddles, that is two separate saddles (and often independently sprung), are less common today, but were used extensively early in the 20th century.

A recent innovation combines the two, as seen to the right on the R1200RT, where there are two saddles but they are installed adjacent to each other.

The solo saddle is used on motorcycles that will not carry passengers. These include racing motorcycles, off-road motorcycles, and certain historic motorcycles. There are many popular manufacturers of aftermarket saddles including Mustang and Corbin.

See also

motorcycle

saddle

Kawasaki disease

2009-08-17T22:37:00.000-07:00

Kawasaki disease

Kawasaki disease (also known as lymph node syndrome , mucocutaneous node disease , infantile polyarteritis and Kawasaki syndrome ) is an inflammation (vasculitis) of the middle-sized arteries. It affects many organs, including the skin, mucous membranes, lymph nodes, and blood vessel walls, but the most serious effect is on the heart where it can cause severe aneurysmal dilations. Without treatment, mortality may approach 1%, usually within 6 weeks of onset. With treatment, mortality is There is often a pre-existing viral infection that may play some role in pathogenesis. The conjunctival and oral mucosa, along with the epidermis (skin), become erythmatous (red and inflammed). Edema is often seen in the hands and feet and the cervical lymph nodes are often enlarged. Also, some degree of fever is often noted. Twenty percent of children affected have cardiovascular sequelae.
suzuki motorcycle

It was first described in 1967 by Dr. Tomisaku Kawasaki in Japan.

Contents

1 Signs and symptoms

1.1 Symptoms

1.2 Complications

2 Causes

3 Diagnosis

3.1 Investigations

4 Treatment

5 Epidemiology

6 Prognosis

7 References

8 External links

Signs and symptoms

Symptoms

Kawasaki disease often begins with a high and persistent fever that is not very responsive to normal doses of paracetamol (acetaminophen) or ibuprofen. The fever may persist steadily for up to two weeks and is normally accompanied by irritability. Affected children develop red eyes, red mucous membranes in the mouth, red cracked lips, a "strawberry tongue", iritis, keratic precipitates (detectable by an ophthalmologist but usually too small to be seen by the unaided eye), and swollen lymph nodes. Skin rashes occur early in the disease, and peeling of the skin in the genital area, hands, and feet (especially around the nails and on the palms and soles) may occur in later phases. Some of these symptoms may come and go during the course of the illness. If left untreated, the symptoms will eventually relent, but coronary artery aneurysms will not improve, resulting in a significant risk of death or disability due to myocardial infarction (heart attack). If treated in a timely fashion, this risk can be mostly avoided and the course of illness cut short.

suzuki motorcycle

High-grade fever (greater than 39 °C or 102 °F; often as high as 40 °C or 104 °F) that normally lasts for more than 5 days if left untreated.

Red eyes (conjunctivitis) without pus or drainage, also known as "conjunctival injection"

Bright red, chapped, or cracked lips

Red mucous membranes in the mouth

[Strawberry tongue]], white coating on the tongue or prominent red bumps (papillae) on the back of the tongue

Red palms of the hands and the soles of the feet

Rash which may take many forms, but not vesicular (blister-like), on the trunk

Swollen lymph nodes (frequently only one lymph node is swollen), particularly in the neck area

Joint pain (arthralgia) and swelling, frequently symmetrical

Irritability

Tachycardia (rapid heart beat)

Peeling (desquamation) palms and soles (later in the illness); peeling may begin around the nails

Beau's lines (transverse grooves on nails)

Complications

The cardiac complications are the most important aspect of the disease. Kawasaki disease can cause vasculitic changes (inflammation of blood vessels) in the coronary arteries and subsequent coronary artery aneurysms. These aneurysms can lead to myocardial infarction (heart attack) even in young children. Overall, about 10 18% of children with Kawasaki disease develop coronary artery aneurysms with much higher prevalence among patients who are not treated early in the course of illness. Kawasaki disease and rheumatic fever are most common causes of acquired heart disease among children in the United States.

Causes

Like all autoimmune diseases, the cause of Kawasaki disease is presumably the interaction of genetic and environmental factors, possibly including an infection. The specific cause is unknown, but current theories center primarily on immunological causes for the disease. Evidence increasingly points to an infectious etiology, but debate continues on whether the cause is a conventional antigenic substance or a superantigen. Children's Hospital Boston reports that "[s]ome studies have found associations between the occurrence of Kawasaki disease and recent exposure to carpet cleaning or residence near a body of stagnant water; however, cause and effect have not been established."

An association has been identified with a SNP in the ITPKC gene, which codes an enzyme that negatively regulates T-cell activation. An additional factor that suggests genetic susceptibility is the fact that regardless of where they are living, Japanese children are more likely than other children to contract the disease. The HLA-B51 serotype has been found to be associated with endemic instances of the disease.

Diagnosis

Kawasaki disease can only be diagnosed clinically (ie. by medical signs and symptoms). There exists no specific laboratory test that for this condition. It is normally difficult to establish the diagnosis, especially early in the course of illness, and frequently children are not diagnosed until they have seen several health care providers, or visited a number of different health care providers. Many other serious illnesses can cause similar symptoms, and must be considered in the differential diagnosis, including scarlet fever, toxic shock syndrome, juvenile idiopathic arthritis, and childhood mercury poisoning (acrodynia).

Classically, five days of fever plus four of five diagnostic criteria must be met in order to establish the diagnosis. The criteria are: (1) erythema of the lips or oral cavity or cracking of the lips; (2) rash on the trunk; (3) swelling or erythema of the hands or feet; (4) red eyes (conjunctival injection) (5) swollen lymph node in the neck of at least 15 millimeters.

Many children, especially infants, eventually diagnosed with Kawasaki disease do not exhibit all of the above criteria. In fact, many experts now recommend treating for Kawasaki disease even if only three days of fever have passed and at least three diagnostic criteria are present, especially if other tests reveal abnormalities consistent with Kawasaki disease. In addition, the diagnosis can be made purely by the detection of coronary artery aneurysms in the proper clinical setting.

Investigations

A physical examination will demonstrate many of the features listed above.

Blood tests

Complete blood count (CBC) may reveal normocytic anemia and eventually thrombocytosis

Erythrocyte sedimentation rate (ESR) will be elevated

C-reactive protein (CRP) will be elevated

Liver function tests may show evidence of hepatic inflammation and low serum albumin

Other tests (may or may not be performed)

Electrocardiogram may show evidence of ventricular dysfunction or, occasionally, arrhythmia due to myocarditis

Echocardiogram may show subtle coronary artery changes or, later, true aneurysms.

Ultrasound or computerized tomography may show hydrops (enlargement) of the gallbladder

Urinalysis may show white blood cells and protein in the urine (pyuria and proteinuria) without evidence of bacterial growth

Lumbar puncture may show evidence of aseptic meningitis

Angiography was historically used to detect coronary artery aneurysms and remains the gold standard for their detection, but is rarely used today unless coronary artery aneurysms have already been detected by echocardiography.

Treatment

Children with Kawasaki disease should be hospitalized and cared for by a physician who has experience with this disease. When in an academic medical center, care is often shared between pediatric cardiology and pediatric infectious disease specialists (although no specific infectious agent has been identified yet ). It is imperative that treatment be started as soon as the diagnosis is made to prevent damage to the coronary arteries.

Intravenous immunoglobulin (IVIG) is the standard treatment for Kawasaki disease and is administered in high doses with marked improvement usually noted within 24 hours. If the fever does not respond, an additional dose may have to be considered. IVIG by itself is most useful within the first 7 days of onset of fever, in terms of preventing coronary artery aneurysm.

Salicylate therapy, particularly aspirin, remains an important part of the treatment (though questioned by some) but salicylates alone are not as effective as Intravenous immunoglobulin. Aspirin therapy is started at high doses until the fever subsides, and then is continued at a low dose when the patient returns home, usually for 2 months to prevent blood clots from forming. Except for Kawasaki disease and a few other indications, aspirin is otherwise normally not recommended for children due to its association with Reye's syndrome.

Corticosteroids have also been used, especially when other treatments fail or symptoms recur, but in a randomized controlled trial, the addition of corticosteroid to immune globulin and aspirin did not improve outcome.

There are also treatments for iritis and other eye symptoms.

Epidemiology

By far the highest incidence of Kawasaki disease occurs in Japan (175 per 100,000), though its incidence in the United States is increasing. Kawasaki disease is predominantly a disease of young children, with 80% of patients younger than 5 years of age. The disease affects boys more than girls. Kawasaki was extremely uncommon in caucasians until the last few decades. Approximately 2000-4000 cases are identified in the United States each year.

Prognosis

With early treatment, rapid recovery from the acute symptoms can be expected and the risk of coronary artery aneurysms greatly reduced. Untreated, the acute symptoms of Kawasaki disease are self-limited ( i.e. the patient will recover eventually), but the risk of coronary artery involvement is much greater. Overall, about 2% of patients die from complications of coronary vasculitis. Patients who have had Kawasaki disease should have an echocardiogram initially every few weeks, and then every 1 2 years to screen for progression of cardiac involvement.

It is also not uncommon that a relapse of symptoms may occur soon after initial treatment with IVIG. This usually requires re-hospitalization and retreatment. Treatment with IVIG can cause allergic and non-allergic acute reactions, aseptic meningitis, fluid overload and, rarely, other serious reactions. Aspirin may increase the risk of bleeding from other causes and may be associated with Reye's syndrome. Overall, life-threatening complications resulting from therapy for Kawasaki disease are exceedingly rare, especially compared with the risk of non-treatment.

References

^ Merck Manual, Online edition, Kawasaki Disease]

^ Kawasaki T (1967). "[Acute febrile mucocutaneous syndrome with lymphoid involvement with specific desquamation of the fingers and toes in children]" (in Japanese). Arerugi 16 (3): 178 222. PMID 6062087.

^ Park AH, Batchra N, Rowley A, Hotaling A (May 1997). "Patterns of Kawasaki syndrome presentation". Int. J. Pediatr. Otorhinolaryngol. 40 (1): 41 50. doi: 10.1016/S0165-5876(97)01494-8 . PMID 9184977 . http://linkinghub.elsevier.com/retrieve/pii/S0165587697014948 .

^ a b "Kawasaki Disease - Signs and Symptoms" . http://www.ucsfhealth.org/childrens/medical_services/heart_center/acquired/conditions/kawasaki/signs.html .

^ a b c d e "Who Kawasaki Disease Affects". Children's Hospital Boston . http://www.childrenshospital.org/clinicalservices/Site468/mainpageS468P5.html . Retrieved 2009-01-04 .

^ Rowley AH, Baker SC, Orenstein JM, Shulman ST (May 2008). "Searching for the cause of Kawasaki disease--cytoplasmic inclusion bodies provide new insight". Nat. Rev. Microbiol. 6 (5): 394 401. doi: 10.1038/nrmicro1853 . PMID 18364728.

^ "Kawasaki Disease". American Heart Association . http://www.americanheart.org/presenter.jhtml?identifier=4634 . Retrieved 3 January 2009 .

^ "Kawasaki Disease: Causes". Mayo Clinic . http://www.mayoclinic.com/health/kawasaki-disease/DS00576/DSECTION=causes . Retrieved 3 January 2009 .

^ Nakamura Y, Yashiro M, Uehara R, Oki I, Watanabe M, Yanagawa H (2008). "Monthly observation of the number of patients with Kawasaki disease and its incidence rates in Japan: chronological and geographical observation from nationwide surveys" ( Scholar search ). J Epidemiol 18 (6): 273 9. doi: 10.2188/jea.JE2008030 . PMID 19075496 . http://joi.jlc.jst.go.jp/JST.JSTAGE/jea/JE2008030?from=PubMed .

^ Freeman AF, Shulman ST (June 2001). "Recent developments in Kawasaki disease". Curr Opin Infect Dis 14 (3): 357 61. PMID 11964855.

^ Onouchi Y, Gunji T, Burns JC, et al. (January 2008). "ITPKC functional polymorphism associated with Kawasaki disease susceptibility and formation of coronary artery aneurysms". Nat. Genet. 40 (1): 35 42. doi: 10.1038/ng.2007.59 . PMID 18084290.

^ Keren G, Danon YL, Orgad S, Kalt R, Gazit E (August 1982). "HLA Bw51 is increased in mucocutaneous lymph node syndrome in Israeli patients". Tissue Antigens 20 (2): 144 6. PMID 6958087.

^ "Kawasaki Disease - June 1999 - American Academy of Family Physicians" . http://www.aafp.org/afp/990600ap/3093.html .

^ Oates-Whitehead RM, Baumer JH, Haines L, et al. (2003). "Intravenous immunoglobulin for the treatment of Kawasaki disease in children". Cochrane Database Syst Rev (4): CD004000. doi: 10.1002/14651858.CD004000 . PMID 14584002.

^ Hsieh KS, Weng KP, Lin CC, Huang TC, Lee CL, Huang SM (December 2004). "Treatment of acute Kawasaki disease: aspirin's role in the febrile stage revisited". Pediatrics 114 (6): e689 93. doi: 10.1542/peds.2004-1037 . PMID 15545617 . http://pediatrics.aappublications.org/cgi/pmidlookup?view=long">

^ Sundel RP, Baker AL, Fulton DR, Newburger JW (June 2003). "Corticosteroids in the initial treatment of Kawasaki disease: report of a randomized trial". J. Pediatr. 142 (6): 611 6. doi: 10.1067/mpd.2003.191 . PMID 12838187 . http://linkinghub.elsevier.com/retrieve/pii/S0022347603001173 .

^ Newburger JW et al., Randomized trial of pulsed corticosteroid therapy for primary treatment of Kawasaki disease, N Engl J Med. 2007 Feb 25;356(7):663-75

External links

Kawasaki Disease Foundation

Kawasaki Disease Forum

Kawasaki Disease Research Program

Kawasaki Disease information from Seattle Children's Hospital Heart Center

Kawasaki Disease, MedlinePlus

Australian Kawasaki Support Network

Kawasaki Disease Foundation of South Africa

Kawasaki Disease Canada

Other

Goodpasture's syndrome

see also soft tissue disorders

Ducati Streetfighter accessories revealed

2009-08-17T22:32:00.000-07:00

Ducati is letting us loose on the new 1098-engined Streetfighter on Wednesday but the firm has just released details of a host of tuning parts for the 155bhp naked bike.

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More news, pictures and details on the Ducati Streetfighter

MCN will be among the first publications in the world to ride the new bike and MCN editor Marc Potter will be sending back launch reports throughout the test which is happening over the next two days.

The Streetfighter is a barely diluted 1098 superbike with the fairing taken off. It keeps the 1098cc engine and gets traction control and the Ducati Data Analysis data logging system.

Keep checking back for riding impressions as MCN gets to ride the bike this week.

The Ducati accessories press release says:

Racing carbon silencers
An innovative design with unique profile exhaust end caps gives the Streetfighter an even more aggressive look. The two carbon fibre racing silencers come with removable dB killers and include a racing air filter and dedicated ECU with dedicated mapping to unleash even more performance.

Carbon undertank side panels
The undertank side panels made in carbon fibre accent the Streetfighter's aggressive lines. Lighter than the standard side panels, the sleek look underlines the bike's racing soul.

Carbon swingarm guard
The carbon fibre swingarm guard gives the bike a personalised look while also protecting it from scrapes and scratches.

Carbon passenger seat cover
The carbon fibre cover for the passenger seat is an eye-catching component that draws even more attention to an already beautiful tail-piece.

Carbon rear hugger
The rear hugger in carbon fibre lightens the appearance of the rear of the bike and integrates perfectly with the single-sided aluminium swingarm anodised in black.

Slipper clutch
The slipper clutch kit prevents rear wheel lock-up under aggressive downshifting. Designed to use the same springs as the standard clutch (springs not supplied with the kit), the slipper clutch offers the same lever pressure that's comfortable enough for everday riding.

Billet aluminium clutch cover
The use of light alloy and its hi-tech inspired design make this billet clutch cover a must-have for that unique customised look.

Aluminium number plate holder
This universal number plate holder lends a compact, minimalist look to the tail section to emphasise the aggressive design of the Streetfighter. Made in anodised aluminium, the kit includes a number plate LED light and mounts compatible with the standard direction indicators.

Electronic shifter
The latest-generation power shifter allows shifting without using the clutch or closing the throttle, resulting in substantially shorter shift times. A load-cell sensor that measures the pressure applied to the shift lever enables 10 different sensitivity settings to suit each rider's shifting style and to also prevent accidental shifting due to bumps. Cut-off time is adjustable in a 10 to 150 ms range.

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Racing seat
Using an innovative fabric with the look of neoprene, the new racing seat offers confidence-boosting grip in a comfortable seat that's not overly soft -- perfect for moving around while ripping-up the asphalt.

by: motorcyclenews.com

Yamaha FZ6 reviews

2009-08-17T22:29:00.000-07:00

The Yamaha FZ6 is a 600 cc motorcycle that was introduced in 2004 as a sporting middleweight sport bike built around the 2003 YZF R6 engine. The engine is retuned for more usable midrange power. It comes with a somewhat soft suspension that makes it easy on beginners and very well suited for sport-touring, commuting, or just having fun on curvy mountain roads.

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This bike is a popular choice for its half-fairing, upright seating position, and underseat exhaust. These features position it between a full supersport and a naked streetfighter (although in Europe and Australia, there is an available naked FZ-6N option).

This motorcycle can easily handle sport riding, touring, and commuting. Many owners of these motorcycles modify them more to their specific style of riding. Some owners just leave them stock and enjoy the "all-rounder" capabilities. There is a large following of motorcycle owners and many are fanatical about making their FZ6 unique or one of a kind. Because of this, there are many aftermarket parts available.
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Contents

1 2009 revision

2 2008 revision

3 2007 revision

4 2006 revision

5 2005 revision

6 2004 revision

7 Specifications

8 References

9 External links

2009 revision

The 2009 model (introduced on September 08, 2008) is technically unchanged from 2008/2007. The available colours for 2009 are Raven and Deep Blue (Metallic Black and Metallic Purplish Blue in Canada / Midnight Black, Ocean depth and Silver Metallic in Europe). European model 'FZ6 Fazer S2 ABS' has ABS and electronic immobilizer as standard. It is also 5 kg heavier (Dry Weight 191 kg).

MSRP for the 2009 model is $7,290 in US ($9,749 in Canada, EUR7,995 in Europe for ABS Version, 5,299 £ in UK and 5,599 £ for ABS version).

2008 revision

The 2008 model is technically unchanged from 2007. The only difference is in appearance of front cowling around headlights, which is now black regardless of motorcycle colour. The available colours for 2008 are Raven and Cobalt Blue (Metallic Black and Dark Metallic Purplish Blue in Canada / Midnight Black, Ocean depth and Silver Metallic in Europe). European model 'FZ6 Fazer S2 ABS' has ABS and electronic immobilizer as standard. It is also 5 kg heavier (Dry Weight 191 kg).

MSRP for the 2008 model is US$6,999 ($9,299 in Canada).

2007 revision

2007 Yamaha FZ6

On October 10, 2006 Yamaha Motor Company announced an updated FZ6 for the 2007 model year.

The FZ6 receives the following revisions:

Optimized fuel injection (FI) system mapping.

Redesigned fairing and windscreen.

New instrument cluster with analog tachometer and digital speedometer (similar to the FZ1).

New four-piston monoblock brake calipers for the front brake.

Alumite-finished front forks with revised damping.

A 3-way catalytic converter.

A new seat design.

A new rear swingarm.

New passenger pegs.

The available colors for 2007 are Team Yamaha Blue and Candy Red (Yamaha Blue and Deep Metallic Red in Canada).

MSRP for the 2007 model is US$6,845 ($9,299 in Canada).

European versions other than the S2 have reduced power of 78 hp (58 kW).

2006 revision

The FZ6 received the following revisions:

Engine, frame, subframe, grabhandle, rear swingarm and wheels are painted in black.

Metal honeycomb type catalytic converter satisfies EU2 and CARB emissions standards

Optimized fuel injection (FI) system mapping to increase torque at lower rpm and solve problems with stalling that appeared on previous models. Consisting of recalibrated fuel mapping and upgraded to sequential injector timing, from early "batch fire" method.

The available colours for 2006 are Blue and Shift Red.

MSRP USA for the 2006 model is $6,599 ($9,199 in Canada).

2005 revision

MSRP for the 2005 model is $6,599.

2004 revision

MSRP for the 2004 model is $6,499.

Specifications

All specifications are manufacturer claimed. Model Year 2004 2005 2006 2007 2008 2009 Engine Engine Type

600 cc, liquid-cooled, inline 4-cylinder Bore/Stroke

65.5 x 44.5 mm Compression Ratio

12.1:1 Maximum Power

72 kW (98 PS) (97HP) @ 12000 rpm

57 kW (77 PS) (76HP) @ 11500 rpm for Standard version,

72 kW (98 PS) (97HP) @ 12,000 rpm for S2 version. Maximum Torque

63.1 N·m (46.5 lbf·ft) @ 10000 rpm

51.7 N·m (38.1 lbf·ft) @ 10000 rpm for Standard version,

63.1 N·m (46.5 lbf·ft) @ 10,000 rpm for S2 version Valve Train

DOHC, four valves per cylinder Carburetion

Group fuel injection, 36 mm throttle bodies Ignition

Digital TCI Drivetrain Transmission

6-speed w/multi-plate clutch Gear Ratios
1st
2nd
3rd
4th
5th
6th

37/13 (2.846)
37/19 (1.947)
28/18 (1.556)
32/24 (1.333)
25/21 (1.190)
26/24 (1.083) Primary Reduction Ratio

86/44 (1.955) Final Reduction Ratio

46/16 (2.875) Final Drive

#530 O-ring chain

O-ring chain Chassis/Suspension/Brakes Front Suspension

43 mm telescopic fork, 5.1" (130 mm) travel Rear Suspension

Single shock, adjustable preload; 5.1" (130 mm) travel Front Brakes

Dual 298 mm floating discs w/2-piston slide pin-type calipers

Dual 298.0 × 5.0 mm (11.73 × 0.20 in) floating discs w/4-piston monoblock calipers Rear Brakes

245 × 5.0 mm (9.65 × 0.20 in) mm disc w/single-piston caliper Front Tire

120/70ZR-17M/C 58W (BRIDGESTONE/BT020F GG or DUNLOP/D252F) Rear Tire

180/55ZR-17M/C 73W (BRIDGESTONE/BT020R GG or DUNLOP/D252) Dimensions Dry Weight

423 lb (192 kg)

410 lb (186 kg) Fuel Capacity /
Reserve

19.4 l (4.3 imp gal; 5.1 US gal)
3.6 l (0.79 imp gal; 0.95 US gal) Engine Oil

Lubrication system - Wet sump
Type - YAMALUBE 4, SAE10W30 or SAE 20W40
Recommended engine oil grade - API service SG type or higher, JASO standard MA Engine oil quantity

Total amount - 3.40 L (3.59 US qt)
Without filter cartridge replacement - 2.50 L (2.64 US qt)
With oil filter cartridge replacement - 2.80 L (2.96 US qt) Cooling system

Radiator capacity (including all routes) - 2.00 L (2.11 US qt)
Radiator capacity - 0.60 L (0.63 US qt)
Coolant reservoir capacity (up to the maximum level mark) - 0.25 L (0.26 US qt) Height

47.8 in (1214 mm)

47.6 in (1210 mm) Length

82.5 in (2095 mm) Rake (caster angle)

25.0 degrees Seat Height

31.5 in (800 mm)

31.3 in (795 mm) Trail

3.84 in (97.5 mm) Wheelbase

56.7 in (1440 mm) Width

29.5 in (750 mm) Ground Clearance

5.7 in (145 mm) Other Colors

Galaxy Blue/Black; Liquid Silver/Black; Stone Blue

Galaxy Blue/Black; Cerulean Silver/Black

Blue, Shift Red

Team Yamaha Blue, Candy Red

Raven, Cobalt Blue

Raven, Deep Blue

References

^ [1] from the official international Yamaha Motor website

^ [2] page from yamaha-motor.com

^ [3] page from yamaha-motor.com

^ [4] page from yamaha-motor.com

^ [5] page from yamaha-motor.com

^ [6] article from yamaha-motor.co.jp

^ a b [7] page from yamaha-motor.com

External links

Manufacturers site

Motorcycle USA 2004 FZ6 bike test

Review of Motorcycle News 2004 FZ6 road test

American Motorcyclist 2006 FZ6 review

Rider Magazine 2007 FZ6 road test

Supermoto

XT660 X

Dual-sport / Off-road

TDM850 · TDR250 · XTZ660 Ténéré · XTZ750 Super Ténéré · XT125 R · XT125 X · XT600 E · XT660 R · XT660Z Ténéré · WR250F · WR450F

Motocross

YZ125 · YZ250F · YZ400F · YZ426F · YZ450F

Scooter

Lagenda · Majesty · Mio · Nouvo · QT50 · Vino Classic · Vino 125 · X-City · XF50X · Zuma · Zuma 125

How To Choose A Motorcycle Gear Style

2009-08-17T22:23:00.000-07:00

When you're cruising down the road you may not think about the motorcycle gear that are wearing, but you should. The style that you convey while you are on your motorcycle tells a lot about who you are. So how can you make the style impact of those around you and let them see who you are?

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Where should you look to find that perfect style?

If you're new to motorcycle riding, you may have a harder time finding the right style for you. It's not as hard as you think. The first thing you should do is study the people that are around you and what they are wearing. This will give you an idea of what popular and what might look good on you. Because of the many styles that are out there, you really need to have an idea of what your style is So that you know what you like before you even get in the store.

What stores have motorcycle gear?

There are many stores that have this kind of year available, a tricky as knowing exactly what you want. That way when you get there, you won't be overwhelmed by the selections that are in front of you. Motorcycle gear is available in most motorcycle shops as well as some department stores. You may think that you have to go to the motorcycle shop to get the gear that right for you, but that's not always true. Many of these department stores have things that resemble what the motorcycle store will have.

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Where the price ranges for motorcycle gear?

Prices will vary depending on what kind of motorcycle gear you're looking for. If you're looking for something traditional, you will probably have to go to the motorcycle shop. If you're style is more of a contemporary look, the department store might be up your alley. Either way you should get the style that is right for you, because you're going to be the one wearing it in the long run.

There are many things that you should consider when you're looking for your motorcycle gear, especially when you're considering style. Colors, design, as well as the material it's made out of, can define the look they are going for and the way that people look at you as a motorcycle rider. Take the time to look at all the options, so that you have the right style for you.

Victor Epand is an expert consultant about motorcycle gear, used motorcycle parts, and used car parts. When shopping for motorcycle gear or used parts, we recommend only the best stores for

By ezinearticles.com

Ducati 999

2009-08-17T22:16:00.000-07:00

2006 Ducati 999R Xerox

The Ducati 999 superseded the Massimo Tamburini designed Ducati 916, Ducati 996 and Ducati 998 range of superbikes in 2003, and was produced through 2006. This motorcycle enjoyed great success in World Superbike, and was raced in the series through the 2007 season, despite no longer being produced, pending rules changes by the series' governing body, FIM, to allow competition of the new Ducati 1098.

The 999 was designed by Pierre Terblanche, amid much controversy over its divisive styling; it was heavily criticized by some, whilst being hailed by many. It is known as an extremely high performance, race oriented motorcycle. With its traditional Ducati L Twin Desmodromic Valve actuated engine layout, it has a linear power delivery, with high power figures available even at low RPM figures, and, of course, extremely high torque levels. Additionally, with its high spec suspension componentry, rigid yet communicative trellis chassis and weight distribution suited to communicative, sharp and accurate steering, it is one of the finest handling motorcycles for its time.

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Subsequently, more powerful 999S and 999R (provided with 102 dB Termignoni race-spec exhaust) versions were introduced, both capable of 0-62 mph (0-100 km/h) in under three seconds; and a top speed of over 170 mph (+270 km/h).

The 2005 Ducati 999S won the Maxisport category for the prestigious international Masterbike 2005 comparison and finished 2nd overall. It has received critical acclaim from many corners, such as MCN of the U.K. which called it "simply the best V-Twin on the planet", and Motorbikestoday.com, which described it "the most desirable, most exciting roadbike on the planet" in 2004. MotorcycleUSA.com described it as "stupendous" and "the epitome of V-Twin power."

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Racing

From the start the 999 was, very successful in the Superbike World Championship, winning world championships in:

2003 Neil Hodgson

2004 James Toseland

2006 Troy Bayliss

Specifications

999R Xerox (2006) 999R (2006) 999S (2006) 999 (2006) Engine

L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled

L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled

L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled

L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled Displacement

999 cc

999 cc

998 cc

998 cc Bore x Stroke

104 x 58.8 mm

104 x 58.8 mm

100 x 63.5 mm

100 x 63.5 mm Compression Ratio

12.5:1

12.5:1

11.4;1

11.4:1 Power

110 kW - 150 hp @ 9750 rpm

110 kW - 150 hp @ 9750 rpm

105.2 kW - 143 hp @ 9750 rpm

103 kW - 140 hp @ 9750 rpm Torque

11.9 kg·m (116.7 N·m; 86.1 ft·lbf) @ 8000 rpm

11.9 kg·m (116.7 N·m; 86.1 ft·lbf) @ 8000 rpm

11.4 kg·m (111.8 N·m; 82.5 ft·lbf) @ 8000 rpm

11.1 kg·m (108.9 N·m; 80.3 ft·lbf) @ 8000 rpm Fuel injection

Marelli electronic fuel injection, 54 mm throttle body

Marelli electronic fuel injection, 54 mm throttle body

Marelli electronic fuel injection, 54 mm throttle body

Marelli electronic fuel injection, 54 mm throttle body Exhaust

Single steel muffler with catalytic converter

Single steel muffler with catalytic converter

Single steel muffler with catalytic converter

Single steel muffler with catalytic converter Emissions

Euro2

Euro2

Euro2

Euro2 Gearbox

6 speed

6 speed

6 speed

6 speed Ratios

1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24

1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24

1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24

1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24 Primary drive

Straight cut gears; ratio 1.84

Straight cut gears; ratio 1.84

Straight cut gears; ratio 1.84

Straight cut gears; ratio 1.84 Final drive

Chain; Front sprocket 15; Rear sprocket 36

Chain; Front sprocket 15; Rear sprocket 36

Chain; Front sprocket 15; Rear sprocket 36

Chain; Front sprocket 15; Rear sprocket 36 Clutch

Dry multiplate with hydraulic control

Dry multiplate with hydraulic control

Dry multiplate with hydraulic control

Dry multiplate with hydraulic control Frame

Tubular steel trellis

Tubular steel trellis

Tubular steel trellis

Tubular steel trellis Wheelbase

1420 mm / 55.9 in

1420 mm / 55.9 in

1420 mm / 55.9 in

1420 mm / 55.9 in Rake

23.5° - 24.5°

23.5° - 24.5°

23.5° - 24.5°

23.5° - 24.5° Front suspension

Öhlins 43 mm upside-down fully adjustable fork, with TiN surface treatment, for radial calipers

Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, for radial calipers

Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, for radial calipers

Showa 43 mm upside-down fully adjustable fork with TiN surface treatment Front wheel travel

120 mm / 4.7 in

120 mm / 4.7 in

120 mm / 4.7 in

125 mm / 4.9 in Front brake

2 x 320 mm semi-floating discs, 4-piston 4-pad radial caliper

2 x 320 mm semi-floating discs, 4-piston 4-pad radial caliper

2 x 320 mm semi-floating discs, 4-piston 4-pad radial caliper

2 x 320 mm semi-floating discs, 4-piston 4-pad caliper Front wheel

Y-shaped 5-spoke light alloy forged 3.50 x 17

Y-shaped 5-spoke light alloy forged 3.50 x 17

Y-shaped 5-spoke light alloy 3.50 x 17

Y-shaped 5-spoke light alloy 3.50 x 17 Front tyre

120/70 ZR 17

120/70 ZR 17

120/70 ZR 17

120/70 ZR 17 Rear suspension

Progressive linkage with fully adjustable Öhlins monoshock

Progressive linkage with fully adjustable Öhlins monoshock

Progressive linkage with fully adjustable Öhlins monoshock

Progressive linkage with fully adjustable Showa monoshock Rear wheel travel

128 mm / 5 in

128 mm / 5 in

128 mm / 5 in

128 mm / 5 in Rear brake

240 mm disc, 2-piston caliper

240 mm disc, 2-piston caliper

240 mm disc, 2-piston caliper

240 mm disc, 2-piston caliper Rear wheel

Y-shaped 5-spoke light alloy forged 5.50 x 17

Y-shaped 5-spoke light alloy forged 5.50 x 17

Y-shaped 5-spoke light alloy 5.50 x 17

Y-shaped 5-spoke light alloy 5.50 x 17 Rear tyre

190/50 ZR 17

190/50 ZR 17

190/50 ZR 17

190/50 ZR 17 Fuel tank capacity

15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve)

15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve)

15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve)

15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve) Weight

181 kg / 399 lbs

181 kg / 399 lbs

186 kg / 410 lbs

186 kg / 410 lbs Seat height

780 mm / 30.7 in

780 mm / 30.7 in

780 mm / 30.7 in

780 mm / 30.7 in Colours (Tank-Frame-Wheels)

Xerox-red-black

red-red-black

red-red-black
black-black-black

red-red-black
black-black-black Versions

Single seat

Single seat

Single seat
Dual seat

Dual seat

References

^ The weight excludes battery, lubricants and, where applicable, cooling liquid.

^ dual seat not available in North America.

Scooter (motorcycle)

2009-08-17T22:14:00.000-07:00

This article is about type of motorcycle. For other uses, see Scooter. Vespa engine is part of rear suspension, drives small wheel directly. 1919 Autoped Ever Ready, an early scooter design Early Honda Super Cub, the archetypal underbone, with conventional drivetrain and wheels

A scooter is a motorcycle with step-through architecture and either a platform for the operator's feet or footrests integral with the bodywork. Elements of scooter design have been noted in some of the earliest motorcycles, and motorcycles identifiable as scooters have been made from 1914 or earlier. Regional developments were made in Europe and the United States between the World Wars. The global popularity of scooters dates from the post-World War II introductions of the Vespa and the Lambretta. Economic and political factors, including competition from other vehicles, have shaped the evolution of scooters and have caused the development of different variations of scooter.

Underbones are often sold in the the West as scooters. Underbones have step-through architecture but feature footpegs similar to those used on conventional motorcycles. The underbone design is based on the 1958 Honda Super Cub, the best-selling motor vehicle in the world. The Super Cub had semi-automatic transmission before any form of automatic or semi-automatic transmission was used by Vespa or Lambrettas.

Scooters were originally intended for low-power personal transportation with engines between 50 and 250 cc. It is still very widely used for this application. However, maxi-scooters, with engines from 250 to 800 cc, have been developed for Western markets.

The popularity of scooters as a form of personal motor transport is partly based on their low cost of purchase and operation and their convenience in parking and storage. Licensing, registration, and insurance requirements for scooters have been made easier and less expensive than those for cars in many parts of the world.

Contents

1 Regulatory classification

2 Description

3 History

3.1 Early scooters

3.2 Scooters between the World Wars

3.3 Scooters after World War II

4 Scooter developments

4.1 Underbone

4.2 Maxi-scooter

4.3 Electric scooters

4.4 Fuel injection and four-stroke engines

5 Popularity

6 Footnotes

7 See also

8 External links

Regulatory classification

Scooters worldwide meet highly varied regulatory climates, since the classifications vary from country to country. For example, France, Italy and Spain allow drivers with an automobile driver's licence to operate motorcycles up to 125 cc. In order to ride larger motorcycles in those countries a rider would need an additional motorcycle licence. In most other E.U. countries one can only ride motorcycles up to 50 cc with a automobile drivers license. [ citation needed ]

Most jurisdictions have no legal definition for scooters, and instead classify scooters with engines smaller than 50 cc as mopeds, and subject them to lower safety restrictions and licensing fees. Scooters above 50 cc are usually legally considered motorcycles, although some jurisdictions have an in-between definition for motorized bike for scooters and motorcycles between 50 and 150 cc. In the E.U. all two-wheeled motor vehicles above 50 cc are classified as motorcycles. [ citation needed ]

In the United States the term "scooter" is rarely stipulated as a motor vehicle classification which usually are based on characteristics such as number of wheels, sitting configuration, engine size, power, and maximum speed. In the U.S. and Europe, scooters fall into either "motorcycle" or "moped" category depending on their engine characteristics and sitting configuration, and each subject to laws for their respective category. [ citation needed ]

The United States Department of Transportation defines a scooter as having a platform for the operator's feet or has integrated footrests, and has a step-through architecture.

The term scooter and motor scooter lead to much confusion. For all legal purposes, the NHTSA recommends using the term motorcycle for all of these vehicles. The government itself is also a little confused as they are excluding the term motor scooter from the legal definition but proceed to give detail instructions on how to import a small motor scooter. See the NHTSA article

In Victoria and New South Wales in Australia, scooters are classified as motorcycles and a rider would need the appropriate motorcycle permit in order to ride one. [ citation needed ]

Description

1956 Allstate Scooter

The classic scooter design features a step-through frame and a flat floorboard for the rider's feet. This design is possible because most scooter engines and drive systems are attached to the rear axle or under the seat. Unlike a conventional motorcycle, in which the engine is mounted on the frame, these front-hinged arrangement allow the engine to swing vertically together with the rear wheel. Most vintage scooters and some newer retro models have axle-mounted engines with a manual transmission and the gear shift and clutch controls built into the left handlebar. Most newer scooters use a Continuously Variable Transmission (CVT).

Unlike most motorcycles, scooters usually feature bodywork, including a front leg shield and body that conceals all or most of the mechanicals. There is often some integral storage space, either under the seat, built into the front leg shield, or both. Most scooters have small engines, 50 cc to 400 cc with a single cylinder, although maxi-scooters might have twin cylinder 400 to 800 cc engines.

History

Early scooters

1894 Hildebrand "> 1906 Auto-Fauteuil

In France, the Auto-Fauteuil was produced since 1902. In United States, the Motoped is believed to be the first scooter to enter production, in 1910. [ citation needed ]

Since 1914, the Autoped Company of Long Island City, New York produced a compact scooter for short trips. The driver stood on a short platform with 15-inch tires. After riding, the steering column, which contained all operating controls, was folded over the platform to store the scooter in a compact space. The engine was an air-cooled, 4-stroke, 155 cc engine over the front wheel. The bike came with a headlamp and tail lamp, a Klaxon horn, and a toolbox. Developed during wartime and gasoline rationing, it was quite efficient, but did not achieve widespread distribution. The Autoped went out of production in the United States in 1921, but was manufactured by Krupp in Germany from 1919 to 1922.

Scooters between the World Wars

In 1919, British engineer Granville Bradshaw created the Skootamota, which had a seat. Its single-cylinder 123 cc OHV engine, designed by Bradshaw, sat above the rear wheel and drove it by chain. The saddle and spacious footboard provided comfort. The Skootamota is a rare archetype of modern motor scooters. 1921 Kenilworth scooter

The Kenilworth is another classic vintage scooter made in England from 1919 to 1924. Powered by a 142 cc overhead valve engine, it reached 20 mph (32 km/h). Electric lights were a first on this machine, but its brakes worked exactly as on a bicycle. [ citation needed ] 1948 Salsbury scooter, in the middle

The Salsbury Motor Glide was a tiny motorbike built in 1936 in the back of a plumbing and heating shop in Oakland, California, by E. Foster Salsbury and inventor Austin Elmore. It had an enclosed body and an automatic transmission. It was such a success that in 1938 Salsbury attempted to license the design to several European manufacturers including Piaggio. The Motor Glide was the first depression era scooter, and set the standards for all later models. It inspired production of motor scooters by Powell, Moto-scoot, Cushman, Rock-Ola, and others. Salsbury produced the first automatic scooter with a continuously variable transmission (CVT). Cushman three-wheel scooter based on step-through frame

The Cushman Company produced motor scooters from 1936 to 1965. Light, compact, and rugged, they were widely used by the US military in World War II and as an alternative to automobiles in the years before and after the war. Cushmans were easy to ride and had an automatic clutch which allowed the rider to twist the right grip to go and step on the pedal to stop. The step-through design and ease of operation made it popular with men and women alike. Cushman claimed an efficiency of 75 miles per gallon, and a penny-a-mile operating cost. The scooters usually weighted about 250 to 335 pounds (110-152 kg) and some had as much as 9 horsepower (6.7 kW). [ citation needed ] Cushman Eagle

The most successful Cushman model, the Eagle, was manufactured from 1949 to the end of Cushman's motorcycle production in 1965. With its exposed engine and top tanks, it resembled a motorcycle, and was technically no longer a scooter. Other Cushman models used a traditional step-through design of most motor scooters. One of the most famous was the Model 53 , a military model from the World War II era. It was designed to be dropped by parachute with Army Airborne troops, so it became known as the Cushman Airborne . It was also used around military bases for messenger service. [ citation needed ]

Scooters after World War II

Mitsubishi Silver Pigeon

After World War II (just as happened after WWI eg BMW) many wartime aircraft manufacturers kept highly skilled engineering teams together by producing motorcycles and scooters. In Japan, this created their first two-wheeler boom. [ citation needed ] The Mitsubishi Silver Pigeon was a scooter largely made of warplane wheels and discarded warplane parts. It eventually shared popularity with the Fuji Rabbit, a motor scooter produced in Japan by Fuji Heavy Industries from 1946 to 1968. Production of the initial model, the S-1 began in 1946, some six months before the Vespa and was largely inspired by scooters used by American servicemen during and after World War II. Fuji Rabbit were the first Japanese-made scooters that could exceed 60 mph (97 km/h). Later models were among the most technologically sophisticated of their era, featuring electric starters, automatic transmissions and pneumatic suspension systems. Although the market for scooters shrank in Japan as the economy expanded and Fuji diversified into automobiles in 1958, that was the same year that Honda launched the most popular motorcycle of all time, the Super Cub. The Fuji Rabbit has become a symbol of nostalgia in Japanese pop culture.

In post-World War II Italy the Piaggio Vespa became the standard for scooters and has remained so for over 60 years later. Patented in April 1946, it used aircraft design and materials. D'Ascanio's 98 cc scooter had various radical design concepts, including a sleek, stress-bearing structure. The gear shift lever was moved to the handlebars for easier riding. The engine was placed near the rear wheel, eliminating the belt drive. The typical fork support was replaced by an arm similar to an aircraft carriage for easier tire-changing. The elegantly styled body protected the driver from wind and road dirt, and bore little resemblance to uncomfortable and noisy motorcycles. The smaller wheels and shorter wheelbase provide improved maneuverability through narrow streets and congested traffic. Combining the best elements of automotive, aeronautical and motorcycle design, the Vespa quickly became an icon of design and economy. The name reportedly originated when Piaggio's president upon seeing the prototype, remarked "Sembra una vespa" , "It looks like a wasp". 1952 Lambretta 125 D

Months after the Vespa, in 1947, Innocenti introduced the Lambretta, beginning a rivalry with Vespa. The scooter was designed by Innocenti, his General Director Giuseppe Lauro and engineer Pierluigi Torre. It debuted in 1947 at the Paris Motor Show. The Lambretta 'A' went on sale on December 23rd 1947 and sold 9,000 units in one year. It was efficient, 160-180 mpg (miles per gallon) or 68-76 km/litre, [ citation needed ] at a time when petrol was severely rationed. It had a top speed of 45 mph (72 km/h) from a fan-cooled engine of 123 cc. The Lambretta was named after Lambrate, the Milanese neighborhood where the factory stood. [ citation needed ] The first Lambretta designs had shaft drive and no rear suspension, later designs used various drive and suspension systems until Lambretta settled on a swingarm-mounted engine with chain drive.

The Maicoletta motor scooter of the 1950s was one of the largest produced in that era. The engine was a single cylinder 247 cc piston port 2-stroke (277 cc for use with a sidecar), with four foot-operated gears and centrifugal fan cooling. The tubular frame was built on motorcycle principles, with long travel telescopic forks and 14-inch wheels. The Maicoletta had a top speed of 70 mph (110 km/h) which was comparable with most 250 cc motorcycles of the time.

Germany's aviation industry was also dismantled after World War II. Heinkel stayed in business by making bicycles and motorbikes. The Heinkel Tourist was a large and relatively heavy touring scooter produced in the 1960s. It provided good weather protection with a full fairing and the front wheel turned under a fixed nose extension. It had effective streamlining, perhaps thanks to its aircraft ancestry. Although it had only a 175 cc 4 stroke motor, it could sustain speeds of 70 mph (110 km/h). Heinkel scooters were known for their reliability. Zündapp Bella R 154 from 1958

The Zündapp Bella was the most popular German scooter in the 1960s. It was in production for about ten years, in three engine sizes, 150 cc, 175 cc and 200 cc. They could perform all day at a steady speed of 60 mph (97 km/h). Extremely reliable and very well made, many of these scooters still exist today.

In Austria, Puch made a scooter with a 125cc (later 150cc) two-stroke engine from the late 1950s.

In Britain, Douglas made the Vespa under licence from 1950. BSA/Triumph made several models of scooter including the 1957 BSA Dandy 70 and the 1962 Triumph Tina; and culminating in 1962 with the luxury Triumph Tigress, a luxury scooter with good performance and handling like a motorcycle, drawing on Triumph's long experience of building fast motorcycles. The Tigress was sold with a 175 cc 2-stroke single engine or a 250 cc 4-stroke twin; both had a four-speed gearbox but it was foot-operated, unlike most continental models. The 250 twin sold well and could reach 70 mph (112 km/h) with efficient suspension and good roadholding despite having only 10-inch wheels. The BSA Sunbeam was a badge engineered version of the Tigress.

Small numbers of the 165 cc Harley-Davidson Topper scooter were produced from 1960 to 1965 using the engine from their line of light motorcycles based on the DKW RT 125. It had a fiberglass body, a continuously variable transmission, and a pull-cord starting mechanism. 1983 Honda Beat

In the 1980s new versions of scooters began to be released and become popular, especially in Japan and far-east Asia. This style of scooters began to reflect that of larger, sporty, higher-performance motorcycles of the time and the trend has continued till now. With the release of the Honda Ruckus, new trends towards dirt-bike scooters are just beginning. In 1988, Honda introduced a large, touring scooter design, the 250 cc Helix (also called Spazio, Fusion or CN250). Although it was bulky to handle at low speeds and was derisively called a "Barcalounger on wheels", it was designed for riding long distances in comfort. Now nearly all major scooter manufacturers produce such models, called "maxi", "GT" or "touring" scooters. The largest scooter made is now the 840 cc Gilera GP 800, a 75 CV scooter capable of reaching 100 km/h (62 mph) in 5.7 seconds. A modern Honda Jazz.

The classic styling of the Vespa never lost its popularity, and remains the most popular and most imitated scooter design. Almost all manufacturers now carry both a classic/retro model and a sporty/modern model.

Scooter developments

The Piaggio MP3.

Trends around the world have seen new variations on the classic scooter, some with larger engines and tires. High-end scooter models now include comprehensive technological features, including cast aluminum frames, engines with integral counter-balancing, and cross-linked brake systems. Some of these scooters have comfort features such as an alarm, start button, radio, windshield, heated hand grips and full instrumentation (including clock or outside temperature gauge).

In an effort to reduce emissions, there are now LPG powered scooters that run on liquefied petroleum gas (LPG) instead of gasoline or diesel.

Underbone

Main article: Underbone 2007 Yamaha Nouvo 115, a modern underbone Honda Bravo underbone

An underbone is a small motorcycle built on a frame consisting mostly of one large diameter tubular component. The design is based largely on the Honda Super Cub, which shares some features with scooters but not the basic design. The 1958 Super Cub was mostly a conventional motorcycle with its engine fixed to the frame, a pedal-operated transmission in unit with the engine, footpegs, chain drive from the transmission to the swingarm and wheels of conventional size. It differed from a conventional motorcycle by having step-through architecture, a fuel tank under the seat, an engine mounted horizontally forward instead of vertically, a sheet steel enclosure for the drive chain, and non-integral plastic splash guards.

The Super Cub was introduced with a semi-automatic transmission featuring an automatically operated centrifugal clutch. . This preceded any automatic or semi-automatic transmissions from Vespa or Lambretta, although the Salsbury Moto-Glide featured one in 1936. . Competition between underbones and scooters led to the addition of continuously variable transmissions to modern scooters.

Underbones are popular in Western Europe and are marketed alongside conventional scooters. They are sometimes referred to as scooters, despite the design difference between underbones and conventional scooters. See also: Honda Super Cub

Maxi-scooter

Honda CN250 Helix

A maxi-scooter or touring scooter is a large scooter, with engines ranging in size from 250 cc (Honda CN250) up to the latest 839 cc machine (the Gilera GP 800), and using larger frames than the normal sized scooters.

The trend toward maxi-scooters began in 1986 when Honda introduced the CN250 Helix / Fusion / Spazio. A few years later, Suzuki launched the Burgman 650. Honda (600 cc), Piaggio, Yamaha, Aprilia, Kymco (700 cc) and others have also introduced scooters with engine displacements ranging from 400 to 850 cc. Honda's PS250 (also known as Big Ruckus) defies common scooter classification because its step-through is high and it features a motorcycle-like exoskeleton instead of bodywork. [ citation needed ]

The more advanced and expensive maxi-scooters differ have their engines mounted on the frame, as opposed to the swing-arm. This arrangement can improve the handling, by allowing the centre of gravity to be moved forward and by reducing the load on the rear shock absorber(s). A final drive is necessary to connect the clutch assembly to the rear wheel. This trend toward larger, more powerful scooters with fully automatic transmissions is matched by an emerging trend in motorcycle design that foreshadows automatic transmission motorcycles with on-board storage. This is exemplified by the Aprilia NA 850 Mana automatic-transmission motorcycle that provides built-in storage for a full-face helmet. [ citation needed ]

Electric scooters

Eped Sport electric scooter

In 1996, Peugeot launched the Scoot'Elec, the first electric moped. It is powered by a 2.8 kW (4 hp) DC motor fed by an 18V, 100Ah battery made of 3 Saft nickel-cadmium "monoblocs". A lot of body panels and suspension parts come from Peugeot's entry-level gas scooter, the Zenith. However, the frame is different, built around a "double cradle", and holding the batteries low between and behind the driver's feet. Under the seat are the electronic controller, onboard charger and a curly charging cable with a standard plug. The fast on-board charger (1,400 Watt) uses a 230V power supply. The batteries charge from empty to 95% full in two hours, with 3 more hours to equalize.

Other electric road scooters, including the Vectrix, e-max, and the eGO, are currently offered for sale.

Fuel injection and four-stroke engines

Aprilia SR50

Aprilia released the SR50 Ditech with direct injection in 2001. The SR50 uses one litre of fuel for 50 kilometres of driving (117mpg) and meets the Euro 3 standard with a two-stroke engine. Later on, more brands, including Derbi and Peugeot, started using direct injection systems for their scooters. Catalytic converters are now common in two-stroke and four-stroke engines sold in the E.U. and the U.S..

Due to new environmental laws, scooters had to change to four-stroke engines because most two-stroke engines do not meet the Euro3 standard. This has met with opposition from many scooter riders who favor the two-stroke engine's superior power-to-weight ratio, especially in smaller size ranges.

Popularity

Motor scooter parking lot

In many parts of the world, such as Asia and Europe, motor scooters are a popular form of urban transportation due to their low cost and easy driving position. In fact, in many nations in Asia, scooter sales growth outpaces automobile sales growth. For many people, a motor scooter is the family vehicle until sufficient funds to purchase an automobile are amassed. In crowded cities, scooters can be preferred over automobiles regardless of cost due to parking, storage, and traffic issues. [ citation needed ]

In Taiwan, road infrastructure have been built specifically with two wheelers in mind, with separate lanes and intersection turn boxes. In Thailand, scooters are used for street to door taxi services, as well as for navigating through heavy traffic. Motor scooters are popular because of their size, fuel-efficiency, weight, and typically larger storage room than a motorcycle. In many localities, certain road motor scooters are considered by law to be in the same class as mopeds or small motorcycles and therefore they have fewer restrictions than do larger motorcycles. [ citation needed ]

According to the Motorcycle Industry Council, sales of motor scooters in the United States have more than doubled since 2000. The motorcycle industry as a whole has seen 13 years of consecutive growth. According to council figures, 42,000 scooters were sold in 2000. By 2004, that number increased to 97,000.

Footnotes

^ 571.123

^ "Importation and Certification FAQ's Directory-Motorcycles and Scooters". Nhtsa.dot.gov . http://www.nhtsa.dot.gov/cars/rules/import/FAQ%20Site/pages/page3.html#Anchor-52644 . Retrieved 2009-04-27 .

^ "The World of Motorcycles: Vintage Motorcycles - Hildebrand ">

^ "America On The Move - Pope, Cleveland, Autoped, and Simplex". America On The Move . Smithsonian National Museum of American History . http://americanhistory.si.edu/onthemove/themes/story_54_2.html . Retrieved 2009-05-17 .

^ Wilson, Hugo (1995). "The A-Z of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 22. ISBN 0 7513 0206 6.

^ Wilson, Hugo (1995). "The Directory of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 243. ISBN 0 7513 0206 6.

^ Wilson, Hugo (1995). "The A-Z of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 170. ISBN 0 7513 0206 6.

^ Wilson, Hugo (1995). "The Directory of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 222. ISBN 0 7513 0206 6.

^ a b Mary Anne Long (1998-12-17). "From Scooter to Scooterist: A Cultural History of the Italian Motorscooter" (PDF) . http://www.nh-scooters.com/filemanager/download/11/php1C.pdf .

^ Wilson, Hugo (1995). "The A-Z of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 44. ISBN 0 7513 0206 6.

^ Johnstone, G. "Classic Motorcycles" p. 79 Tiger Books Internationa PLC, 1993 ISBN 1-85501-731-8

^ a b Wilson, Hugo (1995). "The A-Z of Motorcycles" (in UK English). The Encyclopedia of the Motorcycle . London: Dorling Kindersley. p. 85. ISBN 0 7513 0206 6.

^ Wilson, Hugo (1993). "The World's Motorcycles - Japan" (in UK English). The Ultimate Motorcycle Book . London: Dorling Kindersley. p. 112. ISBN 0 7513 0043 8.

^ The Scooter Review - 2009 Honda SH125i

^ PM.Zone Test: Piaggio X9 Evolution 500 Maxi Scooter

^ Motorcycle.com Bike Specs - 2009 Touring Scooter Motorcycles

^ e-max ev's Germany Ltd. - High performance electric scooter

^ Home: eGO Vehicles

^ Is a motor scooter in your future? - Life - MSNBC.com

See also

Auto rickshaw

Cutdown

Electric motorcycles and scooters

List of scooter manufacturers

List of scooters

LPG powered scooters

Mod (lifestyle)

Monkey bike

Moped

Scooter rally

Scooterboy

External links

Scooter (motorcycle) at the Open Directory Project

Mini Motorcycles

2009-08-17T22:06:00.000-07:00

By Eddie Tobey

Mini motorcycles are also known as pocket motorcycles. They have 25 or 50 cc engines and can run at a speed of 20 30 miles per hour. They weigh about 50 pounds and stand at a foot and a half high. They can be powered by oil, gas or electric engines and look exactly like a real motorcycle except they are smaller in size. The snazziest models cost thousands of dollars and come from Italy. Cheaper versions are produced in China, and cost from $200 to $500.

yamaha motorcycle

Young and old people are attracted to mini motorcycles. They are great for college students and retired seniors to get around town. They are supposed to be used on closed racetracks, private roads or places where three are no public laws prohibiting their use. The less congested the area where a mini motorcycle is driven, the better. There are too many accidents involving mini motorcycles and cars, trucks and vans. The driver doesnt stand a chance. Accidents occur because larger vehicles dont see the mini motorcycle because of its low height.

yamaha motorcycle
Many people like to use mini motorcycles nowadays as they are cheaper than a normal sized motorcycle, and they are more fuel-efficient. However, if children ride these mini motorcycles, it is advised for them to wear helmets. This is because every year, the main cause of childrens accidents comes from riding these types of vehicles. Both bodily and brain damage occurs when a child falls from a mini motorcycle. This is why there is a rule that a child must be at least 16 years of age to ride a motorized mini motorcycle.

Motorcycles provides detailed information on Motorcycles, Used Motorcycles, Custom Motorcycles, Mini Motorcycles and more. Motorcycles is affiliated with Motorcycle Accident Statistics.

kawasaki motorcycle parts

2009-08-17T22:03:00.000-07:00

Kawasaki GPZ1100B1/B2

In 1981, Kawasaki released the GPz1100B1 followed by the GPz1100B2 in 1982. Both models featured a 4 cylinder, 2 valve air-cooled engine design with a capacity of 1089cc. The design was similar to previous engines used on the popular z1000 series, in particular the z1000-A4 MkII engine design. In 1983 the GPz1100 was completely revamped in both cosmetic styling, suspension and engine design. The model number changed to zx1100A1 and the engine featured a four valve design.

yamaha motorcycle

Cosmetically, both the B1 and B2 were released in a bright red paint called "Firecracker Red", the B2 was also available in a gold colour called "Sonic Gold". The red colour theme was a departure from early colour schemes and started the marketing campaign called the "Red Revolution" featuring the 1100, 900 and 750 models.

Contents

1 Model Differences

1.1 Handle Bars

1.2 Instruments

1.3 Brakes

1.4 Fuel Injection System

1.5 Fuel System

1.6 Body Parts

2 Common Problems

3 Model Identification

4 References

5 External links

Model Differences

Handle Bars

The B1 had conventional handle bars as found on all earlier Kawasaki "Z" series bikes, the B2 had bars that resembled clip on handlebars, but mounted on top of the forks, this style was to continue to be the norm for most sports bikes, especially the Kawasaki GPZ900R series released in 1984. As a result of the handle bar mounting, the top triple clamp is different between the two models.

Instruments

The Instruments on the B1 used bulbs for all warning lights and featured a Speedometer, Tachometer, Fuel Gauge and Voltage Meter. The B2 instrument panel feature the Speedometer and Tachometer but the fuel gauge and most of the warning indicators were replaced with an LCD assembly. The design change also changed the wiring harness and a number of electrical connectors in the front of the motorcycle changed,

Brakes

The front disks of the B1 are 10 mm smaller in diameter and 1 mm thinner than the B2, the front callipers are also different but the disk brake pads are the same. The rear disks are identical in both models.

yamaha motorcyle

The front forks are slightly different between the two models. Both models feature air assistance, but the B1 model uses an air valve located at the top of the fork leg while the B2 uses an equaliser tube linking the two tube with a single air valve. By using an equaliser tube, each inner fork tube requires a small hole to allow the air in. The lower legs are different as the different callipers used on the two models require the mounting points to be different.

Fuel Injection System

Both the B1 and B2 featured Digital Fuel Injection (DFI). The B1 model featured a DFI system that was modelled on the 1980 z1000H and (also used in the 1980 z1000G model) This version of the DFI system was a hybrid car design that had many reliability issues causing most owners to end up removing it and replace it with z1000J carburettors. The key problem was the use of an air-flap design rather than a MAP sensor used in modern systems and the Early TPS design registered only open or closed (idle) throttle positions. Later models (B2 onwards) used a variable TPS that accurately represented the throttle position and hence a better Electronic Control Unit (ECU) algorithm called "Alpha-N".

On the B1 model, the four fuel injectors are mounted directly into the cylinder head above the inlet ports (hence the DFI/EFI system was referred to as port injection), while the B2 model had the more common Throttle body injection (TBI) where the injectors are mounted into the throttle bodies. With different throttle bodies comes a very slight difference in the air box mounting.

Fuel System

The fuel level sender units are different between the two models, this could be due to the different methods used to report the fuel level (B1 gauge, B2 LCD). The B1 model has a fuel sender with a round tank mounting, the B2 has a rectangular mounting plate, therefore the tanks are different also. The DFI fuel delivery hardware appears to be the same. The 1983 model also uses the same fuel pump and TBI setup as the B2.

Body Parts

The B2 model featured a Bikini fairing, this resulted in a change in a number of cosmetic covers and the addition of extra mounting brackets. Because of the bikini fairing, the headlight assembly is slightly different between the two models. The frames are basically the same with a few subtle differences in the fasteners used.

The tail light of the B2 features a reflector on each side of the rear lens. The internals of the lens are also different between the two models. The tail light lens feature identical mounting, so they can be interchanged.

Common Problems

According to first hand accounts from owners and dealers, the B1 and B2 models had a number of issues that were addressed by Kawasaki in and out of warranty periods.

Front Disk warp on B1 models, rectified by Kawasaki in the B2 with larger (and thicker) disks.

Injector failure on B1 models, Port injection replaced with TBI in B2 model.

EFI failures (numerous) The common failure observed by many was theThrottle position sensor (TPS) electrical connector failing. This fault typically occurred several years out of warranty. For most owners common solution was to replace the TBI with carburettors!

Engine paint flaking in both models, paint evolution continued into GPz900R range, no real cure applied.

Side stand mounting point breakage.

Seizing disk brake calliper piston.

Rear disk cracking.

Seizing bottom headstock bearing (lack of grease).

Uneven disk pad wear.

Rear shock absorber failure.

Poor finish on black chrome exhaust system.

Cracking plastic switchgear in B1 model. New design in B2 models onwards.

Fork oil seals failing and leaking oil.

Excessive oil consumption. The piston sleeves were bored external to the barrels and then distorted when in use. Solution was to rebore the barrels.

Twisted crankshaft caused by missed gears at high RPM causing alternator flywheel to over spin.

The main failure of the B1 and B2 models and subsequent models was Kawasaki's EFI/DFI system. The failure of any component in the system caused reliability issues which caused owners to change over to trusted technology.

Model Identification

1981

B1 Model

Engine Number

KZT10BE000001 to 10400

Frame Number

KZT10B-000001 to 10400

1982

B2 Model

Engine Number

KZT10BE010401

Frame Number

KZT10B-010401

Colours

FIRECRACKER RED

1983

ZX1100A1

Engine Number

KZT10BE-019301

Frame Number

KZT10A-000001

Colours

FIRECRACKER RED AND POLAR WHITE

1984

ZX1100A2

Engine Number

KZT10BE-029301

Frame Number

KZT10A-010801

Colours

FIRECRACKER RED AND GALAXY SILVER

1985

ZX1100A3

Engine Number

KZT10BE-037201

Frame Number

KZT10A-015901

Colours

FIRECRACKER RED AND GALAXY SILVER

References

Kawasaki Motorcycle Parts Catalog - Z1100B(GP) For Export Market December 11 1981

External links

Classic Japanese Motorcycle Restoration Web Site

Kawasaki Model History

GPz1100 Model History from z-power

How Fuel Injection Systems Work

kawasaki accessories

2009-08-17T21:49:00.000-07:00

From high-end performance parts to everyday necessities.Feeling comfortable on your bike not only adds to the enjoyment of the ride, but also makes it safer by adding more confidence. Kawasaki offers an OEM spec aftermarket seat that comes in either a one-inch taller or lower than stock size. This makes it easier for short riders to plant their feet, while offering more leg room for taller riders. Additionally it comes with a cool embroidered Kawasaki logo.
$429.95

yamaha motorcyle

www.kawasaki.com

Harley Davidson Motorcycle Parts

2009-08-17T21:46:00.000-07:00

By Sarah Freeland

Harley Davidson motorcycle parts can be bought directly from the Harley Davidson company, from a Harley dealer or from a secondary market source. There are thousands of Harley parts and accessories currently available. To find the ones that you want and need all you have to do is shop around.

One of the latest Harley Davidson motorcycle parts that you can buy is a Radical Paint Set. These paint sets are distributed by the Harley Davidson Company and they are only available at Harley stores. They offer you an easy way to customize your bike. Some of the styles that this kit comes in include: bolt, terra, glory, piston and scorcher red. These kits are a limited edition part that will only be available for a short period of time. They each list for $2,499 and they require a Bobtail Fender Installation Kit, an XL seat and possibly a Large Tank Installation Kit.

The Personal Accents Custom Painted Horn Cover Edge Flame is another Harley Davidson motorcycle product that you can buy to pimp out your hog. It comes in black with orange flames and grey with silver flames. This product can only be purchased in Harley stores. They typically list for about $140.

If you are looking to upgrade your handles then there are two Harley Davidson motorcycle parts that you may be interested in. The first part is the Ironside Collection Heated Hand Grips. These handles fit most models between 1996 and the present day. However, they do not work with handlebars that have internal wiring. The second part is the Centerline Collection Hand Grips. These handles are compatible with 1996 and later motorcycle models. They are a glueless handle that can be taken off and repaired and reattached without damaging your hog. They are listed at $89.95.

Learn about after market motorcycle parts including what they are and what you can use them for. Shopping for Harley Davidson parts and accessories can be fun. There are lots of products to choose from including practical items and novelty items. Harley Davidson offers a variety of kits that you can use to upgrade your hog. They also sell decal and paint kits that you can use to add a little character to your motorcycle. Find new and used custom aftermarket motorcycle parts.

Ducati Motorcycle Parts

2009-08-17T21:40:00.000-07:00

By Sarah Freeland

If you have a Ducati Hypermotard then you have several upgrade options to choose from when shopping for Ducati motorcycle parts. Your first option is to upgrade your exhaust pipes. One exhaust upgrade that you can buy is the Carbon Homologated Silencer Kit. This is a 2 in 2 carbon silencer that has been designed with titanium sleeves. This exhaust kit will not only help you to reduce the noise level of your Hypermotard, but it will also help to control its emissions. Your second option for upgrading your Hypermotard exhaust system is to buy the Complete Racing Exhaust Assembly Kit. This kit is a racing 2 in 1 exhaust assembly. It offers a stainless steel manifold, carbon silencer and titanium sleeves. There are two advantages of this exhaust upgrade. First of all it reduces the weight of your bike by 7 kilograms and secondly it improves your bikes performance. harley motorcycle

The next Ducati motorcycle parts that you can buy for your Hypermotard are racing camshafts. These parts are designed to improve the engines performance. To make sure that these parts create the most benefits for your bike you will want to install the Complete Racing Exhaust System on your bike in conjunction with the racing camshafts.

Now that you know what Ducati Motorcycle parts will make your bike go faster, you next need to know what parts will help you to slow down. The Racing Brake Caliper Kit is a part that your bike needs if you plan on racing. This product is made from a one piece aluminum casting and it includes a dedicated front brake line.

To get your Ducati pointed in the right direction you may also want to shop for Ducati motorcycle parts that will improve your bikes steering and control. One part that you may be interested in is the Cross-Mounted Aluminum Steering Damper. This part is designed to improver your bikes front end stability, which will help you to remain in control of your bike no matter what riding style you have. harley motorcycle

In addition to a superior line of motorcycles, Ducati also offers a great line of custom bike accessories. These accessories include items like Ducati Monster upgrade, racing bike parts, 1098 accessories, engine performance upgrade kits, wheel upgrades and bike covers. Wrecked motorcycles, salvaged parts and accessories from major manufacturers such as Harley-Davidson, Ducati, Henderson, Yamaha, Buell and Kawasaki. Find the parts you need to repair your bike or restore a vintage motorcycle as a hobby or profession

Kawasaki Motorcycle: The Eliminator 125 Then and Now

2009-08-17T21:37:00.000-07:00

Many motorcycles hit been around for some years. The Eliminator 125 Kawasaki cycle is digit of these motorcycles. Many things crapper hap in the anxiety of motorcycles. Many things did hap and happened to meliorate the Kawasaki motorcycle. Let’s countenance at how the consumer ikon of the Kawasaki cycle of 2008 has denaturized since the Kawasaki cycle of 1998.

Overall judgement of the Kawasaki motorcycle, harley motorcycle

Taken as a whole, both the 1998 and the 2008 the Eliminator 125 Kawasaki cycle scored similarly. The crowning reason is 100 and the Eliminator 125 Kawasaki cycle scored 65.1 and 64.1 respectively. As you crapper see, it is meliorate then average, which would hit been 50, but ease on the modify modify of better.

Engine action of the Kawasaki motorcycle, harley motorcycle

Engine action in a Kawasaki cycle is rattling important. Engine action is essential in some motorcycle, not meet a Kawasaki motorcycle, but it appears that the Kawasaki cycle has definitely reinforced with time. The 1998 Eliminator 125 Kawasaki cycle performed nearly 10 points lower, at a 58.7, compared to the 68.2 engine of the 2008 Eliminator 125 Kawasaki motorcycle.

Reliability and Problem Free Driving of the Kawasaki motorcycle

Unfortunately, the 1998 Eliminator 125 Kawasaki cycle did meliorate in this area. It scored a 68.8, a flooded quaternary points higher then the 2008 model. It appears then that the 2008 Eliminator 125 Kawasaki cycle is dropping in this area.

Fun Factor of the Kawasaki Motorcycle

Fun, fun, fun. Motorcycles are every most fun. So what did consumers conceive of the Eliminator 125 Kawasaki motorcycle? In 1998, it was scored at 70.5, and it reinforced in 2008 with a reason of 71.7. The Kawasaki cycle of 2008 is more recreation then the 1998 model.

Value of the Kawasaki Motorcycle

Everyone wants a enthusiastic continuance for their money, so how did the Kawasaki cycle arrange up? The 2008 Eliminator 125 Kawasaki cycle was nearly decade points higher then the 1998 model. They scored a 78.5 to 68.8 respectively. People definitely conceive the 2008 is the meliorate deal.

Repair and Maintenance costs of the Kawasaki motorcycle

The fix and bushel of the 2008 Eliminator 125 Kawasaki Motorcycle is such meliorate in this division fighting the 1998 help by nearly 24 points. The 1998 help scored a 58.7 and the 2008 help scored a whopping 82 points. In this respect, the 2008 help is such meliorate on the pockets then the 1998 model.

Design and countenance of the Kawasaki motorcycle

We every poverty a cycle that looks good, unfortunately, the 1998 Eliminator 125 Kawasaki cycle scored higher. With a 77.2 it vex the with exclusive a 71.7. The looks of the Eliminator 125 Kawasaki cycle was meliorate 10 eld past according to consumer ratings.

Accident venture of the Kawasaki Motorcycle

Accident venture should be digit of the crowning things of anxiety to cycle owners. Sadly, the 1998 Eliminator 125 Kawasaki cycle had more then 10 points higher then the 2008 model. The 1998 help scored 72.2, patch the 2008 help scored exclusive 61.4 points.

by:Justin Stewart

Suzuki Hayabusa Accessories

2009-08-17T20:55:00.000-07:00

Hayabusa is one of the most popular Suzuki motorcycle and the hottest sportbike in the world at the moment. The Suzuki Hayabusa is designed for serious sport riders who will settle for nothing less than the best. If you have bought the Hayabusa you may want to outfit yourself with the motorcycle harley motorcycle . Here several Hayabusa accessories that you should know.

‘08 Hayabusa Textile Jacket

suzuki hayabusa textile jacket

For safety clothing especially for long distance journey, you should have this. The 2008 Hayabusa Textile Jacket features a wind and water resistant HiTena nylon shell with C.E. rated protectors in shoulders and elbows and a removable spine pad. The jacket has Variable Flow^TM ventilation system. Adjustable sleeves, Sure Fit^TM adjustable waistband and snap loops for attaching the jacket to a belt allow for the best fit. Reflective striping is built in for added safety. The jacket is sold in price $ 219.95.

‘08 Hayabusa Helmet

suzuki hayabusa helmet

Most popular helmet for Hayabusa is made by Shoei. This is safety clothing for Hayabusa. This helmet is made based on the Shoei RF1000 helmet series and color-matched to the all new for 2008 Hayabusa models. Features include a fiberglass composite shell, comfortable 3-D inner liner and flow through ventilation. The helmet has Snell M2005 safety rating. This helmet price is $ 549.95

‘08 Custom Hayabusa Leather Jacket

suzuki hayabusa leather jacket

2008 Hayabusa Leather Jackets feature 1.2 to 1.4mm cowhide leather shell incorporating C.E. rated protectors in the shoulders and elbows and a removable spine pad. Other features include Variable Flow^TM ventilation, Full Flex^TM windproof sleeve panels and Sure Fit^TM adjustable waistband for comfort and fit. Reflective striping and belt loops for attachment to pants round out the jacket. It’s provided in sizes 40-58 with price $399.95 harley motorcycle

Hayabusa Sport Glove

suzuki hayabusa glove

Icon is one of Hayabusa glove popular brand. It’s called Twenty-Niner Hayabusa Gloves. The gloves’ features are abrasion resistant premium grade battle hide goatskin palm, synthetic leather finger gussets, hi-flow backhand mesh, secure hook and loop backhand closure and padded knuckle panel. The price starts from $ 35.

from : about-motorcycle.com

Huggacast 116: Motorcycle

2009-08-17T20:49:00.000-07:00

Spotted this motorized bicycle with dog in West Seattle. Stopped, chatted for a while. 25CC motor, bored to 50 -- 100 miles on a 1/2 gal tank. 50 mph top speed.

Suzuki Hayabusa Parts

2009-08-17T20:45:00.000-07:00

BMC air filters deliver higher air flow than your OEM air filter for maximum power, and all BMC filters are race-tested for Street and reliability. BMC quality and Street are so superior, they are even endorsed by Yoshimura. Best of all, BMC filters can be serviced and reused again and again, making your expensive factory air filter obsolete. So toss out that dirty old paper filter and step up to BMC Street.

Acumen DG8 PLUG-IN Digital Gear Indicator-Suzuki Hayabusa

suzuki digital gear indicator

This indicator is suitable for use on all motorcycles equipped with an electronic speedometer and electronic tachometer. The system relates the electronic pulses between the two. It includes the harness specific to your bike. This indicator features Plug In Model - Just ‘Plug & Play’, instant digital indication of gear in use, shows gears only when you are moving, indicates up to 8 ratios, auto dimming for night time use. This digital gear indicator priced around $160.
08 Suzuki Hayabusa Front Brake Wave Rotors 2

front brake wave rotor
This front brake wave rotor is produced by Galfer. Galfer’s wave rotors were first introduced to the Motorcycle Industry for Trial bikes and then Snowmobile machines, soon to follow were Sport Bikes and ATV’s as well as Off Road applications. All Galfer Wave rotors are laser cut and made of a unique high carbon 420 stainless steel materials that has been pre-heat treated and parallel double disc grounded to assure perfect flatness and the most efficient contact surface between pad and rotor.

Admit it! You’re interested in Galfer waves because they look cool! We like the way they look as well but believe it or not, there is quite a bit of thought that went into our patented technology. On a normal round rotor, the leading edge (think toe-in) of the brake pad is in contact with the entire height of the blade as the pressure is applied. Because the contact covers the entire height of the blade heat buildup takes much less time to occur and you end up with heat related problems like brake fade, thermal lockup, and inconsistent braking performance. What the wave pattern does is take that leading edge of contact between the blades and pad and constantly move it up and down, thus minimizing heat build up and its inherent problems. Cool air is also introduced in greater amounts. In addition, through centrifugal force, any foreign matter is thrown clear of the outer rim of the blade and doesn’t get lodged in the pad material.

from: about-motorcycle.com

YAMAHA MOTORCYCLE PARTS

2009-08-17T20:39:00.000-07:00

Yamaha motorcycle parts can make a huge difference in the appearance and performance of your motorcycle. Choosing the right parts for your bike can keep your ride up to date and stylish at the same time. If you are like most motorcycle owners, you understand the importance of appearance and performance. By implementing various parts that are specifically designed for your Yamaha motorcycle, you can easily turn heads and impress others with your style and the overall performance of this type of vehicle. It is important to select high-quality; superior Yamaha motorcycle parts that are built to not only enhance the performance of the bike, but the overall appearance of the vehicle as well. Yamaha motorcycle parts are assembled using many different types of materials. Many individuals elect to use only one type of metal on a certain aspect of a Yamaha to ensure that the unique part stands out. There are some bike owners, however, that elect to redo their Yamaha motorcycle completely in one form or another of metal. There are many different parts that can be obtained for your Yamaha motorcycle. • Deluxe Hour Timers and Meters
• Chain Guards
• Trunks
• Exhaust systems
• Chains
• Pouches
• Special Sprockets
• Back rests
• Passenger seats
• Liners
• And, more!
Motorcycle parts for your Yamaha include more than just standard components that are used to enhance performance – they can also be used to enhance accessories as well. Yamaha motorcycle parts are an essential component to success when it comes to the look and performance of your motorcycle.
Yamaha Motorcycle Parts For Your Ride
By Alice Mills
If you love riding your Yamaha bike, you can enjoy the experience even more through great Yamaha motorcycle parts and accessories. Use this article to learn about what parts and accessories can help you meet your biking needs.
1. Safety
The safety of your bike depends on keeping its hardware up-to-date and in proper working order. Yamaha motorcycle parts play an important part in keeping your Yamaha bike in proper working order. Buying branded parts and hardware accessories is important to maintaining the integrity and longevity of your bike.
2. Fun
Riding your Yamaha bike is sure to be fun, but why not make it more fun by adding Yamaha motorcycle parts and accessories that increase the look, ride or personality of your bike? With parts like kick cranks and stylized shock covers, you have all the more reason to ride and show off your bike.
3. Maintenance
Just because your motorcycle is running, it’s not necessarily running well. Yamaha motorcycle parts such as improved performance mufflers, engine fans and shocks can be added, upgraded or replaced with brand-name parts to protect the quality and ride of your bike. Keep all the parts on your Yamaha in good working order to keep your entire bike in good working order.

Harley Davidson Accessories

2009-08-17T20:32:00.000-07:00

Harley Davidson has reproduced a number of models of motorcycles over the years, which have captured the bikers’ hearts. These models have evolved over the years out of classic designs blended with new generation technology, which gives these bikes a cutting edge over other motorcycle companies. The latest technology that has been introduced to the Harley Davidson bikes has made the motorcycle, and its various models, very endearing for its users. The sight of a shining and powerful Harley Davidson blazing across the road takes away the heart of bike lovers. The fascination of the bike is increased multi-fold with the introduction of the various Harley Davidson accessories. These accessories have been introduced to give the bike a new and enhanced look.

Harley Davidson accessories allow the biker to mould himself and his bike the Harley Davidson way! They are a perfect way of taking your bike on a scorching journey on the road. Out of the many accessories introduced by Harley Davidson, some of the very latest ones have been mentioned here. These Harley Davidson accessories are launched to make your experience of a Harley Davidson a memorable one. These are the latest technology accessories, but still are just some of the many accessories sold by the company.
One of these Harley Davidson accessories is the quick- release, compact, detachable windshield with a gloss back. It is available at all the Harley Davidson stores. It is a combination of the classic Harley windshield shape with a new generation attachment system. It gives your bike the best style and the best function. This accessory gives you a quick on-and-off system and makes usage quite convenient. It is a tough, hard coated polycarbonate windshield with stainless gloss back braces that give the bike an ethnic look. Among the latest accessories, the company has also launched the screaming eagle jet black exhaust shield especially designed for the Sportster family. The accessory gives the bike an extended blacked-out look, as it fits itself along the whole profile of the motorcycle. It has a ceramic jet-black coating that compliments the whole profile of the bike. It stands for exacting fit and easy to install kit. It gives the bike the most desired rebellious look.

Another one of the cutting edge innovation Harley Davidson accessories is the custom gear shift linkage that kicks your custom into gear. This has an easy to install kit which creates no problem for the biker. These products are available in multiple variations so it should be made sure that the product you are buying fits your model properly.

yamaha motorcycle accessories

2009-08-17T01:01:00.000-07:00

FZ6R is the new model of Yamaha FZ6. If you have a FZ6R you may look for the accessories for your bike. Here several accessories recommended for your Yamaha FZ6R.

GYTR® High Flow Air Filter

Yamaha FZ6R air filter

The air filter offers increased airflow and excellent filtration for performance applications. It is washable and reusable. With price $ 59.95 it can increase your bike performance.

Seat Cowl

motorcycles Yamaha FZ6R seat cowl

It has several colors, white, yellow, blue and black. It quickly changes the stylish of your bike by adding a color matched seat cowl. With the price $ 199.95, the seat cowl should be considered to make your bike more stylish.

Raised Bubble Windscreen

Yamaha FZ6R windshield

You can choose the clear windscreen or the tinted one. The windscreen was made from high-quality, hard coated polycarbonate. The shape channels the flow of air over the rider, reducing the amount of air directed at the rider's torso. It's more protective because it's 1 taller than stock windshield. The price is $ 69.95.

Sport Tank Bag

Yamaha FZ6R sport tank bag

For your luggage you can add this. Top quality UV-treated Tri-Max® ballistic nylon. The bag is contoured to match tank shape. It has fully lined interior, heavy-duty zippers with pull fobs, reflective patch logo, map pocket, side pockets with charging cable accommodation. Lightweight powerful magnets allow for quick attachment and removal while Micro Hug TM base material holds bag firm without slippage or marking the bike. The price is $ 89.95.

Bar Ends

motorcycles Yamaha FZ6R bar ends

These handlebar ends are CNC-machined, anodized, and feature a carbon fiber inlay. These bar ends incorporate weights to mimic the stock weight so that vibration is kept at a minimum. Helps protect handlebars in the event of a fall. The price is $ 49.95.

FZ6R Grips

Yamaha FZ6R grips

These duo-density rubber grips feature the FZ6R logo and reduce rider fatigue for increased comfort. The price is $ 16.95.

FZ6R Bike Cover

Yamaha FZ6R cover

The cover's made from premium, ultra-durable Sur Last® solution-dyed polyester fabric. Resists fading, and helps protect your bike from the elements. Custom tailored for a precise fit. The price is $ 119.95.

B-MAC Mini Air Control For Harley-Davidson Touring Models

2009-08-17T00:56:00.000-07:00

motorcycle

More and more products for the comfort of the rider, and specifically more suspension items for the bagger market. Custom Cycle Control Systems adds a new item to its line of chassis suspension. Because accessing and adjusting the rear suspension on an Harley touring bike used to be a difficult task this B-MAC Bagger Mini Air Control allows easy access to adjust your bagger air assisted shocks.

This mini CNC machined 6061 billet aluminum air compressor mounts to one of the rear shocks and the air lines plug into it so that the on board switches can add or release air pressure while you monitor the pressure with the built-in 0/60 psi mini analog gauge. motorcycle Going from single to two up riding takes only a few seconds to get the air pressure to your desired riding/comfort level. B-MAC increases or decreases the stiffness of your shocks and is available for all Harley-Davidson Touring models with air assisted spring shocks. In addition, with the built-in gauge, you can make a mental note on what is your preferred psi level is so you can easily go back to your solo riding mode setup.

The B-MAC takes about 15 minutes to install. Each B-MAC kit comes complete with an internal compressor, integrated pressure gauge, built-in easy access switches and quick connect air fittings. It is a water resistant design. Made in the USA. MSRP: $299.95. Call 702-438-2129 or visit Custom Cycle Control Systems

Suzuki Motorcycle India July 2009 Sales Figures

2009-08-17T00:52:00.000-07:00

Suzuki Motorcycle India Pvt. Ltd. has reported a 20 per cent increase in sales at 12,585 units in July’09 compared to 10,457 units in the same month last year. The company has attributed the spurt in sales to the tremendous response from the new product GS 150R like kawasaki motorcycles

Commenting on the impressive growth Atul Gupta vice-president, Sales and Marketing, SMIPL, said “Suzuki continuous growth month by month is attributed to the quality products and customer satisfaction, which is being experienced by Indian consumers. This growth momentum will further accelerate in coming months.” kawasaki motorcycles

Suzuki Motorcycle India Private Limited is a subsidiary of Suzuki Motor Corporation, Japan where in they have the same manufacturing philosophy of ‘Value Packed Products’ right from the inception. SMIPL manufactures two wheelers best suited for the valuable Indian customers covering all segments. SMIPL started its India operation in March-April, 2006 with the launch of two successful brands Zeus and Heat in the Indian market

You Can Get Motorcycle Boots Just For You

2009-08-17T00:48:00.000-07:00

Shopping for ladies motorcycle for kawasaki motorcycles boots takes a little more time and thoughts that shopping for men's boots. At least, when it comes to fashion, there is little debate that women are more fickle-minded as well as style conscious than most make motorbike riders. When shopping for ladies motorcycle boots, or any fashion apparel for that matter, you will have to consider what the lady would prefer as essentials such as height of heel or color.

It is safe to bet that most women will want their apparel to match the motorcycle she riding. Women who normally ride a cruiser type motorcycle will want a more classic type boot whereas women who are into a more sports racing type of motorcycles would want a more racing type of boot. In a sense, the keywords are functionality yet stylish when shopping for ladies motorcycle boots.

In all cases however, the cardinal rule that the shoe should feet perfectly for comfort and ease still stands. Whatever style motorcycle kawasaki motorcycles boots that a woman would prefer, the most important thing to consider is how the boot fits. Also important is that the fit of the boot should allow you free movement so you can better handle the motorcycle and not have the boots be a nuisance rather than a help. A boot should be firm yet not too tight and securely held above the ankle. The boot can go zip up or lace up, This is important to give balance and see to it that the boots does not unintentionally fly off.

The types of ride that a woman takes on are also important. For long distance rides, woman would do well to wear waterproofed motorcycle boots to deal with the elements that the boots gets exposed to. There are also boots with steel toes specifically as added protection to the feet in accidents for example.

Motorcycle boots are exposed to unique vibration and motion during rides. A good motorcycle boots should provide good traction during dry and rainy cruises. This can be achieved with boots fitted with deep rubber soles. There are also boots that are designed to give some kind of ventilation for your feet if the feel of enclosed in a leather is uncomfortable for you.

Racing The Dakar On A Yamaha Motorcycle With Support

2009-08-17T00:42:00.000-07:00

Racing the famous Dakar rally is a life long dream of many motorcycle riders. But apart from the hefty price tag, the other show-stopper is that as private entry you need to put in place a logistics that would make most Army quartermaster green from envy (well.. they are of course already green...).

The biggest motorcycle choice of the Dakar is still KTM, but there are alternatives. A French group, called HFP-offroad are offering a Yamaha motorcycle package, including a WRF450, totally kitted out for the Dakar race, and a support package that goes with it. They should know what they are doing, since they sponsored David Fretigne's Dakar race (in 2009 he ending in 3rd overall). (It would be nice to have my logo on one of the motorcycles... dream on) suzuki parts

They offer different support packages, A, B, and C, each with different support options and prices. The support includes the HFP Service truck. Options are prices between €20,000 and €30,000, depending on what you want as support and what you want on your motorcycle.

For those prices you get a Yamaha WRF 450 (Fretigne replica), support and spares. So no problem planning, just get the package, and let them worry about the logistics like suzuki parts.

HARLEY DAVIDSON

2009-08-17T00:36:00.000-07:00

Harley-Davidson (NYSE: HOG, formerly HDI^[3]) (often abbreviated H-D or Harley) is an American motorcycle manufacturer. Founded in Milwaukee, Wisconsin during the first decade of the 20th century, it was one of two major American manufacturers to survive the Great Depression. Harley-Davidson also survived a media-accelerated negative image of motorcyclists, a period of poor quality control, and competition with Japanese manufacturers. advertise suzuki parts

The company sells heavyweight (over 750 cc) motorcycles designed for cruising on the highway. Harley-Davidson motorcycles (popularly known as "Harleys") have a distinctive design and exhaust note. They are especially noted for the tradition of heavy customization that gave rise to the chopper-style of motorcycle.Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. Harley-Davidson's attempts to establish itself in the light motorcycle market have met with limited success and have largely been abandoned since the 1978 sale of its Italian Aermacchi subsidiary.

suzuki parts

Harley-Davidson sustains a loyal brand community which keeps active through clubs, events, and a museum. Licensing of the Harley-Davidson logo accounts for almost 5% of the company's net revenue.

In addition to manufacturing motorcycles under its own name and its licensing and accessories line, Harley-Davidson's operations include Custom Vehicle Operations, which makes special editions of Harley models with larger engines, the Buell Motorcycle Company, a manufacturer of Harley-engined sport bikes and a middleweight "beginner" bike, and Italian motorcycle manufacturer MV Agusta, including their Cagiva subsidiary.

Motorcycle Bikes

2009-08-17T00:32:00.000-07:00

Most of us have ridden on a motorcycle bikes at one time or another. The idea for their design came from the development of the bicycle. I guess people were looking for a faster way to move their bicycle along, or perhaps one that wasn’t as physically exerting for them. The first motorcycle every made is credited to Gottllieb Daimler in 1885. This gas powered motorcycle was basically a gas engine attached to a standard bicycle like suzuki parts . However, Gottllieb decided not to pursue making motorcycles and choose instead to focus on manufacturing cars.

During this time period, many other individuals were also tinkering with the motorcycle concept. A couple of the men behind this experimenting were William Harley and Arthur Davidson. You guessed it, the dynamic duo behind the amazing line of Harley-Davidson motorcycles that have become popular all around the world since 1903.

People were very interested in this convenient mode of transportation because it was very economical. The public loved the idea of motorized transportation, but cars were still more expensive than most people could afford. However, some people soon realized that they would need to purchase a car instead of a motorcycle in order to transport their entire family.

A few of these motorcycle pioneers were able to successfully establish companies such as Harley-Davidson. However, many never had the money to start the venture properly and make it prosperous. Others left to go fight in the war and still others went bankrupt trying to market their motorcycle ideas during the Depression. for suzuki parts

One downfall to motorcycle bikes in the 1950’s is that you had to have a great understanding of mechanics to be able to operate one. The American bike manufacturers didn’t pursue making advances in that department until they started facing competition from Japan. They developed the electric start system that motorcycles offer today. This important feature allowed motorcycle bikes to transform from small mopeds and scooters to powerful machines.

American motorcycle manufacturers did not see Japanese bikes as a threat, but this was as serious miscalculation on their part. It didn’t take long for American manufacturers to realize that they were losing consumers to the Japanese market. This lead to the introduction of many new models to prevent them from losing more of the market. Baby boomers continued to purchase Japanese bikes as they offered more power and were sold at an excellent price.

Motorcycle bikes have certainly changes since their introduction. Today, the market is saturated with brand names that are well known in the motorcycle industry. Each one offers a variety of models to choose from as well as unique styles and designs. Regardless of the type of motorcycle you are interested in, you are sure to find one with the features and power you are looking for.

As the top motorcycle manufacturers continue to strive to come up with models that will please the consumer while out shining their competitors, you will have even more choices. As technology advances you will find faster, more durable, and less expensive motorcycle options on the market. Harley-Davidson continues to be in the top position, selling more motorcycles than any other manufacturer. In fact, the majority of their bikes are sold before they even leave the factory. While they remain one of the most expensive motorcycle producers, consumers are willing to pay for the quality and the power behind them.

When it comes to the motorcycle industry, consumers have come to learn that quality and reliability are more important than saving a few dollars along the way. A motorcycle is generally a large investment, and consumers want to be happy with the product they choose. The issue of brand name loyalty also comes into play with motorcycles. Since each manufacturer now offers a full line of different models and types of motorcycles, there is no reason why you can’t purchase both the brand and the style you are looking for.

source:

Motorcycles Kawasaki - Independent thinking and action.

2009-08-17T00:25:00.000-07:00

Kawasaki says the new company in 1924, this time in the industry and aerospace. In 1949, he decided to write to the production of motorcycle engines could be adapted to motorcycles. FIRST motorcycle engines? Product Kawasaki Motorcycle. suzuki parts

For his leadership, his career was the two DC-60 engine and 150cc and 250cc four times with the technology to BMW, the company, she reports / ratios, since its launch in the aviation industry. It was not until 1954 that Kawasaki Motorcycles produces his first complete motorcycle under the name Meihatsu (a subsidiary of Kawasaki to the plane). Almost at the same time, also tried its own line of scooters on the market, but soon realized that they could not compete with these two giants of the automotive industry these days: the Fuji Rabbit and silver Dove Mitsubishi.

And before continuing maintenance of the history of motorcycle Kawasaki, I have a great retreat ...

IMPORTANT INFORMATION ABOUT THE HISTORY OF KAWASAKI MOTORCYCLE MECHANIC We can not talk about Kawasaki without mentioning another make that will no doubt Honda Kawasaki, Suzuki, Yamaha, and one of the great protagonists of the Japanese Motorcycles scene:suzuki parts

-> Meguro Motorcycles: better knowledge of the realities of the time when "the old man and the king of the four works." Meguro wrote for the motorcycle industry in 1937. Do you have a good relationship with the government, people in Meguro orders from the army. Z97 was his first bike: a bicycle from the tube-valve 500cc Motosacoche from Switzerland. It should be noted that this model is a success for the factory and the Z97 in production until años'50. For many years, very good 250cc Meguro and cup valve 350cc single-cylinder models, and powerful binoculars.

All with a very strong influence on the English language. Then, thanks to his commercial success, as well as the glass tube 125-DC for your kitchen and two-cylinder 650cc low-end to extend the already existing 500cc. However, in 1958, when Meguro débarasser evidence of the influence of Britain, when he became ill ... Based on the prototype for the benefit of the Asama (one of the biggest races that time), Meguro Motorcycles three nice and elegant machines with an air shaft: 125cc E3 years 250cc and 350cc and F a. Unfortunately, these bikes were too heavy and did not receive the attention of buyers. Meguro will soon return to the standard valve cup.

The motorcycle left Meguro as one of the 10 largest producers until 1960, but due to bad decisions, as already mentioned, started the company back, and was soon bought by Kawasaki. In 1960, Meguro initial agreement with the Motorcycle Kawasaki, and in 1962 had completely disappeared. ....

And this brings us back to Motorcycles Kawasaki ... In 1960, the company has decided that the impetus for the motorcycle division of Kawasaki plane: They do Meihatsu market the brand to build its own plant of low bandwidth and low-power machines and buy Meguro. These brilliant moves and decisions contributed Motorcycle Kawasaki, for a large number of models on the market. The engine of the Kawasaki bikes have to offer at this time (in the sixties) to crush the black-and-scooters 50 cc motorcycle with a double click on the large end of a high and beautiful bottle 650 DC.

What is important to note that due to the nature of Kawasaki motorcycles has always under the Franco-aids in the industry and a sense of independence from its main competitor, is always available. Since most of the stories were written, most models were produced, and most of the race was Motorbikes Kawasaki, the truth is

Today, the engine of the Kawasaki motorcycle to one of the key players in the industry and in keeping with tradition, which today offers a wide range of products for every need and taste nice.

source: car-or-bike.blogspot.com