Aprilia Scarabeo 250 2010 Pictures 1
Aprilia Scarabeo 250 2010 Pictures 2
Aprilia Scarabeo 250 2010 Pictures 3Selasa, 05 Juli 2011
Aprilia Scarabeo 250 2010 Pictures Specification
Aprilia Scarabeo 250 2010 Pictures 1Aprilia Scarabeo 250 2010 Pictures 2Aprilia Scarabeo 250 2010 Pictures 3
Aprilia RSV4 Factory vs. BMW’s S1000RR vs. KTM RC8R
With BMW’s S1000RR and KTM’s updated and new-to-the-U.S. RC8R as an all-new model, the field of liter-ish superbikes expands considerably for 2010.Apologies to MV Agusta for not counting the 2010 F4, but no one’s yet signed up to race it in a large-scale series – the KTM was the runner-up in the 2009 IDM (International German Superbike Championship). We sure wouldn’t mind a spin on the MV, though. (Hint, hint, MV Agusta.)
Like the race grid, we’ll now expand the roster of contestants in our annual liter test.
No longer limiting the battle to the Big Four from Japan, we’ll eventually include the BMW S1000RR on the list of participants powered by the popular inline-Four configuration.
But for now, to start off what has become a literbike mêlée, we’re first evaluating all the Vee configuration contenders.
2010 Harley-Davidson 48
Harley-Davidson present new 2010 model motorcycle named Harley-Davidson 48 (HD-48). It has an Evolution 1200ss like engine, such as V-Twin, a completely new front suspension, wide and fat front tire, littered with rear suspension. Also, the bike boasts a low single seat, mirrors, mounted under the steering handles, and a very unusual tailpipes.
The bike can be considered as unique, not like any other vehicle sold in the market. It has seat height 660mm, wheelbase 1519mm, clearance of 99mm, fuel tank capacity – 8 liters, and dry Weight – 247 lbs. It also completed with air-cooled engines. The motorcycle will be offered in three color options – Vivid Black, Brilliant Silver and Mirage Orange Pearl.
BMW F 800 ST Touring and BMW K 1300 R Dynamic
BMW has announced the launch of the BMW F 800 ST and Touring, the BMW K 1300 R special edition dynamical models in the UK market. The BMW F 800 ST Touring comes equipped with ABS key betting, sports bags foam (15L-25L capacity each side), the onboard computer, heated and cuffs. The BMW F 800 ST Touring costs from £ 8,510, while the bike in 1658 with a value of GBP BMW options and accessories
BMW K 1300 R Dynamic
The BMW K 1300 R offers a dynamic electronic adjustment of the suspension in February, supporting team sports tire change and a computer equipped kitchen on board. The list of features of the BMW K 1300 R and dynamics of heated grips, windshield of a sport and LED screens. With a value of £ 1,835 official BMW options and accessories, the BMW K 1300 R Dynamic £ 11,250 prize.
Motorcycle Honda CBR 954 RR MotoGP Style
Honda CBR 954 RR is one of the first few bikes featured - it was first released 5 years ago! Well, I think the Honda CBR 954 RR Fireblade is one of the sexiest bikes ever
Modification Motorcycle, Harley Motorcycle, Haselmere Motorcycle, Hayabusa Motorcycle, Headlight Motorcycle, Highway Hawk Harley Davidson Pro-Street Modification - 19e2b89643a24d81963fae0c287f8f55
Modifikasi Harley Davidson Pro Street
2005 Harley Davidson Pro-Street Customized Pictures
2005 Harley Davidson Pro-Street Customized Specification :2005 Harley Davidson Pro-Street Customized Pictures
ENGINE:
Model : Evolution side winder
Capacity : 113 Cylindre
Built : S&S
Pistons : S&S
Crankcase : S&S
Camshaft : S&S
Heads : S&S
Cylinders : S&S
Carburator : S&S Super G
Air filter : D&M
Push Rod : S&S
Ignition : IST S&S
Coil : CRANE CAMS
Spark Plugs : Spilte fire
Oil : Revtech
Pipes : HELL BENT BY WEST COAST CHOPPER
TRANSMISSION:
Gears : 6 Speed Close Ratio
Assembly : S&S
Transmission Oil : Revtech
Primary Drive : PRIMO BRUTE IV
Clutch : PRIMO KEVLAR
Pulley : PM Gatlin
FRAME:
Type : WAR EAGLE EXTREME
Rake : 41 Degree
Stretch : 4 inch
Swing Arm : WAR EAGLE EXTREME
Front fender : Retro Classic cycles
Rear fender : Retro Classic cycles
Rear Shocks : LEGEND AIR SUSPENSION TT USA
WHEELS:
(Front) PERFORMANCE MACHINE
Front tyre : GATLIN/2005 AVON VENOM
(Rear) PERFORMANCE MACHINE
Rear tyre : GATLIN/2005 AVON VENOM 250 series
FORK :
Type : 41mm
Fork tube : MID “USA
Fork Oil : Motor Factory USA
Triple Trees : MID “USA
OTHER SPESIFICATIONS:
Painter : PANEL-1
Colour : Red Candy
Moulding : PANEL-1
IDEA : Retro Classic cycles
Special Graphics : Ghost Flame
Handlebar : Paul Yaffe Original
Riser : None
Grips : Arlen Ness
Head light : Arlen Ness
Tail Light : Paul Yaffe Original
Handle Controls : Performance Machine
Forward Controls : Performance Machine
Wiring & Setting : RCC
Gas Tank : RCC
Oil Tank : RCC
Pulley Cover : Custom Chrome
Seat : RCC – COMRADES
Kick Stand : Arlen Ness
Spark Plugs Wires : DR NEON
Nuts & Bolts : Gardner Wescott
Coil Mount : MW GERMANY
Coil Cover : MW GERMANY
IGN. Switch : Custom Chrome
Internal Throttle : RCC
All Hoses & Lines : Russel
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Kamis, 30 Juni 2011
How Reliable And What Problems Have 2000 Yamaha R1
How Reliable And What Problems Have 2000 Yamaha R1 | Review Yamaha R1
Some of you have to wonder if I'll ever complete review of the 2000 Yamaha R1?
I logged some miles on the R1, and getting to know the machine well enough. It's hard to write about R1, because so much has been written about this bike. Nevertheless, I try to give all my reviews unique perspective (mine, of course). I can not help feeling, however, that much of what I would say has been said. Perhaps, for those of you who read MD often, because this statement came from me would mean something, still.
Things that R1 was in 1998 (first year) which is the historical interest of motorists is this. This puts sportbike power, handling and light on new aircraft. Only six or eight years ago, World Superbike or AMA riders turned the gas on the engine factory at the racetrack acceleration felt much the same, and the same level of control Yamaha brought to the consumer in the form of the 1998 R1. I felt this when I got the 2000 version, because some things stand out about this bike and still in my memory as the highlight of this engine up.
The R1 has a big motor. A motor that has a very broad power rpm range - literally from the idle to redline. In the rpm range, the motor puts out large amounts of power and torque, but in a friendly way. Strength was able to use and (if you're not stupid about it) will not you into trouble.
Although smooth and controlled power delivery, R1 always sounded angry, and felt angry. This is how I want to explain the extensive bicycle. When you ride a bike, a motorcycle was talking to you (and the cages around you), said: "I am the king of the road. Do not feel with me!" Note exile said this, the vibrations sent through the machine to say this, and this view say the machine - everything about this machine says! Sounds strange, but this is the best way I can express it.
I had to make some specific comments on various aspects of the bike.
Ergonomic, the 2000 R1 is improvement from the previous model. Handlebar position felt more comfortable, and slightly increased wind protection. Motor not comfortable compared to many other sportbikes, and, indeed, have more comfortable ergonomics of the new Suzuki GSX-R750, for example. Compared with the GSX-R750, lower pegs and the bars seem a little higher and closer (though I'm not sure whether the statistics will prove the latter point). Seating positions must be aggressive, but Yamaha has the right ergonomics - for this type of bike, the ergos put you right where you should be.
Transmission on the bike never gave me problems. I do not remember a missed shift and, although sometimes a bit notchy, the transmission has never been a problem or even come to mind, especially. That's good.
Compared with the previous model, it is my understanding that the 2000 R1 has a better damping in the front forks. I've got the previous model, and I agree with this. Overall, the taste of the front end is very good (as I discussed in part one of the review). Front wheel was "planted" at all times (unless it is from the ground, of course). The front can be nervous when accelerating hard over bumpy roads or damaged, but with a good front tire (one that is not too worn or "cupped"), you should have no problem with head shaking.
Suspension, on the whole, sufficient to meet the requirements, although the rigid sprung up (in accordance with the high performance nature of the machine). Frankly, you're not going to want a softer suspension with this much performance. Road riders do not need to revalve suspension, although different spring rates will benefit people who are not in "normal" weight range.
Both front and rear brakes are very good, although I have to ride a bike motor sport recently that provides more feel and development of the front brake. Yamaha made some changes to the front brakes on the 2000 R1, and some riders think Yamaha took a step backward in this regard. Rear brakes are very good, giving good power and feel.
The R1 will be used by many street drivers to commuting. Not all of us who are able to R1 weekend canyon carving only. Although not a sports tourists in any way, the R1 is quite comfortable on the freeway (which provided the framework you are not stressed by the nature of the sport up position). Though fairly minimalist gifts, while the road wearing the right gear, helmets are good (and ear plugs), highway travel is "pretty" comfortable. Frankly, some of it is related to the age of the rider. As we get older, we get the framework is less flexible and rigid rise faster. Young, flexible R1 riders will find comfortable enough for commuting. Many older drivers (over 40) will find a bike too uncomfortable for extended highway travel.
Frankly, R1 is an explosion on the freeway, where the attitude of present (see comments above) is more powerful. The ability to roll on the throttle and literally destroy other traffic by speeding into the gaps very pleasant and hard to get bored.
I do not have a problem with the clutch on the R1. Easy to feather the clutch while leaving the stop, and RPM on downshifts to match fairly easily, too. Engine braking on the R1 is very good for an in-line, four-cylinder engine and coupled with a broad powerband, making R1 the "one-gear bike", if you want, a lot of time.
Lights in the R1 more than enough (although, not the best I've seen this year). Night ride in cold weather can interfere However, because a small gift. Once again, you have to compensate by wearing a leather riding equipment.
I kept coming back to the engine performance, but I want to talk about how good is this motor carbureated. This motor has good throttle response, and come to the throttle so smoothly and predictably, that the fuel injection may be a step back to Yamaha. You probably know that it is very difficult to get a fuel injected bike came on throttle smoothly. This is one of the great attributes R1 - had "come to the throttle" and also, or better than, any motorcycle I've ever climbed.
The styling of the R1 is a pure matter of personal opinion. I like the styling very much, myself, but it was much more noticeable two years ago when he was new. On the whole, essentially motor press has labeled the R1 a style icon like - another benchmark. Not enough Ducati 916 (996), but still pretty damn impressive. Make your own mind.
The "fit and finish" of R1 pretty good. Very close to the standard Honda, in fact, and may be one step ahead of other competition. Very good quality paint, and parts fit together well and work well.
R1's instrumentation is enough by today's standards. Digital speedometer displayed on the R1 better, in my mind, for the analog speedometer. Bike like R1, it was just easier to read. R1 accelerate so fast, analog speedometer (which may be read up to 200 miles per hour, and features together, the little lines and numbers mph) would be almost useless under different conditions, because they can not quickly deliver the right motor speed. Not all sportbikes have switched to digital speedometers, but they should be. Fortunately, R1 has done this.
Use turn signals and other motor control is easy and intuitive - like most modern Japanese motorcycles.
Key passenger seat and opened - reveals a rather small, but the storage can be used. An area greater than that traditionally have been sportbikes, but smaller than Honda 929RR, for example.
What's the point with the 2000 Yamaha R1? It has the largest engine capacity in the field of hardcore sportbike. It packs more motorcycles and attitude more than on any other bike in each category. This also speaks to you and the cages around you when you ride.
I logged some miles on the R1, and getting to know the machine well enough. It's hard to write about R1, because so much has been written about this bike. Nevertheless, I try to give all my reviews unique perspective (mine, of course). I can not help feeling, however, that much of what I would say has been said. Perhaps, for those of you who read MD often, because this statement came from me would mean something, still.
Things that R1 was in 1998 (first year) which is the historical interest of motorists is this. This puts sportbike power, handling and light on new aircraft. Only six or eight years ago, World Superbike or AMA riders turned the gas on the engine factory at the racetrack acceleration felt much the same, and the same level of control Yamaha brought to the consumer in the form of the 1998 R1. I felt this when I got the 2000 version, because some things stand out about this bike and still in my memory as the highlight of this engine up.
The R1 has a big motor. A motor that has a very broad power rpm range - literally from the idle to redline. In the rpm range, the motor puts out large amounts of power and torque, but in a friendly way. Strength was able to use and (if you're not stupid about it) will not you into trouble.
Although smooth and controlled power delivery, R1 always sounded angry, and felt angry. This is how I want to explain the extensive bicycle. When you ride a bike, a motorcycle was talking to you (and the cages around you), said: "I am the king of the road. Do not feel with me!" Note exile said this, the vibrations sent through the machine to say this, and this view say the machine - everything about this machine says! Sounds strange, but this is the best way I can express it.
I had to make some specific comments on various aspects of the bike.
Ergonomic, the 2000 R1 is improvement from the previous model. Handlebar position felt more comfortable, and slightly increased wind protection. Motor not comfortable compared to many other sportbikes, and, indeed, have more comfortable ergonomics of the new Suzuki GSX-R750, for example. Compared with the GSX-R750, lower pegs and the bars seem a little higher and closer (though I'm not sure whether the statistics will prove the latter point). Seating positions must be aggressive, but Yamaha has the right ergonomics - for this type of bike, the ergos put you right where you should be.
Transmission on the bike never gave me problems. I do not remember a missed shift and, although sometimes a bit notchy, the transmission has never been a problem or even come to mind, especially. That's good.
Compared with the previous model, it is my understanding that the 2000 R1 has a better damping in the front forks. I've got the previous model, and I agree with this. Overall, the taste of the front end is very good (as I discussed in part one of the review). Front wheel was "planted" at all times (unless it is from the ground, of course). The front can be nervous when accelerating hard over bumpy roads or damaged, but with a good front tire (one that is not too worn or "cupped"), you should have no problem with head shaking.
Suspension, on the whole, sufficient to meet the requirements, although the rigid sprung up (in accordance with the high performance nature of the machine). Frankly, you're not going to want a softer suspension with this much performance. Road riders do not need to revalve suspension, although different spring rates will benefit people who are not in "normal" weight range.
Both front and rear brakes are very good, although I have to ride a bike motor sport recently that provides more feel and development of the front brake. Yamaha made some changes to the front brakes on the 2000 R1, and some riders think Yamaha took a step backward in this regard. Rear brakes are very good, giving good power and feel.
The R1 will be used by many street drivers to commuting. Not all of us who are able to R1 weekend canyon carving only. Although not a sports tourists in any way, the R1 is quite comfortable on the freeway (which provided the framework you are not stressed by the nature of the sport up position). Though fairly minimalist gifts, while the road wearing the right gear, helmets are good (and ear plugs), highway travel is "pretty" comfortable. Frankly, some of it is related to the age of the rider. As we get older, we get the framework is less flexible and rigid rise faster. Young, flexible R1 riders will find comfortable enough for commuting. Many older drivers (over 40) will find a bike too uncomfortable for extended highway travel.
Frankly, R1 is an explosion on the freeway, where the attitude of present (see comments above) is more powerful. The ability to roll on the throttle and literally destroy other traffic by speeding into the gaps very pleasant and hard to get bored.
I do not have a problem with the clutch on the R1. Easy to feather the clutch while leaving the stop, and RPM on downshifts to match fairly easily, too. Engine braking on the R1 is very good for an in-line, four-cylinder engine and coupled with a broad powerband, making R1 the "one-gear bike", if you want, a lot of time.
Lights in the R1 more than enough (although, not the best I've seen this year). Night ride in cold weather can interfere However, because a small gift. Once again, you have to compensate by wearing a leather riding equipment.
I kept coming back to the engine performance, but I want to talk about how good is this motor carbureated. This motor has good throttle response, and come to the throttle so smoothly and predictably, that the fuel injection may be a step back to Yamaha. You probably know that it is very difficult to get a fuel injected bike came on throttle smoothly. This is one of the great attributes R1 - had "come to the throttle" and also, or better than, any motorcycle I've ever climbed.
The styling of the R1 is a pure matter of personal opinion. I like the styling very much, myself, but it was much more noticeable two years ago when he was new. On the whole, essentially motor press has labeled the R1 a style icon like - another benchmark. Not enough Ducati 916 (996), but still pretty damn impressive. Make your own mind.
The "fit and finish" of R1 pretty good. Very close to the standard Honda, in fact, and may be one step ahead of other competition. Very good quality paint, and parts fit together well and work well.
R1's instrumentation is enough by today's standards. Digital speedometer displayed on the R1 better, in my mind, for the analog speedometer. Bike like R1, it was just easier to read. R1 accelerate so fast, analog speedometer (which may be read up to 200 miles per hour, and features together, the little lines and numbers mph) would be almost useless under different conditions, because they can not quickly deliver the right motor speed. Not all sportbikes have switched to digital speedometers, but they should be. Fortunately, R1 has done this.
Use turn signals and other motor control is easy and intuitive - like most modern Japanese motorcycles.
Key passenger seat and opened - reveals a rather small, but the storage can be used. An area greater than that traditionally have been sportbikes, but smaller than Honda 929RR, for example.
What's the point with the 2000 Yamaha R1? It has the largest engine capacity in the field of hardcore sportbike. It packs more motorcycles and attitude more than on any other bike in each category. This also speaks to you and the cages around you when you ride.
2011 Triumph Thunderbird Storm Motorcycle
2011 Triumph Thunderbird Storm Official Photos
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2011 Triumph Thunderbird Storm 
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