Virgin Mobile Yamaha announced the signing of James Haydon to complete its 2007 British Superbike rider line-up. Haydon returns to the team after a two-year absence.
For more info click here:http://ama.en.dailymotos.com/new/8002/1//
Sunday, December 10, 2006
Sunday, December 03, 2006
NOS Q and A
Q: How does nitrous work?
A: Nitrous oxide is made up of 2 parts nitrogen and one part oxygen (36% oxygen by weight). During the combustion process in an engine, at about 572 degrees F, nitrous breaks down and releases oxygen. This extra oxygen creates additional power by allowing more fuel to be burned. Nitrogen acts to buffer, or dampen the increased cylinder pressures helping to control the combustion process. Nitrous also has a tremendous "intercooling" effect by reducing intake charge temperatures by 60 to 75 degrees.
Q: Will Nitrous affect engine reliability?
A: The key is choosing the correct H.P. for a given application. A kit that uses the correct factory calibration does not usually cause increased wear. As the energy released in the cylinder increases so do the loads on the various components that must handle them. If the load increases exceed the ability of the components to handle them, added wear takes place. NOS kits are designed for use on demand and only at wide open throttle. Nitrous can be extremely advantageous in that it is only used when you want it, not all the time. All NOS kits are designed for maximum power with reliability for a given application.
Q: Can I simply bolt a nitrous kit onto my stock engine?
A: Yes. NOS manufactures systems for virtually any stock engine application. The key is to choose the correct kit for a given application; i.e., 4 cyl. engines normally allow an extra 40-60 HP, 6 cyl. engines usually work great between 75-100 extra HP, small block V8's (302/350/400cid) can typically accept up to 140 extra HP, and big block V8's (427-454) might accept from 125-200 extra HP. These suggested ranges provide maximum reliability from most stock engines using cast pistons and cast crank with few or no engine modifications.
Q: When is the best time to use nitrous?
A: At wide open throttle only (unless a progressive controller is used). Due to the tremendous amount of increased torque, you will generally find best results, traction permitting, at early activation. Nitrous can be safely applied above 2,500 RPM under full throttle conditions.
Q: Where can I get my bottle refilled?
A: Simply call 1-800-99-REFILL for the location of the nearest NOS dealer with refilling capabilities, or check immediately for the most up-to-date Authorized NOS Refill Station Dealers List online.
Saturday, November 25, 2006
GARMEN MOTORCYCLE FRIENDLY GPS
All we can think about is if this product actually delivers as stated, we’re going to start seeing a lot more of the touring sort running with these - especially the sport tourers along with the Goldwing type crowd.
A few of the specs before you take the jump to the site and get all excited:
A few of the specs before you take the jump to the site and get all excited:
Glove-friendly touch screen with left-handed controls makes it easy to operate
High bright sunlight-readable, UV-resistant display makes it easy to view your screen
Motorcycle console for trip information, including fuel gauge to warn you when its time to fill up
Motorcycle mount with universal mounting hardware so you can mount it anywhere
Included motorcycle mount and automotive mount (with integrated speaker) for riding or driving
Custom caps, available in a variety of colors, to reflect your style
Vibration-tested, waterproof and built with fuel-resistant plastics to withstand the elements
Also integrates with Google Earth, has bluetooth headset for XM radio, cellular phone, and listening to road directions.
Friday, November 17, 2006
NEW ARMY RIDING GEAR
Power Trip has come out with a line of riding gear licensed by the U.S. Army. After doing some research I have found a few places on google where these products are sold, you should be able to find them with my google links provided. You can also view the product line at www.power-trip.com. As a member of the armed forces myself I am a big fan of the new gear, but I think the look will attract more than just military folks.
Tuesday, November 14, 2006
2007 DUCATI 1098
Ducati North America announces the international launch and North American pricing for the new 1098 Superbike.
This incredible new machine produces 160hp and 90.4lbs/ft of torque, which results in making the 1098 the most powerful twin-cylinder motorcycle in the world, with the highest torque-to-weight ratio of any sport bike. In addition, the 1098 is also the lightest open class Superbike available, weighing 381 pounds.
The priority in every step of the 1098 development has been performance first.
Every system, every detail and every component has been studied and pared down to its essence in order to increase performance to the maximum. If it didn’t make the 1098 lighter, faster or deliver quicker lap times, it wasn’t considered.
Every system, every detail and every component has been studied and pared down to its essence in order to increase performance to the maximum. If it didn’t make the 1098 lighter, faster or deliver quicker lap times, it wasn’t considered.
The 1098 will be available in three versions starting in February. The 1098 Biposto will carry a manufacturers suggested retail price of $14,995. The 1098 S will be priced at $19,995, while the limited edition 1098 S Tri-Colore will be $24,995. The 1098 S Tri-Colore will feature a evocative red, white and green racing livery and a Termignoni performance exhaust system, among other performance enhancements.
Prices in Canada will be $19,995 for standard version, while the 1098 S will be $24,995 and the Tri-Colore will be $29,995.
"We are very pleased to announce not only a radical new Superbike family, but also a brand new competitive pricing structure. We have worked very long and hard to make this happen, and we are excited to introduce this motorcycle to the American public at the Seattle round of the International Motorcycle Shows, which happens December 1-3," said Michael Lock, CEO of Ducati North America.
Sunday, November 05, 2006
2007 AMA SUPERBIKE SCHEDULE
The 2007 AMA Superbike Championship schedule is as follows:
DATE, LOCATION
March 7-10 Daytona International Speedway, Daytona Beach, FLThe Daytona 200 by Honda 1.800.PITSHOPwww.racetickets.com
April 20-22 Barber Motorsports Park, Birmingham, AL(Superbike Doubleheader)Honda Superbike Classic 1.800.240.2300http://www.barbermotorsports.com/
April 27-29 California Speedway, Fontana, CA (Superbike Doubleheader)Suzuki Superbike Challenge 1.800.944.RACEwww.californiaspeedway.com
May 18-20 Infineon Raceway, Sonoma, CA (Superbike Doubleheader)Kawasaki AMA Superbike Showdown 1.800.870.RACEwww.infineonraceway.com
June 1-3 Road America, Elkhart Lake, WI (Superbike Doubleheader)AMA Suzuki Superbike Doubleheader 1.800.365.RACEwww.roadamerica.com
June 22-24 Miller Motorsports Park, Tooele, UT(Superbike Doubleheader)Honda Summit of Speed 1.866.297.2636www.millermotorsportspark.com
July 20-22 Mazda Raceway Laguna Seca, Monterey, CA **The Red Bull U.S. Grand Prix 1.800.327.SECAwww.laguna-seca.com
August 3-5 Mid-Ohio Sports Car Course, Lexington, OHHonda Super Cycle Weekend, presented by Dunlop Tires (Superbike Doubleheader) 1.800.MID.OHIOwww.midohio.com
August 17-19 Virginia International Raceway, Alton, VASuzuki Big Kahuna Nationals, presented by Parts Unlimited(Superbike Doubleheader) 1.303.377.3278http://www.virclub.com/www.M1event.com
August 31-Sept. 2 Road Atlanta, Braselton, GAAMA Suzuki Superbike Showdown, presented by Makita (Superbike Doubleheader) 1.800.849.RACEwww.roadatlanta.com
Sept. 15-16 Mazda Raceway Laguna Seca, Monterey, CAAMA Superbike Championship 1.800.327.SECAwww.laguna-seca.com
Sept. 28-30 Mid-Ohio Sports Car Course, Lexington, OHAMA Superbike Championship Shootout 1.800.MID.OHIOhttp://www.midohio.com/
**AMA & Moto GP combined weekend Total Events: 12 Dates and Locations Subject to Change
Thursday, November 02, 2006
2007 R1 REVIEW
Yamaha Reveals Entirely New 2007 R1 SuperbikeBy Dirck J. Edge
When Yamaha first introduced its radical R1 in the late 1990s, it was described as a "no compromises", high-performance sportbike. Yamaha has tried hard to stay ahead of the competition ever since. For 2007, Yamaha has yet another generation of R1 to introduce to sportbike enthusiasts.
At first glance, the styling appears to be a mild evolution over last year's popular machine, but Yamaha had more than a new look in mind with the new R1's bodywork. Yamaha claims that the new R1 will have improved aerodynamics and intake flow into the ram-air system. Additionally, a layered cowling is designed to draw hot air away from the engine compartment to help maintain maximum horsepower.
The biggest changes lie beneath the surface of the new R1. The new engine switches to four-valve heads (from Yamaha's trademark five-valve design), features a higher compression ratio (12.7 to 1), and titanium intake valves. The trickest part of the new engine is in the intake, however.
The new fuel injection system features what Yamaha calls "YCC-I" (Yamaha Chip Controlled-Intake). The intake runners measure 140mm at lower rpm levels -- switching to 65mm at higher rpm levels. This spreads torque and horsepower over a broader range than fixed-length runners.
For 2007, the R1 also gets throttle-by-wire similar to the system found on the R6 last year. The powerful chip reads throttle position changes every 1000th of a second. The new R1 will also come with a stock ramp-type slipper clutch for smoother downshifts and corner entry. Radiator capacity is up by 13%, and the exhaust system (titanium, except for a stainless mid-pipe and catalyst) is redesigned for 2007.
Net effect of these engine changes (and others we will discuss after we test the bike) is a claimed increase in power across the board (low-end, mid-range and top-end power). Peak power is said to increase by 5hp to 178hp at the crank.
Consistent with the "all-new" theme is a new frame (flex-tuned for better handling and traction). The rigidity of the all-new swingarm is also tuned (30% stiffer torsionally and slightly less stiff laterally). With a swingarm pivot position 3mm higher than last year's model, Yamaha claims improved turn-in, together with improved traction for corner exits. New 43mm forks feature larger pistons (up from 20mm to 24) and slightly reduced weight. Yamaha claims their rigidity is matched to the new frame for improved performance.
The rear shock features new linkage to change the progressive nature of the damping (again, to aid traction while exiting corners on the throttle).
The front brakes are new, 6-piston calipers using smaller (310mm) rotors. Yamaha claims the new calipers grip the disc closer to its circumference -- effectively making the braking surface as large as the old system, which featured larger, heavier rotors.
The new R1 will be available in the U.S. from November, 2006 at a suggested price of $11,599 for the Team Yamaha Blue color scheme or $11,699 for Charcoal Silver or Candy Red.
Wednesday, November 01, 2006
Best Cruiser for 2006
The Suzuki M109R was chosen the winner in this category for setting a new standard of performance at an affordable price. This bike could have easily been nominated in both the Engineering and Styling categories. The new 109-cubic-inch (1783cc) engine features the largest bore of any street legal, gasoline powered engine on the planet – bike or automobile. As such, it is also the only oversquare V-twin powerplant to be found on a maxi-cruiser type motorcycle with a 112.0 x 90.5mm bore and stroke arrangement. Suzuki is claiming 123 horsepower at the crankshaft! And the futuristic hot rod styling leaves no question about the machine’s performance aspirations. The look of this bike says “get the h--- out of my way.” But with a MSRP of $12,399 it is the only 100-cubic-inch class cruiser to be had for less than 13 grand, which earns the M109R our pick as the best value in big-bore cruiser land.
Friday, October 27, 2006
The New Kawasaki ZX-14
For those of you wondering if Kawasaki might someday one-up Suzuki's Hayabusa in the displacement and horsepower categories, here is your answer.
Yes.
Kawasaki just announced the 2006 ZX-14, the most powerful Kawasaki ever.
Below is Kawasaki's press release on the ZX-14.
Quarter-mile junkies can start salivating.Sleek aerodynamics, unmatched power, acceleration, and stability combine to provide balance to company’s latest flagship.
If ever a brand of motorcycles was defined by the sheer power emanating from its long history of record-breaking sportbikes, Kawasaki would hold that mantel. If ever a brand would be expected to rightfully incorporate the meaning of the word “ultimate” into its newest flagship street carver, Kawasaki fits the bill. That’s just what the company has done with the Ninja® ZX™-14, a 1352cc motorcycle that is its most powerful ever, and succeeds in setting the performance standards for others to follow.
Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. Wrapped in a choice of Passion Red, Ebony, or Candy Thunder Blue, the new ZX-14 makes blending into the scenery nearly impossible. It accelerates with ease, handles with assurance, and exudes an aura unmatched by anything else on the street.
This most powerful of all Kawasaki-branded motorcycles was created to do everything right. Right from the beginning.
Its aerodynamics reminds users that Kawasaki is indeed an aircraft maker. The blending of form, power, and handling characteristics have delivered a debut unit that is so balanced in all aspects that the word—ultimate—seems barely adequate to describe it.
This all new in-line four has evolved from the Ninja ZX-12R and features a bore and stroke of 84 x 61mm packed into a purposefully designed compact outline that minimizes engine width, leaving it at virtually the same width as the 12R.
A twist of the throttle delivers a seamless spread of torque that is so linear, the “power band,” per se, ceases to exist. Riders will pay particular attention to the impressive response that kicks in once the motor exceeds 6,000 rpm. Those that have ridden this newest Kawasaki flagship marvel at the torque response that makes pulling away from a total stop in almost any gear a possibility.
The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-ups, offering a more direct feel for the rider.
The ZX-14’s chassis design is every bit the equal of its power plant. It is an advanced version of Kawasaki’s unique aluminum monocoque frame, lightweight and very strong. This sophisticated approach gives the ZX-14 a responsive handling quality and incredible highway stability. By utilizing this frame technology, engineers were able to concentrate on delivering, as mentioned, a very slim, compact package. Inherently more rigid than twin-spar frames, and with the engine rigid-mounted, the monocoque’s strength is greatly increased.
With the engine positioned forward in the frame, engineers were able to carefully select the wheelbase and front/rear wheel weight balance to achieve both high speed stability and responsive handling. The ZX-14 uses an inverted 43mm cartridge fork and new Uni-Trak® linkage rear suspension to complement the highly rigid frame, thus offering both great controllability at high speeds and superb road holding when sport riding on twisting hill roads.
Does this ultimate combination of engine performance and chassis design make the Kawasaki ZX-14 rider-friendly?
The engineers and designers sought to combine the utmost elements of today’s motorcycle technologies, yet still provide a package that is both approachable—and usable. The ZX-14 delivers seamless power, a smooth ride, and friendly ergonomics. Together, these characteristics are manifested in a ride that is surprisingly non-intimidating, yet still maintains the heart of the rebel so much a part of Kawasaki’s brand heritage.
Offering a very relaxed sport riding position, it is compact without being cramped, and the bars are positioned so riders don’t have to stretch to reach them. The narrow engine, monocoque frame, and fuel tank make it easy for the rider to keep his knees close together in any riding conditions. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make planting feet on the ground when stopped a cinch.
And when the rider is stopped, the motorcycle will be the center of attention. Because the monocoque frame goes over the engine and doesn’t protrude through the fairing, the fairing design lines are uninterrupted, giving it a smooth, flowing appearance, from front to rear. Quadruple projector beam headlights adorn the ZX-14’s front cowl, with the outer lights containing position lamps and high beams. Low beams are located in the two center lamps. The front and rear turn signals are integrated into the fairing and rear cowl, and the all new LED tail lamp features a unique “V” design.
Other key features of the Kawasaki ZX-14:
Instrument cluster with easy-to-read, white-faced dual analogue speedometer and tachometer.
Shift indicator light and clutch engagement light.
Multi-function LCD digital display includes fuel gauge, gear indicator, dual trip meters, odometer, and clock.
Large diameter petal brake discs, radial mount front calipers and a radial pump brake master cylinder for impressive braking performance and superb feel.
Hydraulically operated clutch features a radial mount clutch master cylinder for worry-free, silky smooth clutch operation.
Fuel tank features a flush-surface tank cap.
Idling speed control system contributes to easy starting capability.
Lightweight Denso radiator with high-density cores provides efficient cooling.
Massive head pipe casting contributes to frame rigidity.
Airbox located in the frame, contributing to a very compact layout.
Engine and chassis components designed to maximize mass centralization.
Newly designed wheels feature center ribs which are slightly offset so that tire balance weights can be located at the wheel centerline.
All told, Kawasaki has once again brought its engineering and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far surpasses them, as the meaning of the word “ultimate” has found a new definition.
FROM MOTORCYCLEDAILY.COM
Yes.
Kawasaki just announced the 2006 ZX-14, the most powerful Kawasaki ever.
Below is Kawasaki's press release on the ZX-14.
Quarter-mile junkies can start salivating.Sleek aerodynamics, unmatched power, acceleration, and stability combine to provide balance to company’s latest flagship.
If ever a brand of motorcycles was defined by the sheer power emanating from its long history of record-breaking sportbikes, Kawasaki would hold that mantel. If ever a brand would be expected to rightfully incorporate the meaning of the word “ultimate” into its newest flagship street carver, Kawasaki fits the bill. That’s just what the company has done with the Ninja® ZX™-14, a 1352cc motorcycle that is its most powerful ever, and succeeds in setting the performance standards for others to follow.
Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. Wrapped in a choice of Passion Red, Ebony, or Candy Thunder Blue, the new ZX-14 makes blending into the scenery nearly impossible. It accelerates with ease, handles with assurance, and exudes an aura unmatched by anything else on the street.
This most powerful of all Kawasaki-branded motorcycles was created to do everything right. Right from the beginning.
Its aerodynamics reminds users that Kawasaki is indeed an aircraft maker. The blending of form, power, and handling characteristics have delivered a debut unit that is so balanced in all aspects that the word—ultimate—seems barely adequate to describe it.
This all new in-line four has evolved from the Ninja ZX-12R and features a bore and stroke of 84 x 61mm packed into a purposefully designed compact outline that minimizes engine width, leaving it at virtually the same width as the 12R.
A twist of the throttle delivers a seamless spread of torque that is so linear, the “power band,” per se, ceases to exist. Riders will pay particular attention to the impressive response that kicks in once the motor exceeds 6,000 rpm. Those that have ridden this newest Kawasaki flagship marvel at the torque response that makes pulling away from a total stop in almost any gear a possibility.
The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-ups, offering a more direct feel for the rider.
The ZX-14’s chassis design is every bit the equal of its power plant. It is an advanced version of Kawasaki’s unique aluminum monocoque frame, lightweight and very strong. This sophisticated approach gives the ZX-14 a responsive handling quality and incredible highway stability. By utilizing this frame technology, engineers were able to concentrate on delivering, as mentioned, a very slim, compact package. Inherently more rigid than twin-spar frames, and with the engine rigid-mounted, the monocoque’s strength is greatly increased.
With the engine positioned forward in the frame, engineers were able to carefully select the wheelbase and front/rear wheel weight balance to achieve both high speed stability and responsive handling. The ZX-14 uses an inverted 43mm cartridge fork and new Uni-Trak® linkage rear suspension to complement the highly rigid frame, thus offering both great controllability at high speeds and superb road holding when sport riding on twisting hill roads.
Does this ultimate combination of engine performance and chassis design make the Kawasaki ZX-14 rider-friendly?
The engineers and designers sought to combine the utmost elements of today’s motorcycle technologies, yet still provide a package that is both approachable—and usable. The ZX-14 delivers seamless power, a smooth ride, and friendly ergonomics. Together, these characteristics are manifested in a ride that is surprisingly non-intimidating, yet still maintains the heart of the rebel so much a part of Kawasaki’s brand heritage.
Offering a very relaxed sport riding position, it is compact without being cramped, and the bars are positioned so riders don’t have to stretch to reach them. The narrow engine, monocoque frame, and fuel tank make it easy for the rider to keep his knees close together in any riding conditions. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make planting feet on the ground when stopped a cinch.
And when the rider is stopped, the motorcycle will be the center of attention. Because the monocoque frame goes over the engine and doesn’t protrude through the fairing, the fairing design lines are uninterrupted, giving it a smooth, flowing appearance, from front to rear. Quadruple projector beam headlights adorn the ZX-14’s front cowl, with the outer lights containing position lamps and high beams. Low beams are located in the two center lamps. The front and rear turn signals are integrated into the fairing and rear cowl, and the all new LED tail lamp features a unique “V” design.
Other key features of the Kawasaki ZX-14:
Instrument cluster with easy-to-read, white-faced dual analogue speedometer and tachometer.
Shift indicator light and clutch engagement light.
Multi-function LCD digital display includes fuel gauge, gear indicator, dual trip meters, odometer, and clock.
Large diameter petal brake discs, radial mount front calipers and a radial pump brake master cylinder for impressive braking performance and superb feel.
Hydraulically operated clutch features a radial mount clutch master cylinder for worry-free, silky smooth clutch operation.
Fuel tank features a flush-surface tank cap.
Idling speed control system contributes to easy starting capability.
Lightweight Denso radiator with high-density cores provides efficient cooling.
Massive head pipe casting contributes to frame rigidity.
Airbox located in the frame, contributing to a very compact layout.
Engine and chassis components designed to maximize mass centralization.
Newly designed wheels feature center ribs which are slightly offset so that tire balance weights can be located at the wheel centerline.
All told, Kawasaki has once again brought its engineering and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far surpasses them, as the meaning of the word “ultimate” has found a new definition.
FROM MOTORCYCLEDAILY.COM
Wednesday, October 25, 2006
WINTERIZING YOUR BIKE
Depending on the climate where a motorcycle rider lives, it may be necessary to store a bike during winter months. Each bike owner will tend to develop their own techniques for preparing the motorcycle for storage or winterizing their bike. I will try to provide different options and opinions on maintenance procedures for storing a motorcycle. Winterization varies from bike to bike so also refer to the motorcycle owner's manual before beginning.
Manufacturer's Recommendations (Extremely thorough)
1. Perform any scheduled maintenance on the motorcycle
2. Wash and wax the motorcycle top to bottom
3. Run the motorcycle engine for about five minutes to warm the oil. Drain the oil and replace with fresh oil.
4. Drain all fuel from the bike's gas tank and carburetor
5. For the injected version disconnect fuel pump power supply under tank. Start engine and run fuel line dry then drain the gas tank completely.
6. Remove the motorcycle's gas tank and pour in about one half pint of motor oil. Roll the oil around in the tank so that it coats it completely. Drain out the excess oil.
7. Remove the spark plug(s) and spray fogging oil into the cylinder(s). Crank the starter for a few seconds to coat the cylinder walls with the lubricant. Reinstall the motorcycle's spark plugs.
8. Reduce tire pressure by 20%
9. Set the motorcycle on stands to keep the front and rear tires off the ground.
10. Spray oil on all unpainted metal surfaces. Avoid getting oil on rubber surfaces or on the brakes.
11. Lubricate the motorcycle's chain, all cables, and all pivoting parts (foot peg joints, etc).
12. Remove the battery and store it away from moisture, sunlight and freezing temperatures.
13. Trickle charge the motorcycle battery about once a month during storage.
14. Tie a plastic bag over the motorcycle's muffler.
15. Cover the bike with a motorcycle cover.
There is no doubt that taking following all these steps will keep your motorcycle in great shape over the winter months. If you've got the patience to do it every year - good for you! Unfortunately, if the sun decides to show its face and you get a nice day for a ride in the middle of January, you'll have to spend all day putting your motorcycle back together just to ride. Most motorcycle enthusiasts I've spoke with have a more streamlined approach.
Normal Human Being Approach
1. Wash the motorcycle, wax it if water does not bead
2. Fill up the gas tank and add STA-BIL. Run the engine for a few minutes. By gassing up, you minimize the amount of air in the fuel tank. Air will accumulate moisture and can lead to rust. Filling the tank is a lot easier than emptying it, removing it and oiling it - plus you can ride a bike with a full tank of gas a lot easier than one that has its gas tank on a shelf somewhere. Adding a fuel stabilizer to the gas in the motorcycle is critical. Gas will break down faster than most people think. The fuel oxidizes and separates out and gummy deposits will build up and engine or carburetor parts can become varnished. Running the engine for a few minutes is important to make sure the treated fuel gets into the engine and carb. Some argue this is better than draining the gas completely since seals are designed to stay immersed and can dry out and become ineffective if the bike is without fluids too long.
3. Bring the battery inside or connect a battery tender. If the bike is in a heated garage, just leave it in the bike.
4. Put wood board or carpet scraps under the tires. The whole purpose of getting the bike off the ground is that moisture will build up where the rubber is in contact with a concrete garage floor. Moisture is bad for just about everything. Keep the tires on something that won't accumulate moisture and they should be fine.
5. Lubricate the drive chain - you should be doing this on a regular basis anyway.
6. If you want the low maintenance approach or live in an area where you are likely to get some good weather and ride, here is the abridged version.
7. Fill the motorcycle's gas tank and add STA-BIL
8. Start the motorcycle once a week and let it run a couple minutes.
Almost all motorcycle winterizing procedures revolve around avoiding moisture. Bikes that are run naturally heat up and burn off any moisture that may be trying to creep into the oil or the engine parts. Running the motorcycle also helps ensure that no fluids are stagnant too long so they don't have time to build up nasty deposits. You still may benefit from a trickle charger or you may be able to get away with just giving the battery a good charge once spring rolls around. Neglecting the battery may shorten its life a bit but batteries are pretty lazy and eventually need replacing no matter what you do. Following the manufacturer's rules is always best but for many it just is not practical. In the end, it is better to find a winterizing technique that you will diligently follow through with each year because any maintenance accomplished is better than the best good intentions you just never got around to.
From MotorcyleGiftShop.com
Manufacturer's Recommendations (Extremely thorough)
1. Perform any scheduled maintenance on the motorcycle
2. Wash and wax the motorcycle top to bottom
3. Run the motorcycle engine for about five minutes to warm the oil. Drain the oil and replace with fresh oil.
4. Drain all fuel from the bike's gas tank and carburetor
5. For the injected version disconnect fuel pump power supply under tank. Start engine and run fuel line dry then drain the gas tank completely.
6. Remove the motorcycle's gas tank and pour in about one half pint of motor oil. Roll the oil around in the tank so that it coats it completely. Drain out the excess oil.
7. Remove the spark plug(s) and spray fogging oil into the cylinder(s). Crank the starter for a few seconds to coat the cylinder walls with the lubricant. Reinstall the motorcycle's spark plugs.
8. Reduce tire pressure by 20%
9. Set the motorcycle on stands to keep the front and rear tires off the ground.
10. Spray oil on all unpainted metal surfaces. Avoid getting oil on rubber surfaces or on the brakes.
11. Lubricate the motorcycle's chain, all cables, and all pivoting parts (foot peg joints, etc).
12. Remove the battery and store it away from moisture, sunlight and freezing temperatures.
13. Trickle charge the motorcycle battery about once a month during storage.
14. Tie a plastic bag over the motorcycle's muffler.
15. Cover the bike with a motorcycle cover.
There is no doubt that taking following all these steps will keep your motorcycle in great shape over the winter months. If you've got the patience to do it every year - good for you! Unfortunately, if the sun decides to show its face and you get a nice day for a ride in the middle of January, you'll have to spend all day putting your motorcycle back together just to ride. Most motorcycle enthusiasts I've spoke with have a more streamlined approach.
Normal Human Being Approach
1. Wash the motorcycle, wax it if water does not bead
2. Fill up the gas tank and add STA-BIL. Run the engine for a few minutes. By gassing up, you minimize the amount of air in the fuel tank. Air will accumulate moisture and can lead to rust. Filling the tank is a lot easier than emptying it, removing it and oiling it - plus you can ride a bike with a full tank of gas a lot easier than one that has its gas tank on a shelf somewhere. Adding a fuel stabilizer to the gas in the motorcycle is critical. Gas will break down faster than most people think. The fuel oxidizes and separates out and gummy deposits will build up and engine or carburetor parts can become varnished. Running the engine for a few minutes is important to make sure the treated fuel gets into the engine and carb. Some argue this is better than draining the gas completely since seals are designed to stay immersed and can dry out and become ineffective if the bike is without fluids too long.
3. Bring the battery inside or connect a battery tender. If the bike is in a heated garage, just leave it in the bike.
4. Put wood board or carpet scraps under the tires. The whole purpose of getting the bike off the ground is that moisture will build up where the rubber is in contact with a concrete garage floor. Moisture is bad for just about everything. Keep the tires on something that won't accumulate moisture and they should be fine.
5. Lubricate the drive chain - you should be doing this on a regular basis anyway.
6. If you want the low maintenance approach or live in an area where you are likely to get some good weather and ride, here is the abridged version.
7. Fill the motorcycle's gas tank and add STA-BIL
8. Start the motorcycle once a week and let it run a couple minutes.
Almost all motorcycle winterizing procedures revolve around avoiding moisture. Bikes that are run naturally heat up and burn off any moisture that may be trying to creep into the oil or the engine parts. Running the motorcycle also helps ensure that no fluids are stagnant too long so they don't have time to build up nasty deposits. You still may benefit from a trickle charger or you may be able to get away with just giving the battery a good charge once spring rolls around. Neglecting the battery may shorten its life a bit but batteries are pretty lazy and eventually need replacing no matter what you do. Following the manufacturer's rules is always best but for many it just is not practical. In the end, it is better to find a winterizing technique that you will diligently follow through with each year because any maintenance accomplished is better than the best good intentions you just never got around to.
From MotorcyleGiftShop.com
Sunday, October 22, 2006
06 R6 REVIEW
I recently, about a month and a half ago, purchased the all new Yamaha R6 in Yamaha Team Blue, and this has been my first bike that I have owned and operated. I have ridden a host of other bikes including a 2001 Katana, a 1999 and 2003 Honda Shadow, and a 2006 Honda Nighthawk, but let me tell you, this is a monster of a bike.
The first thing I noted when I rode it off the lot was the slight lack of low end torque. It is obvious that this bike was meant to scream, but down under about 5,000 rpm, it feels a bit sluggish. Believe me, there are about three speeds on this bike, and they all associate to the movie "Spaceballs." Light speed is below 5,000 rpm, because you still go hecka fast under that engine speed, and it is more than enough to get you around. Between 5,000 and 10,000 rpm is ridiculous speed, because once you hit around 5,000 rpm, it kicks you back, and you think to yourself "Wow, this has got some power." Then between 10,000 and 16,000 rpm, that is what I call ludicrous speed. You go so fast so quickly, you find yourself exceeding the speed limit in under two seconds, even on the freeway.
FROM HTTP://MOTORCYCLES.ABOUT.COM
The first thing I noted when I rode it off the lot was the slight lack of low end torque. It is obvious that this bike was meant to scream, but down under about 5,000 rpm, it feels a bit sluggish. Believe me, there are about three speeds on this bike, and they all associate to the movie "Spaceballs." Light speed is below 5,000 rpm, because you still go hecka fast under that engine speed, and it is more than enough to get you around. Between 5,000 and 10,000 rpm is ridiculous speed, because once you hit around 5,000 rpm, it kicks you back, and you think to yourself "Wow, this has got some power." Then between 10,000 and 16,000 rpm, that is what I call ludicrous speed. You go so fast so quickly, you find yourself exceeding the speed limit in under two seconds, even on the freeway.
FROM HTTP://MOTORCYCLES.ABOUT.COM
Low Cost......Better Performance?
For all the money spent on upgrade engine performance parts, many riders overlook gearing which is a much simpler and inexpensive upgrade that can boost their motorcycle's acceleration. For a portion of the cost of a quality exhaust system, your acceleration from different speeds in every gear will increase significantly. You can even drop almost half a second from the quarter-mile and even add some mph all from changing your sprockets. By changing front and rear sprockets you can alter your motorcycle's final drive ratio, which then determines wheel speed for a given rpm. The term gearing ratio refers to the ratio of rear to front sprockets. Substituting a larger front or smaller rear sprocket lowers the ratio (also referred to as "taller" gearing) and there will be more speed for a given engine rpm. On the other hand, a smaller front or larger rear sprocket gives less speed for a given rpm (also referred to as "shorter" gearing).
From Hyperformanceparts.com
From Hyperformanceparts.com
07 GSXR 750 Review
Building on the passion and dedication found in all GSX-R machines, the ‘07 GSX-R750 combines the outstanding size and handling of a 600 with the mind-numbing performance of a liter-class machine. The GSX-R750 utilizes a compact chassis, complete with an aluminum-alloy twin-spar frame built with optimum rigidity and maximum handling performance in mind. Rake and trail specifications have been chosen for razor sharp handling and the aluminum frame uses five cast sections for maximum control during production.
Forks are inverted 41mm Showa units with rebound, compression and preload adjustability for maximum rider control and a carbonized titanium fork coating for reduced friction losses of 15 percent. A braced aluminum swingarm works with a Showa rear shock absorber and an innovative rear linkage system with a forged aluminum link that pivots on the swingarm itself with a one-piece forged aluminum link rod connected to the frame. The rear shock absorber features adjustable preload and rebound settings along with adjustable high and low speed compression settings for optimum suspension tuning. Brakes feature a radial pump master cylinder and 310mm rotors up front and a lightweight single piston rear caliper.
Powering the GSX-R750 is a 749cc inline, water cooled, DOHC, four-cylinder engine with Suzuki fuel injection and an ultra-compact under-engine exhaust system. Bore and stroke measurements are 70.0mm x 48.7 with a compression ration of 12.5:1 and twin injector, 42mm Suzuki Dual Throttle Valve fuel injectors provide fuel and unmatched throttle control. Connecting rods are shotpeened chrome-moly steel and utilize a crankshaft designed with increased inertia for improved cornering performance and stability. Downshifts are a breeze with the proven slipper clutch system as found on the powerful GSX-R1000.
In an effort to maximize mass centralization for optimum handling performance, the GSX-R750 utilizes an innovative under-engine exhaust chamber. The all-new system offers the ultimate benefits of mass centralization with the exhaust system mounted completely under the engine, and provides an aggressive new look for the GSX-R750. The new exhaust system also uses the proven Suzuki Exhaust Tuning system for maximum torque.
Countless hours of wind tunnel testing have helped shape the look of the GSX-R750 resulting in a reduction in frontal area, decreased drag and a sharp overall look. The compact front fairing features an aggressive design, and when combined with the sharply styled fuel tank, upswept tail section with integrated turn signals creates an unmistakable and purposeful new look for the GSX-R750. All this combined with the new under-engine exhaust system create an aggressive and stylish look for the GSX-R750 along with unmatched aerodynamic performance.
It is possible to have it all with the GSX-R750. It is the perfect balance of unmistakable style, unmatched engine performance and world class handling. The 2007 GSX-R750 – the legacy continues.
AT A GLANCE
Suggested Retail: $10,199.00Engine
Type: Four-stroke, liquid-cooled, DOHC
Bore and Stroke: 70.0mm x 48.7 mm
Front Brake: Dual Hydraulic Disc
Rear Brake: Single Hydraulic Disc
Wheelbase: 55.1 inches (1400 mm)
Dry Weight: 359 lbs. (163 kg), 361 lbs. (164 kg) CA model
From SportRider.com
Forks are inverted 41mm Showa units with rebound, compression and preload adjustability for maximum rider control and a carbonized titanium fork coating for reduced friction losses of 15 percent. A braced aluminum swingarm works with a Showa rear shock absorber and an innovative rear linkage system with a forged aluminum link that pivots on the swingarm itself with a one-piece forged aluminum link rod connected to the frame. The rear shock absorber features adjustable preload and rebound settings along with adjustable high and low speed compression settings for optimum suspension tuning. Brakes feature a radial pump master cylinder and 310mm rotors up front and a lightweight single piston rear caliper.
Powering the GSX-R750 is a 749cc inline, water cooled, DOHC, four-cylinder engine with Suzuki fuel injection and an ultra-compact under-engine exhaust system. Bore and stroke measurements are 70.0mm x 48.7 with a compression ration of 12.5:1 and twin injector, 42mm Suzuki Dual Throttle Valve fuel injectors provide fuel and unmatched throttle control. Connecting rods are shotpeened chrome-moly steel and utilize a crankshaft designed with increased inertia for improved cornering performance and stability. Downshifts are a breeze with the proven slipper clutch system as found on the powerful GSX-R1000.
In an effort to maximize mass centralization for optimum handling performance, the GSX-R750 utilizes an innovative under-engine exhaust chamber. The all-new system offers the ultimate benefits of mass centralization with the exhaust system mounted completely under the engine, and provides an aggressive new look for the GSX-R750. The new exhaust system also uses the proven Suzuki Exhaust Tuning system for maximum torque.
Countless hours of wind tunnel testing have helped shape the look of the GSX-R750 resulting in a reduction in frontal area, decreased drag and a sharp overall look. The compact front fairing features an aggressive design, and when combined with the sharply styled fuel tank, upswept tail section with integrated turn signals creates an unmistakable and purposeful new look for the GSX-R750. All this combined with the new under-engine exhaust system create an aggressive and stylish look for the GSX-R750 along with unmatched aerodynamic performance.
It is possible to have it all with the GSX-R750. It is the perfect balance of unmistakable style, unmatched engine performance and world class handling. The 2007 GSX-R750 – the legacy continues.
AT A GLANCE
Suggested Retail: $10,199.00Engine
Type: Four-stroke, liquid-cooled, DOHC
Bore and Stroke: 70.0mm x 48.7 mm
Front Brake: Dual Hydraulic Disc
Rear Brake: Single Hydraulic Disc
Wheelbase: 55.1 inches (1400 mm)
Dry Weight: 359 lbs. (163 kg), 361 lbs. (164 kg) CA model
From SportRider.com
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