Harley Davidson Motors

Harley Davidson - Harley Crossbones

American motorcycle maker Harley Davidson is the lagend on it's own. The quality of the bike really stand out from other competitors, none come close. For many years Harley Davidson have not released any new models. Yet at the beginning of 2008 they revealed the Harley Crossbones and this has been turning heads ever since. This is certainly a machine that is harping back to the days when their machines first appeared on the market.The Harley Crossbones is very much in the genre of the custom/retro style machine and comes with features that are reminiscent of the machines ridden by Peter Fonda and Dennis Hopper in Easy Rider. This is a motorcycle for those who really want to look completely unique and cool. Just as with the Harley Softail this motorcycles swing arm section has the same lines as to be found on any vintage rigid frame Harley Davidson. Yet the ride on the Crossbones compared to these vintage machines is much smoother and so much more comfortable.


What helps to make this motorcycle retain the much more vintage look is the gloss black paint and the chrome springs on the front end. Also the bucket headlamp and the mini ape hanger type handlebars further complete the machines retro/custom look. Plus as with the vintage machines more of the front and rear 200mm rear tires are exposed because the fenders front and rear have been chopped. This motorcycle is built only for one as it comes with a sprung solo seat under which have been placed two coiled springs. The seat itself can be adjusted and so will make the ride for you when out cruising even more comfortable and allows you to reduce or raise the height to suit you.

Born to ride...Harley Davidson

The Honda CBR1000 and 600RR

Facts about Honda CBR1000RR, CBR600RR Super Bike

New sport bikes with optional Combined ABS

Honda has released details on its 2009 CBR1000RR and CBR600RR sport bikes for the United Kingdom. The most prominent update to Honda’s 2009 sport bikes is the optional electronically-controlled Combined Anti-lock Braking System. Honda’s C-ABS technology uses a brake-by-wire system to electronically control the amount of braking force applied.

Honda says the C-ABS will not affect performance in sport riding as it will only kick in when the rider approaches the limit. Based on its tests, Honda says the average rider on a conventional braking system will need several braking attempts to attain the same level of performance of the C-ABS. Honda claims its tests found that in racetrack situations, more experienced riders could outperform the C-ABS but still require several attempts to reach that level consistently.

One benefit of the C-ABS is the reduced risk of rear-wheel lift under extreme braking situations. Honda says that the C-ABS reduces the amount of forward pitching while still allowing enough total weight transfer to the front wheel for maximum braking.

The 2009 CBR600RR has also received changes to its pistons, cylinder head and exhaust that Honda claims will increase torque delivery between 8,000-12,000 rpm with a 3.5% increase in torque at 10,000 rpm. The CBR600RR’s engine also received a new high resistance valve lifter and a popup valve system inherited from the CBR1000RR.

Honda says the new CBR600RR has added stability and lower noise emissions due to a new undercowl, more precise sculpting and new air vents. The change to the fairing required the use of new materials, but Honda says that adjustments to the engine, exhaust and chassis keep the 2009 CBR600RR’s weight close to the 2008 model (though the C-ABS version will be slightly heavier due to its additional components).

Apart from the C-ABS option, the 2009 CBR1000RR received fewer revisions, as the 2008 model already received significant changes. The 2009 model does come in a pair of new color variations to mark Honda’s 50 years of racing history. The CBR1000RR with C-ABS is available with Honda Repsol racing livery to mark its ties to Honda’s MotoGP race bike, while the non-C-ABS version is available in a tricolor red, white and blue scheme with a commemorative ’50 Years of Racing Special Edition’ sticker.

Technical specifications of 2008 CBR 1000RR

Engine Type: 999cc liquid-cooled inline four-cylinder
Bore and Stroke: 76mm x 55.1mm
Ignition Computer-controlled digital transistorized with three-dimensional mapping
Compression Ratio: 12.3:1
Valve Train DOHC: four valves per cylinder
Carburetion: Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors

DRIVE TRAIN
Transmission: Close-ratio six-speed
Final Drive #530 O-ring chain

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

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

OTHER
Available Colors: Red / Black, Black / Metallic Silver, Pearl Yellow / Black, Candy Dark Red / Metallic Silver, Black / Metallic Gray (2008 special color *)
Model ID CBR1000RR

Note: Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment.

Watch for The Italian Superbike - Cagiva

Impresive superbike from Cagiva

Cagiva Prepping New Superbike? By James, Friday, March 6th, 2009 at 4:16 am

Cagiva, the Italian motorcycle manufacturer recently brought back to
life by Harley-Davidson, is rumored to be working on a slick new
superbike dubbed the Schiranna. The bike's name comes from the town in
Varese where Giovanni Castiglioni first founded the firm in 1950. In
2008 Harley acquired Cagiva along with its parent company, MV Augusta.
Using an upgraded and modified version of Buell's 1125 engine
producing 140+ hp, the Schiranna (rendering above) would be a
supersport bike in the classic Italian mould, competing with the
Ducati 1198.

While we're waiting for the Schiranna, Cagiva has begun production of
its smaller two-stroke sports model, the Mito SP525, the latest
evolution of the famous and much-loved 125cc. The engine is
two-stroke, liquid cooled equipped with the ECS (Electronic
Carburetion System), designed to administer exactly the right amount
of fuel (both the air/petrol and oil mix), developed in collaboration
with Dell'Orto. Not the Schiranna by a long shot, but not too shabby.
Of course in the wake of Design Chief Massimo Tamburini recent exit
from the company, anything could happen.

Honda VFR1200...a sneek peek

Sneek Peek at New Honda V4 motorcycle

by Jeremy Korzeniewski on Jun 26th 2009

Late last year at the Intermot show in Germany, Honda pulled the covers off a radical concept motorcycle it promised would soon enter production powered by a powerful new V4 engine. The new bike's introduction is obviously close at hand as a new series of spy photos clearly shows the bike testing on the street.

Shortly before the bike was spied out and about in the real world, Motorcycle News in the U.K. managed to acquire a series of leaked images of the new bike in what appears to be production-ready form. From these shots, we can tell that the new Honda will feature relaxed sportbike geometry with an upright seating position, a single-sided shaft-drive swingarm and a Cylon-like single front headlamp flanked by twin ram air ducts.

Current speculation is that this new bike will be known as the VFR1200 and be equipped a new V4 engine that will put out close to 200 horsepower. That powerplant will supposedly feature Variable Cylinder Management, which will be capable of running on two of the four cylinders in order to save fuel when maximum power isn't necessary. It seems likely that Honda will officially debut the bike later this year with sales planned for early 2010.

Some fact about Kawasaki ZX10

Review by Adrian Percival on Kawasaki ZX10

Kawasaki ZX-10R
by Adrian Percival

The ZX10 is lighter than most 600's, it will do over 100mph in first gear even before you get to the red line of 13,000rpm, it will aim skyward at the earliest opportunity in any gear up to 4th just on power alone, and it does not take prisoners! The ZX10 needs to be treated with the utmost respect, unlike most other 1lt bikes around, it will punish you in an instant if you do something silly or stupid, accelerate a little to hard and you will be down on the ground in a flash. No the ZX10 does not take kindly to inexperienced riders, it will take all your concentration to ride this bike properly and all your past riding skills will need to be used if you want to stay on this bike and have a good time!

Two decades or more after the first Kawasaki superbike was introduced to the public we now have the all new ZX-10R, and it's just fantastic in every respect. Park it up next to another Japanese 1lt superbike and it looks tiny, park it next to a ZX6R and it looks tiny, that's a sign of just how far the redesign of this bike has gone, now compare it to it's rivals and the ZX10 wins handsdown. Weighing in at a mere 192kg wet it is some 15kg less than Honda's Blade and 5kg less than a GSXR1000, plus it actually puts down more power to the road than any other 1lt superbike, and not forgetting the big boys its more than the Hayabusa and the ZX12R!

Now we have already put the ZX10 in context when it come to the others, but what's it like to actually ride on the normal roads. The ZX10 feels small when you get on it, with the frame dimensions as they are you really feel like you are on something like a 400 race rep sometimes! The seating and handlebar position are just right though, strangely feeling less compact than the rest of the bike, which was odd... The one thing here that will put off shorter riders is the overall seat height as it is quite high for anyone under about a 30/31" inside leg! For everyday riding the Z is not at all bad, it does not give you a numb behind and surprisingly enough the wrists feel quite ok after a longish town ride as well. There are a few niggles in town and in traffic though, but most you can overcome with practice. The first slight problem is as mentioned before the on/off nature of the power delivery with the ZX10. In traffic this become a little irritating until you get used to it, but after a while you can appreciate why Kawasaki have such a tough linear clutch in this bike. The second is that in town or traffic all you ever need is first gear, there's not many places you can get up to over 100mph in town! Lastly add to the list a hot right foot caused by the colector box being just under it, summer may well be a little harsh on your foot with the ZX10!

Get out onto the country roads is my advice, the ZX10 does not belong in town or traffic, this change of scenery will bring out the beast in this bike, and boy will you begin to enjoy it! On tight twisty roads the Z feel like a race 600, quick steering, flickable, acres of ground clearance to exploit, and with the shortest wheel base of any 1lt bike surprisingly it doesn't feel as nervous as you would expect. The biggest problem when you are out with the guys and gals for a Sunday ride is don't leave them behind as not much is going to keep up with this bike on any kind of road. A word of caution here though, don't play around or get overconfident with the throttle until you have had some experience with the ZX10, or you will definately loose your passsenger if you have one, or be heading skyward at an alarming pace!

On more sweeping roads the ZX10 feels precise and confident even without a steering damper. The suspension will take most road surfaces with ease even though it is a bit on the stiff side, but not much seems to upset this bike even at maximum lean angles. The ZX10 is fitted with the new Dunlop D218 radials and these seem to be perfectly suited to the Z's manners, the bite from these tyres is good and under heavy breaking (which you seem to be doing a lot of the time!) the feel and stability is perfect. Talking of brakes the ZX10 has some pretty good stoppers up front with radial calipers and fashionable wavy discs, they work well and will haul you up in super quick time from the most ludicrous speeds. the onl slight niggle I have here is that with thin gloves on the slim lever bites into your hand a little which could be a bit tedious on a track day for instance, with normal gloves on its just fine though. So there you have it, the big Z is an awesome bike to ride and nothing like my first impressions 6mths ago!

Mean and moody and ready to ride is what the ZX10 is all about, get out on the road and in 100-120 miles you will most certainly need fuel, this is where the reserve light seems to come on, when this happens you have 20-30 miles left in the tank. It's a great way to spend the morning or afternoon, or both if you feel like it. The instruments will show you exactly when you need fuel but don't rely on reading the rest of the LCD display, you usually don't have that sort of time to do it, a quick glance at the speedo is all you get under normal circumstances. Ride the ZX10 over 7,000 or 8,000rpm and there's no way you will have time to look at those readouts, bends rush up on you in a flash and those previously long stretches of road seem oh-so-short nowadays. You can ride the Z at lower revs easily, say 4 or 5,000rpm and still be faster than most other bikes on the road, even at these revs and speed you will still enter corners at 10-20mph faster than you have before and come out the other side thinking 'that was easy', that's how the Z makes you feel all the time. It's got massive power, it's nimble and agile in corners and in my mind it is the most fun Japanese 1lt bike out there.

I have ridden all the other rivals over the past year and I can honestly say that there isn't anything like the new ZX-10R! Some come close and are also more user friendly, but at the end of the day if you want a pure adrenaline rush go out and get one of these.

AP

Know your bike cooling system

Good tips for your motorcycle

The Cooling System by: Kevin Schappell

The purpose of the engine's cooling system is to remove excess heat from the engine, to keep the engine operating at its most efficient temperature, and to get the engine up to the correct temperature as soon as possible after starting. Ideally, the cooling system keeps the engine running at its most efficient temperature no matter what the operating conditions are.

As fuel is burned in the engine, about one-third of the energy in the fuel is converted into power. Another third goes out the exhaust pipe unused, and the remaining third becomes heat energy.

A cooling system of some kind is necessary in any internal combustion engine. If no cooling system were provided, parts would melt from the heat of the burning fuel, and the pistons would expand so much they could not move in the cylinders (called "seize").

The cooling system of a water-cooled engine consists of: the engine's water jacket, a thermostat, a water pump, a radiator and radiator cap, a cooling fan (electric or belt-driven), hoses, the heater core, and usually an expansion (overflow) tank.

Fuel burning engines produce enormous amounts of heat; temperatures can reach up to 4,000 degrees F when the air-fuel mixture burns. However, normal operating temperature is about 2,000 degrees F. The cooling system removes about one-third of the heat produced in the combustion chamber.

The exhaust system takes away much of the heat, but parts of the engine, such as the cylinder walls, pistons, and cylinder head, absorb large amounts of the heat. If a part of the engine gets too hot, the oil film fails to protect it. This lack of lubrication can ruin the engine.

On the other hand, if an engine runs at too low a temperature, it is inefficient, the oil gets dirty (adding wear and subtracting horsepower), deposits form, and fuel mileage is poor-- not to mention exhaust emissions! For these reasons, the cooling system is designed to stay out of the action until the engine is warmed up.

There are two types of cooling systems; liquid cooling and air cooling. Most auto engines are cooled by the liquid type; air cooling is used more frequently for airplanes, motorcycles and lawnmowers.

Liquid cooled engines have passages for the liquid, or coolant, through the cylinder block and head. The coolant has to have indirect contact with such engine parts as the combustion chamber, the cylinder walls, and the valve seats and guides. Running through the passages in the engine heats the coolant (it absorbs the heat from the engine parts), and going through the radiator cools it. After getting "cool" again in the radiator, the coolant comes back through the engine. This business continues as long as the engine is running, with the coolant absorbing and removing the engine's heat, and the radiator cooling the coolant.

A cooling system pressure tester is used to check the pressure in the cooling system, which allows the mechanic to determine if the system has any slow leaks. The leak can then be found and fixed before it causes a major problem.

The above information is directly from the Auto Insight program which you can buy online from AutoEducation.com.

Common Problems:

Let's look at the common problems cars have with the cooling system.

* Broken hose. Hoses wear out and can leak. Once the coolant has left the system it can no longer cool the engine and it overheats.

* Broken fan belt. The water pump is driven by the engine through a belt. If the belt breaks the water pump can not turn and coolant will not be circulated through the engine. This will also lead to engine overheating.

* Faulty radiator cap. The radiator cap is designed to hold a certain pressure in the coolant system. Most caps hold 8 - 12 PSI. This pressure raises the point in which the coolant will boil and maintains a stable system. If your cap does not hold pressure, then the car could overheat on hot days since the system never becomes pressurized.

* Water pump failure. Most commonly you will hear a screeching noise and will be able to see coolant leaking from the front of the pump or under the car. Early signs are small spots of coolant under the car after being parked overnight and a strong coolant odor while driving.

* Head gasket... have large amounts of white smoke flowing out of your exhaust? Could be a head gasket. The head gasket seals the cylinder head to the engine block and also seals the coolant passages. When this gasket fails coolant can enter the cylinder and it will be turned to vapor as the engine fires. Head gaskets most often fail after the engine has experienced an overheating situation. When super hot, the cylinder head can warp and allow the gasket to fail.

Preventive Maintenance:

* Check all belts and hoses regularly. (at oil change is a good time)

* Look out for coolant leaks underneath the car, they could be signs of trouble to come.

* Change your coolant every 2 - 3 years depending on the manufactorers recommendations.

* Inspect your radiator cap for deterioration of the rubber seal. Replace if you think it is worn. $5 - $10 is cheap insurance.

* Have your coolant system flushed every 5 years. It gets all the corrosion which has built up out of the system.

What to discuss with your mechanic:

* Let your mechanic know when your overheating problems occur. Overheating when idling points to a different problem than overheating at highway speeds.

* Ask your mechanic if it's worth changing the timing belt or chain while he is replacing your water pump. Many times the timing belt turns the water pump so it has to be removed anyway to access the water pump.

WARNING: Never open your radiator when the engine is hot. The pressure in the system can cause hot coolant to splash out and burn you.

The BMW S1000RR

Check out BMW Superbike

BMW Shows Off Superbike, F1 Machines by Swapping Troy Corser and Nick Heidfeld at Nürburgring Monday July 20, 2009

World Superbike racer Troy Corser recently swapped seats with Formula One driver Nick Heidfeld and experienced firsthand how the other half lives for a quick, two lap session. After piloting the 700 horsepower BMW Sauber Formula 1 car, the two-time Superbike world champion said that "the tires have unbelievable grip and the steering is very direct but still has a lot of feeling. I can’t believe how hard and late you can brake." BMW S1000RR burnout

Heidfeld seemed to have more of an-- um, exploratory experience. "I already had lots of fun practising on the street bike in the morning, and managed to score the first scrapes into the knee area of my racing suit," the 32 year-old German said. After noting that the difference between the street version of the S1000RR and the race bike is "huge," he went on to say that "The handling is very precise," acknowledging that "Obviously I’m still miles from the limit with the superbike."

Two laps are but a twinkling of an eye when it comes to familiarizing yourself with high-powered machinery, and it would have been absolutely epic if Corser had dueled with Heidfeld in a motorcycle vs. car battle royale... I guess we'll have to leave those types of dream comparos to the likes of Fifth Gear.

Watch the Ducati Testastretta Evoluzione Engine

An improved Ducati 1198 Superbike

2008 saw Shell and Ducati wave an emotional goodbye to two of their greatest performers, as Troy Bayliss and the 1098 F08 concluded their service to the motorsport heavyweights. Shell, pursuing technical innovation at every turn, never looks back in motorsport and 2009 is no different with a new Ducati line-up atop the all-new Shell-powered 1198.

As the name suggests, the World Superbike contender now has 100cc extra on its 2008 counterpart, but retains the 4-stroke L-twin 90° configuration. As a result of this, the 'Testastretta Evoluzione' now produces over 200 horsepower at 11,000 rpm and, with a dry weight of only 168kg, reaches speeds of over 310kph.

Whilst the technological landscape is changing faster than ever, the Shell technical partnership with Ducati has now reached its tenth anniversary. Since 1999 the partnership has taken six Riders' World Titles, making it one of the most successful collaborations in the history of motorcycling - but the partnership does not end at the chequered flag.

The road-going version of the new superbike, the Ducati 1198, has been designed and built with the input of Ducati racing legend, Troy Bayliss. He has used his extensive knowledge of racing Shell-powered Ducati bikes to help the development of the road-going bike. Throughout 2008, Troy continually gave his feedback to the Ducati and Shell teams working alongside each other in the paddock and at specialist facilities in Italy and Hamburg.

The competition in the 2009 World Superbike season looks to be as tough as ever, but Shell continues to work alongside Ducati to develop its charge on the season and all the learnings Shell takes from the track with Ducati are transferred directly to the road bikes for every rider to enjoy.

Support Riders for Health Organization

For the charity purpose...

Motorcycle Themed Art Show Raises $65,000

Celeritas, the motorcycle themed art exhibition that was recently held at the SURU Galerry in Hollywood, already sold out every artwork and raised $65,000 for the international aid organization, Riders for Health.

Since the exhibit was scheduled to run until August 16, all the artwork will remain on display, and related T-shirts and limited-edition prints by Estevan Oriol will be on sale while the supplies last.

"It was really special for Joe and I to see a concept come to reality, and to see so many people from different walks in the same room, on the same night, for basically the same reason, was especially gratifying," said motorcyclist/actor John Hensley, one of the event’s organizers.

"This show would have absolutely not been possible without the creative contributions of all involved, from the artists, from SURU, and from our sponsors. All in all it's made for a pretty cool experiment that we're looking forward to doing again next year."

Hensley and Joe Hahn (Linkin Park band member) brought together a group of well-known artists to 13 motorcycle helmets, motorcycle leathers, and a Suzuki Hayabusa sport bike into artworks. Sponsors included Pirelli, Suzuki, Alpinestars, Oakley and Troy Lee Designs, while the motorcycle helmets were provided by Discover Today's Motorcycling, with support from Shoei and Arai.

Other artists participating at the exhibit were: Alex Pardee, Jeff McMillan, Stash, Barry McGee (aka Twist and the artist painting the Hayabusa), Futura, Mark Dean Veca, Usugrow, Joe Hahn, Jim Lee, Jesse James, Troy Lee, James Jean, Audrey Kawasaki, Darren Romanelli, aka DRx, Nathan Cabrera, Mike Shinoda, Estevan Oriol.