Thursday, May 26, 2011

Honda Gold Wing

There’s big news when it comes to the new 2012 Honda Gold Wing. Because we’ve taken what is the world’s best touring motorcycle and made it even better. The new bodywork is the first thing you’ll notice, complementing what is the best engine and chassis package the touring world has ever seen. Look a little further and you’ll discover great new improvements to the audio system, the available navigation system, and the Gold Wing’s comfort, too. And there’s new functionality, as well, like integrated iPod® connectivity and the ability to upload trips to the navi system from your home computer.

The 2010 Honda Gold Wing, called a "two-wheeled limousine" by, is powered by a 1832-cubic-centimeter, horizontally positioned, six-cylinder, liquid-cooled Boxer engine with single cams and two valves per cylinder. The engine features a 74-mm bore, a 71-mm stroke, and a compression ratio of 9.8 to 1. The bike's engine also comes with Honda's Programmed Fuel Injection (PGM-FI) system and a computer-controlled digital ignition. At 5,500 rpm, the engine delivers 118 horsepower. The maximum torque of 123 ft.-lb. is developed at 4,000 rpm. The engine is coupled with a five-speed transmission.
Physical Appearance

According to, the 2010 Honda Gold Wing looks like a 1990s Gold Wing, so little change has taken place in the bike's design. In addition to the traditional pearl yellow color, the motorcycle is available in metallic red, metallic black and metallic titanium.
Dimensions and Capacities

The 2010 Honda Gold Wing weighs between 895 and 928 lb., depending on the features and whether it is dry or has fluids, such as gasoline, coolant or engine oil. The rake measures 29.15 degrees while the trail is 4.3 inches long. The seat is positioned 29.1 inches above the ground. The wheelbase measures 66.5 inches. The bike is equipped with a 6.6-gallon fuel tank.
Other Specifications

The motorcycle comes with a 45-mm cartridge fork front suspension with an anti-dive system and 5.5 inches of travel, and a Pro-Arm single-side swingarm rear suspension with 4.1 inches of travel and a Pro-Link single shock with computer-controlled spring-preload adjustment. The bike features dual full-floating 296-mm front disc brakes, and single ventilated 316-mm rear disc brakes, both with CBS three-piston calipers. The 2010 Honda Gold Wing comes with an unlimited-mileage, limited three-year warranty.
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Honda Zodia

General information
Model:    Honda Zodia
Year:    2004
Category:    Custom / cruiser
Rating:    80.2 out of 100. Show full rating and compare with other bikes
Safety:    See our safety campaign with the high safety rated bikes in this category.
Engine and transmission
Displacement:    1250.00 ccm (76.28 cubic inches)
Engine type:    Six cylinder boxer
Stroke:    4
Compression:    9.8:1
Bore x stroke:    71.0 x 64.0 mm (2.8 x 2.5 inches)
Fuel system:    Carburettor
Valves per cylinder:    2
Fuel control:    SOHC
Cooling system:    Liquid
Gearbox:    5-speed
Transmission type
final drive:    Shaft drive (cardan)
Physical measures
Seat height:    734 mm (28.9 inches) If adjustable, lowest setting.
Wheelbase:    1,689 mm (66.5 inches)
Chassis and dimensions
Rake (fork angle):    32.0°
Front suspension:    45mm inverted fork
Front suspension travel:    130 mm (5.1 inches)
Rear suspension:    Dual shocks with five-position spring-preload adjustability
Rear suspension travel:    119 mm (4.7 inches)
Front tyre dimensions:    150/80-R17
Rear tyre dimensions:    180/70-R16
Front brakes:    Double disc
Rear brakes:    Single disc
Speed and acceleration
Other specifications
Fuel capacity:    20.06 litres (5.30 gallons)
Color options:    Black
Further information
Parts and accessories    Check out parts and accessories from our partners.
Ask questions    Join the 04 Honda Valkyrie discussion group.
Insurance, loans, tests     Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes    List related bikes for comparison of spec
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Honda pc 800

This is a Honda pc 800 that runs absolutly perfect New tires last june along with new battery,ricks stator and rectifier this bike is in very good shape for its year normal bumps and scrapes for year also has corbin seat installed and comes with stock seat and protective bags for the seat also includes bike cover.I would ride this bike everywhere easy to ride fun and it handles well better brakes then my harley. I rode this bike four hours to americade last june with zero issues i purchased this bike from a female coworker two years ago who is the original owner and dealer serviced untill then i have the original paperwork and also hjave factory repair manual.I can deliver withen 200 miles of me for a reasonable fee and can assist with shiping (you make the arrangements)
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The Honda CBR600F4

The Honda CBR600F4 engine isn't, as you know, just lighter and more powerful, it's also going to prove to be more reliable if that's possible. The tricks that Honda performed on the engine to boost its power include details of redesign that were both achieved and dictated by the latest high-tech materials available. In other words, Honda could not have sold you this bike ten years ago because at that time the existing materials couldn't have fulfilled the needs of this design. If a 600cc bike at that time had this kind of power and rpm range, it would have been much heavier and very, very expensive. Honda has long been the king of high revving inline engines but the screamers that they built in the past were kept on short leashes.
General information
Model: Honda CBR 600 F4
Year: 2000
Category: Sport
Rating: 81.7 out of 100. Show full rating and compare with other bikes
Engine and transmission
Displacement: 599.00 ccm (36.55 cubic inches)
Engine type: In-line four, four-stroke
Power: 110.00 HP (80.3 kW)) @ 12500 RPM
Torque: 68.00 Nm (6.9 kgf-m or 50.2 ft.lbs) @ 10500 RPM
Top speed: 260.0 km/h (161.6 mph)
Cooling system: Liquid
Gearbox: 6-speed
Transmission type,
final drive: Chain
Chassis, suspension, brakes and wheels
Front brakes: Dual disc
Rear brakes: Single disc
Physical measures and capacities
Dry weight: 170.0 kg (374.8 pounds)
Power/weight ratio: 0.6471 HP/kg
Seat height: 810 mm (31.9 inches) If adjustable, lowest setting.
Wheelbase: 1,395 mm (54.9 inches)
Fuel capacity: 18.00 litres (4.76 gallons)
Other specifications
Starter: Electric
Color options: Blue/red, black/yellow, black/dark gray
Further information
Parts and accessories Our partner CMSNL ships low cost OEM motorcycle parts to Australia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hong Kong, Hungary, Iceland, India, Ireland, Italy, Japan, Kuwait, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Montenegro, The Netherlands, New Zealand, Norway, Poland, Portugal, Serbia, Slovakia, Slovenia, South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, The United States and more. Or check out parts and accessories from our other partners.
Ask questions Join the 00 Honda CBR 600 F4 discussion group.
Insurance, loans, tests Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
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Wednesday, May 25, 2011

Modification Ducati

Modification Ducati
The basic theory of engine performance is this: AIR + FUEL = POWER. To gain power, you need to ram more air into the engine, and also suck more air from the engine. This means you need to play with the stock air intake/filter and the exhaust. But, just increasing air flow won't increase power. In fact, it may actually
decrease power. This is because an engine needs to have a certain air-fuel ratio. The more air you throw into the engine, the LEANER the engine will run. A lean running engine is an inefficient engine. Well, it may be efficient on gas but it is not making its max power potential. It will run hotter, it will detonate, and it will not extract the max amount of power out of the fuel. This means that you need to increase the fuel flow if you increase the air flow. To increase the fuel flow, a jet kit can be installed (for carbureted engines) or a new "power chip" can be installed to re-map the fuel delivery settings (for fuel injected engines). But, this can only be done to a certain extent as well, because if you throw more fuel than air into the engine, it will run RICHER.
A rich running engine fouls the spark plugs, causes misfiring, and burns the mixture inefficiently. So, the key to any performance modification is to keep the air-fuel mixture balanced. BUT- there is one thing to keep in mind before starting any of this, and that is the fact that stock engines come from the factory very lean. This is done to meet emissions standards. The reason they are running lean is because the air-fuel ratio has been leaned out- either the computer fuel map is telling the engine to burn only a small amount of fuel, or the jets in the carburetors have a smaller orifice, thus limiting the fuel flow mechanically.

In order to start on an even playing field, it may be necessary to increase fuel flow just a bit. For example, on
carbureted engines, it is easy to simply back out the fuel mixture screws slightly and maybe change the needle
position. On computer controlled engines, it's not that easy. You will need to wait until you upgrade to some kind of exhaust before messing with the fuel, because I am not aware of any power chips that simply bump the fuel mixture up only slightly. They all bump it up a lot, because they assume that you are upgrading the exhaust and intake as well.

Slip-ons are probably the most widely considered performance mods for motorcycles. They are basically mufflers that are less restrictive than stock, and sound better to boot. They retain the stock exhaust pipe, so flow isn't greatly increased. When I say that, I don't mean that they flow the same as stock, it's just that the exhaust pipe is kept stock and thus is still a bottle neck in the flow equation. Just adding a slip-on won't necessarily increase power. You need to also increase air intake and fuel flow to maximize the efficiency of the slip on. In combination with a jet kit and filter, you may be looking at about 5-8 HP. Just a slip on may net 1-2 HP, but will also make the bike run leaner.

Full Systems
Full systems replace the entire stock exhaust with wider diameter pipe and mufflers for more flow. For example, going with 50mm pipes from the heads instead of 45mm pipes. Full systems, however, are very expensive. There is also another drawback to full systems, and that has to do with torque. Even if the fuel flow is tailored accordingly, the full system will increase HP, but will decrease torque (noticeable torque anyway). Why? Well, it has to do with backpressure- if an engine doesn't have enough backpressure, the torque curve is moved up in the RPM range. This means that you may still have 60lb.-ft. of torque, but instead of seeing it at 4,000 RPM, you won't see it until 6,000 RPM. Mainly for track bikes, full systems work marginally well on the street.


The term "coring" applies to the removal of baffles inside a muffler for increased flow. The increased flow leads to increased horsepower. Coring a muffler (IF DONE SCIENTIFICALLY) will yield better results than most, if not all, slip-ons because it is basically a slip-on with even more baffles removed. Coring is popular because it is cheap, and you can tailor the flow to your needs. Again, I point out that there is an art to coring, and to get the most flow and most horsepower it needs to be done by a pro. However, if you're a shade tree mechanic like myself interested in coring, peruse this article for more information. My mufflers are cored about halfway down (it is extremely hard to get inside a Monster muffler), and it sounds awesome. Performance (torque) may have dipped slightly, but high RPM pull seems very healthy. I have no dyno tests to prove it, but it feels awesome to me, and that's all that counts.
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The Ducati Hypermotard attacks urban canyons and carves

The Ducati Hypermotard attacks urban canyons and carves up mountain passes with total abandon. High performance starts with attitude. Stripped down to its essentials, the Hypermotard is an extreme performance, totally over-the-top motorcycle. Its purpose is single minded – to thrill. Incredibly slim and exceptionally light, with a riding position to dominate, the Hypermotard is ready to rock every road. Race styling makes the blood boil, but the Hypermotard offers what no other bike in its class can: speeds exceeding 220 KPH on the track, fuel injection, and big bore acceleration with more than 100 horsepower on only 175Kg of dry weight – the most extreme, mountain-conquering, urban-assaulting machine ever - from Ducati.

On the Road
Bring on the curves, the bumps, and the unexpected.
A rigidly triangulated Trellis frame and track-tested chassis geometry is matched with state-of-the-art suspension. Start off with road-holding 50mm Marzocchi R.A.C. forks, gripped by a triple screw lower fork crown, then add an Ohlins remote reservoir shock that mounts to a stout, single-sided swing arm. Ultra light forged and machined Marchesini racing wheels are paired with a single radial mounted Brembo four piston, four pad calliper gripping a 320mm disc up front and a 240mm disc at the rear.

Making power
1000ccs of Desmo power
The 1000 Dual Spark engine pumps out torque and horsepower that is smooth and linear, because the roads that the Hypermotard seeks are neither smooth nor linear. A Slipper type racing clutch makes aggressive downshifting and heavy braking more exciting by damping the abrupt selection of lower gears while entering a turn. Magnesium engine covers subtract more weight for a feathery feel and athletic manoeuvres.
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Ducati 900SS

Cylinder head new items: 2x gas flow / all gaskets & o rings / 2x spark plugs / 4x stem seals / 2x tab washers / 4x valve guides / 4x face seats / 4x 38-42 valves / 6x cam bearings / 8x desmo shims / full bead blasting. barrels & bottom end new items: x2 re-bored & honed & blasted barrels / x2 high comp` pistons & rings (86.4mm) / v2 high flow oil pump / all gaskets, tab washers, cir-clips, shims & seals / re-built & balanced crank / x2 special ducati main bearings / sprocket & castellated nut / x8 cylinder head nuts & washers / x4 gearbox (3 dog type) bearings / bead blasted crank cases & breather tower / re-tracked oil ways for higher flow.

The Ducati 900SS are names applied to a series of Pantah based air-cooled four stroke desmodromic 2-valve 90-degree V-Twin motorcycles manufactured from 1988 onwards. A limited edition SuperSport called the SuperLight was sold in 1992. The name harked back to the round case 1973 Ducati 750 Super Sport,and the 1975 square case 750 and 900 Super Sport. The later one-word spelling was only applied to the belt drive (Pantah) based models.
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Ducati Monster S2R is a part of the SR series

The Ducati Monster S2R is a part of the SR series of 'meanest monsters on the block'. The Ducati Monster S2R is sleek, sexy and powerful. This is a great little bike for anyone to ride. The S2R has two models an 800 and a 1000 with the latter being the more powerful engine.

Another aspect that makes the 1000 model a slight favorite is the adjustable front fork that adds suspension flexibility and rider tailored adjustment.

The stripped down Monster S2R also has a stripped down price tag. That is one of Ducati's Monster series most endearing qualities. That is one of Ducati's Monster series most endearing qualities. Lots of power, lots of fun, and affordable for just about anyone.

A common complaint for the S2R along with others of its series is the low footpads making it hard to keep boots off the ground especially in turns, but it handles those turns like a champ and jumps from a standstill with the power of a gazelle.

In spite of the low position of the footrests the upright ride is comfortable for long lasting fun on the road and Monster lovers everywhere are more than willing to put up with a little extra scraping of the toes in order to have fun with their street bikes with attitudes. These bikes make everyone do a double take as you power down the pavement.
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Ducati M900S4 Gas Fuel Tank Monster is power good

Ducati M900S4 Gas Fuel Tank Monster is power good
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Ducati Monster 1000 is the perfect combination

Ducati Monster 1000 is the perfect combination of sporting prowess and strong character. The powerful Dual Spark engine complemented by the exposed trellis frame keep the rider's heart pounding at every bend. The bike's unmistakable look derives from its Spartan character: every component performs a specific function, so there are no frivolous accessories, just pure concentrated technology.

Our most powerful air-cooled Monster gets its strength from the 1000 Dual Spark engine that achieves new levels of efficiency and reliability. Ducati's decades of experience with air-cooled twin technology and the innovative 1000 DS engine are a product of our continuous advancement in the field.

The Monster 1000 is available in two versions: the 1000 and 1000S. Both feature the 1000 DS engine and advanced rising rate Superbike rear suspension that allows the adjustment of ride height separately from spring preload. Normally expensive upgrades like adjustable control levers, anti-theft immobilizer and Brembo twin disc brakes are standard on both versions.


The 1000 DS engine design was created with clear goals in mind: increase total power, boost mid-range power, simplify mechanicals, lower engine temperatures, raise reliability and lighten weight. Starting with the cylinder heads, ignition is accomplished with Dual Spark plugs. Furthermore, the conventional method of supporting the camshafts in ball bearings is replaced by oil-pressurized plain bearings, reducing moving parts and improving heat dissipation. The Dual Spark design offers more complete combustion, increasing power, especially in the in low to mid-range. A significant reduction in valve angle between intake and exhaust allows a better shape for the combustion chamber and reduces volume, resulting in more complete fuel combustion, higher compression and more power.
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750 Super Sport DUCATI

The paint scheme follows in the footsteps of the 750 Super Sport DUCATI , blending the distinctive silver-gray background with duck egg green. I wasn’t interested in building a SS replica, so while the frame is drenched in green; there is no fairing, clip-ons or rear-sets.

The stock steel tank’s voluptuous shape begged to have the side panels painted green so the new die cast DUCATI emblems would have a place to contrast. The fenders were painted in the same style with a green stripe down the center. The side covers sport vintage Ducati eagle logs and everywhere where green and silver meet, a fine black stripe defines the transition.

Wheel lacing was a gift from my Dad. He showed me how on bicycle wheels, when the dinosaurs roamed the earth. I’m no expert so I work slowly and it comes out right.

There is nothing like lacing stainless steel spokes to a Borrani rim fresh from the buffers kiss. It’s a beautiful sight. During assembly, wear cotton gloves to minimize fingerprints and sweat deposits and use the oil provided, to prevent the nipples from galling.

A long while back, I made a simple spoke wheel truing stand that looks homemade but gets the job done. After the wheels were built, Avon Super Venoms with new tubes were mounted easily and look good. In the hubs, the wheel bearings were either seized or grinding, so all bearings were replaced with sealed units.

To keep the racer appearance the stock rubber foot pegs were replaced with knurled pegs with a clear anodized finish.

The Marzocchi front forks were next. The leading axel fork legs have an exotic look. Cleaned, polished and with new seals and caps, the cast Ducati logo proudly shines on their sides.

The swing arm spindle seemed snug during the take-down. However, when it was removed and the rust cleaned away, it shrank, causing the swing arm to develop enough play to cause concern about handling stability.

A new spindle solved the problem and modem shocks with chrome springs connected the back of the swing arm to the frame.

The stock banana seat was in good condition but I wanted a café look. I had it reshaped and covered by a local custom car upholsterer. He cut down, then built-up the foam to produce the classic shape of a bum - stop seat. The custom fit cover has DUCATI embroidered in black on the back panel.

eral information
Model: Ducati 750 SS
Year: 1974
Category: Classic
Rating: 77 out of 100. Show full rating and compare with other bikes
Engine and transmission
Displacement: 748.00 ccm (45.64 cubic inches)
Engine type: V2, four-stroke
Power: 73.00 HP (53.3 kW)) @ 8000 RPM
Top speed: 217.0 km/h (134.8 mph)
Compression: 9.5:1
Bore x stroke: 80.0 x 74.4 mm (3.1 x 2.9 inches)
Valves per cylinder: 2
Fuel control: Desmodromic valve control
Cooling system: Air
Gearbox: 5-speed
Transmission type,
final drive: Chain
Chassis, suspension, brakes and wheels
Front tyre dimensions: 3.50-18
Rear tyre dimensions: 3.50-18
Front brakes: Dual disc
Rear brakes: Single disc
Physical measures and capacities
Weight incl. oil, gas, etc: 202.0 kg (445.3 pounds)
Fuel capacity: 18.00 litres (4.76 gallons)
Other specifications
Further information
Parts and accessories Check out parts and accessories from our other partners.
Ask questions Join the 74 Ducati 750 SS discussion group.
Insurance, loans, tests Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes List related bikes for comparison of specs
READ MORE - 750 Super Sport DUCATI

Once the Kawasaki ER-6N 650cc parallel-twin engine

Once the Kawasaki ER-6N 650cc parallel-twin engine is up and running (my bike is fix with Yoshimura slip on exhaust and its sounds very lauds at most revs) it becomes obvious that you will be notice where ever you go. With the changes on the headlamp had made my bike become more attractive. In town, my bike is effortless and slim enough to squeeze through the tiniest of gaps in traffic, although it’s so smart you’ll not want it to get scratched in motorcycle parking bays, which is inevitable in K.L.

Once out in the open, the bike show it real capabilities and where when the bike has reach above 6000 RPM, the easy riding bike will push you to the limit. Although the fastest that I have reach is 200 km/h on an open Highway, but the most suitable riding range is around 130-160 km/h. (not comfortable with the wind hit on a naked bike) as one of my colleague say “It sounds good and looks good, which is important. It’s like a halfway look between a sportsbike and a commuter bike, really usable and surprisingly fun to ride”

Kawasaki quietly agreed, it seems: I rode the facelifted ER-6n (n for naked, the test of the later-arriving ER-6f with full bodywork is here) on some sinuous but slippery Majorcan roads earlier this week, and two areas specifically have been revamped, the style and vibration. The new look is more conventional than the original’s if still recognisably ER-6, with less of the Japanese noh-mask-inspired subtle curved surfaces and more by way of defined edges and lines, adding some aggression and, Kawasaki hopes, a more youthful appeal too, as they’d like to attract a younger audience. It’s a well balanced mien, interesting and funky enough for all kinds of riders, and the dynamic changes have made it a more pleasing ride too.

Specifically, there’s additional rubber mounting between engine and frame as well as for the handlebars, while front and rear footrests get rubber pads. The engine is unchanged internally but benefits from revised ignition and fuel mapping, while the dash has been modernised. There are other details aimed at improving the feel of quality, such as cast aluminium instead of plastic passenger grab handles, a better finish on the fork legs and so on, but it’s the improvment in how the bike feels to ride that impresses the most, considerably more than the relatively few changes imply.

The reduced vibration is certainly noticed, especially when the engine is revved harder and also when held at a steady high speed: the tamed tingles through bars and pegs improve comfort very usefully. But the engine is also smoother in the way it delivers its power, with a creamier but more eager sensation and greater willingness to rev. It wasn’t bad by any means before, but it’s still clearly better now.
READ MORE - Once the Kawasaki ER-6N 650cc parallel-twin engine

Kawasaki ER-6N is a tremendous

The Kawasaki ER-6N is a tremendous little bike if you compare to other superbike. But with the orange color selection(my ride), it's has made my bike to look much more aggressive if to compare with other bike on its kind. The other color also has its own signature. As the incredibly green, which is so green in fact that it matches the green of the neutral light. (hahahaha just a joke)... It's also a stylish bus, particularly the side-mounted shock and tubular swingarm arrangement. It's also physically very small so that anyone can fell comfortable on it, even those of the female persuasion will hop on the Kawasaki and speed off without a moment of hesitation, but it’s also roomy enough for a speed crazy’s (like me). In fact the bike has what it need to prove that is so enjoying and satisfied to ride with. But stay on top of the cleaning regime and you’ve got yourself a great-looking bike.

As far riding to Genting, Frazer Hill or Kuala Klawang, this bike has no other competitor on the handling efficiency, The ER-6n has what it need to take all the big brother down during the ride to up-hill. What’s impressive is the basic suspension and handling package will give a new beginner confident and the bike would scurry along in total composure regardless of what you threw at it. It’ll bounce around and give the odd waggle through the handlebars for sure, but in a fun, engaging way. “If I hadn’t ridden before, something like this would be an ideal start,” say Bill. “Out of all the bikes here, this is my favourite as it’s got something going on.” Said Nazween during breakfast at the Coffeebean at Genting Highland.
READ MORE - Kawasaki ER-6N is a tremendous