Wednesday, July 31, 2013
KAWASAKI KSR THAILAND MODIFICATION STYLE
kawasaki KSR thailand modif pics 1
kawasaki ksr modification
very unique and ancient looking, it is the first impression I got when I saw the picture of the kawasaki KSR-style modification with thailand. in thailand there was also a trend in the modification of motorcycle tires, the most visible modification is the tire of the kawasaki KSR is made very small. and I think it does not match the shape of the kawasaki KSR is similar to using a tire trail bike with such a small size. impression of the motor kawasaki KSR is very funny and silly.
Tuesday, July 30, 2013
2010 Harley Davidson Motorcycles Custom
Harley Davidson Motorcycles Modifications Customs
black harley-davidson motorcycle modification
antique harley-davidson motorcycle modification
elegant harley-davidson motorcycle modification
simple harley-davidson motorcycle modification
top harley-davidson motorcycle modification
Saturday, July 27, 2013
2012 Kawasaki ZX 14R First Ride
The arrival of the 2012 Kawasaki Ninja ZX-14R signals the start of a new era in stock motorcycle performance. Although Kawasaki makes no official power claims for its 2012 ZX-14R, it has come to our attention that we can expect to see nearly 200 horsepower at the rear wheel. Shattering the previous benchmark of roughly 186 horsepower seen on the previous generation ZX-14 was not the only goal for Kawasaki, as the appearance and handling of the 14R has evolved as well. This major redesign was intended to set the bar so high in the hyper-bike class that its rival, the Suzuki Hayabusa, would be literally left in the dust.
Watch the revitalized ZX-14R in action on the road and at the drag strip in this 2012 Kawasaki ZX-14R First Ride Video.
Kawasaki makes no bones about that statement as the focus of the 2012 Ninja ZX-14R press intro was centered-around market domination, class-leading power production and performance that humbles the mighty ‘Busa on the track, on the dyno and, hopefully for Kawasaki, on the showroom. At the heart of the all-out assault is a new and improved 1441cc engine (Increased from 1352cc on the ’11 model) complemented by a host of rider-aid components, highlighted by the latest iteration of the Kawasaki (KTRC) Traction Control System and a slipper clutch.
Internally, stroke was increased 4mm to 65mm and compression receives a bump from 12.0:1 to 12.3:1, but there’s more to the head work than these slight numerical improvements. One of the more notable changes is in the implementation of hand-polished ports, a long standing tradition with Kawasaki sportbikes that has been implemented on the 14R this year.
Traction control is a relative term... With 200 horsepower at your disposal, it doesnt hurt to have some electronic aides. Thankfully, the ZX-14s new KTRC system has three settings.
A tasty electronics package includes a three-mode selectable KTRC traction control system, adjustable via switch on the left handle bar, as well as a two-mode digital ignition that allows for full power or basically a 50% power option. The ZX-14R fuel injection system features automatic idle speed adjustment, which helps the bike meet Euro III emission standards and keeps the big Ninja running smooth right out of the gate. Throttle lag is non-existent and response is what we’ve come to expect from Kawasaki sportbikes: Sharp and spot-on. That lag in the mid-range that we hated in the previous version has been replaced with smooth, fistfuls of unadulterated Ninja power.
The signature look for the ZX-14 starts with the quartet of projector beam headlamps, the four ribs down each side of the bodywork and ends at the V-shaped taillight. The headlamps are now more tightly integrated into the upper cowling, giving it a modern, slightly more-sinister look. The ribs along the side fairings are spaced wider and are cleaner than before. The triple clamp and steering stem nut are machined for a more stylish look as well. Almost all the bodywork fasteners are hidden, which makes dis-assembly more of a chore but is sure to be a hit with custom bike builders.
The chassis receives important updates as well. The aluminum monocoque frame is narrower and more rigid than last year. Suspension components are the same, with refined settings but the swingarm is longer, extending the wheelbase a half-inch to a drag-strip friendly 58.3 inches. Lighter, 10-spoke wheels reduce un-sprung weight by a total of three pounds but overall the 2012 ZX-14R weighs in at a claimed 584.3 pounds, which is more than seventeen pounds heavier than the 2011 version.
Its not until the corners kink up tight that the ZX-14R feels its size, but in sweeping corners its smooth, steady... and fast!
On the street the ZX-14R is no longer a gentle giant. It retains the exact same riding position as the previous model but is more of a brute. Its huge horsepower punch is held back only by the rider’s wrist, or the KTRC. The 14R is designed to appeal equally to the power-hungry hooligans among us as well as the silent but deadly types. Over 100 lb-ft of torque helps the front wheel get light in the first three gears despite the added heft.
In the turns the Ninja requires some effort to hustle through tight corners, but it never was intended to be a threat in the twisties. Don’t get me wrong, it is awesome in the sweepers, stable and easier to maneuver than you would expect from a bike weighing almost 600 pounds. But there’s a ZX-10R if you really want to etch your name in the canyon carving lore or win some club races. The ZX-14R is about hauling us in style. Keeping all the power civilized through the KTRC and dual power modes is critical to the success of the ZX-14R since the majority of them will be subjected to commuter duty, weekend rides and rarely will see time at the one place you can take advantage of all the delicious power: The Drag Strip.
Once again our drag racing experience on the big ZX would take place at The Strip located within the confines of Las Vegas Motor Speedway. This straight stretch of tarmac has hosted its share of ZX-14 quarter mile runs and we were there to rack up a few more on this cool, clear Nevada evening. Kawasaki enlisted the aid of drag racing legend Rickey Gadson, who would call upon his years of instructional and racing experience to make sure we got the most from the more powerful 2012 ZX-14R.
Launching a 200-hp drag bike under the masters watchful eye. The elusive nine second quarter-mile still taunts us.
The ZX is equipped with a re-located launch light that is positioned at the top of the tach to make it more useful at the strip. Believe it or not our launches were set at 3500 rpm this year, a bit lower than our rpm for launches on the previous generation 14. For 2012 the torque is so gnarly that you can get away with a low-rpm launch and focus instead on throttle modulation to get a good run.
We were given roughly 12 passes and as I experienced in the past, it wasn’t easy to crack the 9-second barrier. Besides Gadson, only four riders managed to pull it off: Our old pal Kevin Duke and Brock Davidson, owner of Brock’s Performance, did it in our group with Duke Danger pulling it off on almost every pass and Brock netting just a single 9-second run while drawing on his wealth of drag racing experience. It’s not easy launching a high-horsepower beast like this, if you’re looking to scrape hundredths of seconds off your time, even with the electronic assistance.
With Traction Control on setting TC2 we were dang near able to drop the clutch and dial on the gas but the resulting wheelies were almost always the cause for a lower than expected ET. It keeps the power in check but the bike still hauls ass. As the temperatures dropped, so did track traction and as a result we had a bunch of riders breaking the rear tire loose through the 60-foot mark, which any drag racer will tell you is an ET-killer. Despite the KTRC and my own internal preservation instincts, during the day my best run was a 10.06 at 145 mph. That gave me hope that I could pull off a good showing in the Editor Showdown later that evening.
Burnout. Staging. Rev it to 4K. Feed the clutch... Pow!
We drew starting position from a hat and lucky me, I was set to go last. Everyone expected Duke to rip off a 9 and walk away with the title so we were all surprised when his best pass was a 10.01. The Canucklehead left the door open for someone to sneak in and steal the prize. One by one the editors came up short but there was a surprise pass by Cycle News Editor Paul Carruthers. He ripped off a 10.06 which put him second fastest as I rolled into the box for my final runs. How sweet would it be to dethrone my mentor and rival? The pressure was on me. If I could pull off a 9 then all my hard work would pay off.
After a long burnout I was staged and ready. It was cold. My throttle hand wasn’t holding a steady rpm so it wavered from 3000-4000 rpm. The light went green and a got a decent launch. As I dialed in some throttle the bike burned out a bit so I panicked and shifted a little early. Despite that bobble I crossed the stripe with a 10.33 at 141 mph so I was a ways off.
My next burnout was longer as I put more heat in that wide rear for my final run. Rickey said I knew what I had to do and left me to my own devices. I was nervous as everyone was watching to see if I could pull off the upset. No pressure, right?
I got a great launch and dialed in some juice. The front wheel came up so I had to hold steady for a moment while I got that under control and that netted me a 4.57 330-foot time. I grabbed second with the bike still on one wheel and leaned forward with the throttle to the stop. The run felt decent as I grabbed two more gears. I crossed the traps at 143 mph. It felt like a pretty strong pass but it didn’t feel like a winner to me. Unfortunately, it was only a 10.10 so I was relegated to fourth best on the night while Duke Danger got to run away with top honors.
More power, refined styling. An already exhilarating package just got more invigorating. Watch out Suzuki!
After the fact there was a lot of talk between Rickey and the experienced drag racers about barometric pressure and corrected times. It turns out that we could legitimately correct about 0.3-seconds off all our ETs on that chilly evening, which would give us the right to claim to have run a 9 – but that’s not good enough for me personally. The number on my time slip is what I was looking for, so the quest to break a nine on the 2012 Kawasaki Ninja ZX-14R must go on.
In the world of hyper-bikes horsepower is king. After years of playing bridesmaid to the Hayabusa, Kawasaki finally said enough is enough and swung for the fences with a stroked, polished and fine-tuned super-Ninja. What we get as consumers is the new 2012 Kawasaki ZX-14R. The R at the end symbolizes the addition of legitimate monster power and a more sporty approach that, combined with the sleek new look, is best described as the natural evolution of the ZX-14.
The new ZX is more powerful and features the latest in electronic rider safety measures to help harness that 200-horsepower engine and focus it on getting down the road. When the dust settled on our afternoon in Vegas there was no doubt the ZX-14R is faster and more of a handful on The Strip. Even still, it remains a very comfortable sportbike that will appeal to all fans of high horsepower motorcycles. Heads up all you Busa owners, there’s going to be a few new ZX-14s in town and they will all want a piece of you.
Read more »
Watch the revitalized ZX-14R in action on the road and at the drag strip in this 2012 Kawasaki ZX-14R First Ride Video.
Kawasaki makes no bones about that statement as the focus of the 2012 Ninja ZX-14R press intro was centered-around market domination, class-leading power production and performance that humbles the mighty ‘Busa on the track, on the dyno and, hopefully for Kawasaki, on the showroom. At the heart of the all-out assault is a new and improved 1441cc engine (Increased from 1352cc on the ’11 model) complemented by a host of rider-aid components, highlighted by the latest iteration of the Kawasaki (KTRC) Traction Control System and a slipper clutch.
Internally, stroke was increased 4mm to 65mm and compression receives a bump from 12.0:1 to 12.3:1, but there’s more to the head work than these slight numerical improvements. One of the more notable changes is in the implementation of hand-polished ports, a long standing tradition with Kawasaki sportbikes that has been implemented on the 14R this year.
Traction control is a relative term... With 200 horsepower at your disposal, it doesnt hurt to have some electronic aides. Thankfully, the ZX-14s new KTRC system has three settings.
A tasty electronics package includes a three-mode selectable KTRC traction control system, adjustable via switch on the left handle bar, as well as a two-mode digital ignition that allows for full power or basically a 50% power option. The ZX-14R fuel injection system features automatic idle speed adjustment, which helps the bike meet Euro III emission standards and keeps the big Ninja running smooth right out of the gate. Throttle lag is non-existent and response is what we’ve come to expect from Kawasaki sportbikes: Sharp and spot-on. That lag in the mid-range that we hated in the previous version has been replaced with smooth, fistfuls of unadulterated Ninja power.
The signature look for the ZX-14 starts with the quartet of projector beam headlamps, the four ribs down each side of the bodywork and ends at the V-shaped taillight. The headlamps are now more tightly integrated into the upper cowling, giving it a modern, slightly more-sinister look. The ribs along the side fairings are spaced wider and are cleaner than before. The triple clamp and steering stem nut are machined for a more stylish look as well. Almost all the bodywork fasteners are hidden, which makes dis-assembly more of a chore but is sure to be a hit with custom bike builders.
The chassis receives important updates as well. The aluminum monocoque frame is narrower and more rigid than last year. Suspension components are the same, with refined settings but the swingarm is longer, extending the wheelbase a half-inch to a drag-strip friendly 58.3 inches. Lighter, 10-spoke wheels reduce un-sprung weight by a total of three pounds but overall the 2012 ZX-14R weighs in at a claimed 584.3 pounds, which is more than seventeen pounds heavier than the 2011 version.
Its not until the corners kink up tight that the ZX-14R feels its size, but in sweeping corners its smooth, steady... and fast!
On the street the ZX-14R is no longer a gentle giant. It retains the exact same riding position as the previous model but is more of a brute. Its huge horsepower punch is held back only by the rider’s wrist, or the KTRC. The 14R is designed to appeal equally to the power-hungry hooligans among us as well as the silent but deadly types. Over 100 lb-ft of torque helps the front wheel get light in the first three gears despite the added heft.
In the turns the Ninja requires some effort to hustle through tight corners, but it never was intended to be a threat in the twisties. Don’t get me wrong, it is awesome in the sweepers, stable and easier to maneuver than you would expect from a bike weighing almost 600 pounds. But there’s a ZX-10R if you really want to etch your name in the canyon carving lore or win some club races. The ZX-14R is about hauling us in style. Keeping all the power civilized through the KTRC and dual power modes is critical to the success of the ZX-14R since the majority of them will be subjected to commuter duty, weekend rides and rarely will see time at the one place you can take advantage of all the delicious power: The Drag Strip.
Once again our drag racing experience on the big ZX would take place at The Strip located within the confines of Las Vegas Motor Speedway. This straight stretch of tarmac has hosted its share of ZX-14 quarter mile runs and we were there to rack up a few more on this cool, clear Nevada evening. Kawasaki enlisted the aid of drag racing legend Rickey Gadson, who would call upon his years of instructional and racing experience to make sure we got the most from the more powerful 2012 ZX-14R.
Launching a 200-hp drag bike under the masters watchful eye. The elusive nine second quarter-mile still taunts us.
The ZX is equipped with a re-located launch light that is positioned at the top of the tach to make it more useful at the strip. Believe it or not our launches were set at 3500 rpm this year, a bit lower than our rpm for launches on the previous generation 14. For 2012 the torque is so gnarly that you can get away with a low-rpm launch and focus instead on throttle modulation to get a good run.
We were given roughly 12 passes and as I experienced in the past, it wasn’t easy to crack the 9-second barrier. Besides Gadson, only four riders managed to pull it off: Our old pal Kevin Duke and Brock Davidson, owner of Brock’s Performance, did it in our group with Duke Danger pulling it off on almost every pass and Brock netting just a single 9-second run while drawing on his wealth of drag racing experience. It’s not easy launching a high-horsepower beast like this, if you’re looking to scrape hundredths of seconds off your time, even with the electronic assistance.
With Traction Control on setting TC2 we were dang near able to drop the clutch and dial on the gas but the resulting wheelies were almost always the cause for a lower than expected ET. It keeps the power in check but the bike still hauls ass. As the temperatures dropped, so did track traction and as a result we had a bunch of riders breaking the rear tire loose through the 60-foot mark, which any drag racer will tell you is an ET-killer. Despite the KTRC and my own internal preservation instincts, during the day my best run was a 10.06 at 145 mph. That gave me hope that I could pull off a good showing in the Editor Showdown later that evening.
Burnout. Staging. Rev it to 4K. Feed the clutch... Pow!
We drew starting position from a hat and lucky me, I was set to go last. Everyone expected Duke to rip off a 9 and walk away with the title so we were all surprised when his best pass was a 10.01. The Canucklehead left the door open for someone to sneak in and steal the prize. One by one the editors came up short but there was a surprise pass by Cycle News Editor Paul Carruthers. He ripped off a 10.06 which put him second fastest as I rolled into the box for my final runs. How sweet would it be to dethrone my mentor and rival? The pressure was on me. If I could pull off a 9 then all my hard work would pay off.
After a long burnout I was staged and ready. It was cold. My throttle hand wasn’t holding a steady rpm so it wavered from 3000-4000 rpm. The light went green and a got a decent launch. As I dialed in some throttle the bike burned out a bit so I panicked and shifted a little early. Despite that bobble I crossed the stripe with a 10.33 at 141 mph so I was a ways off.
My next burnout was longer as I put more heat in that wide rear for my final run. Rickey said I knew what I had to do and left me to my own devices. I was nervous as everyone was watching to see if I could pull off the upset. No pressure, right?
I got a great launch and dialed in some juice. The front wheel came up so I had to hold steady for a moment while I got that under control and that netted me a 4.57 330-foot time. I grabbed second with the bike still on one wheel and leaned forward with the throttle to the stop. The run felt decent as I grabbed two more gears. I crossed the traps at 143 mph. It felt like a pretty strong pass but it didn’t feel like a winner to me. Unfortunately, it was only a 10.10 so I was relegated to fourth best on the night while Duke Danger got to run away with top honors.
More power, refined styling. An already exhilarating package just got more invigorating. Watch out Suzuki!
After the fact there was a lot of talk between Rickey and the experienced drag racers about barometric pressure and corrected times. It turns out that we could legitimately correct about 0.3-seconds off all our ETs on that chilly evening, which would give us the right to claim to have run a 9 – but that’s not good enough for me personally. The number on my time slip is what I was looking for, so the quest to break a nine on the 2012 Kawasaki Ninja ZX-14R must go on.
In the world of hyper-bikes horsepower is king. After years of playing bridesmaid to the Hayabusa, Kawasaki finally said enough is enough and swung for the fences with a stroked, polished and fine-tuned super-Ninja. What we get as consumers is the new 2012 Kawasaki ZX-14R. The R at the end symbolizes the addition of legitimate monster power and a more sporty approach that, combined with the sleek new look, is best described as the natural evolution of the ZX-14.
The new ZX is more powerful and features the latest in electronic rider safety measures to help harness that 200-horsepower engine and focus it on getting down the road. When the dust settled on our afternoon in Vegas there was no doubt the ZX-14R is faster and more of a handful on The Strip. Even still, it remains a very comfortable sportbike that will appeal to all fans of high horsepower motorcycles. Heads up all you Busa owners, there’s going to be a few new ZX-14s in town and they will all want a piece of you.
Friday, July 26, 2013
2011 Honda V4 Crosstourer Concept
Honda has revealed the V4 Crosstourer Concept, the world’s first V4 Adventure Tourer motorcycle at EICMA 2010, an International Bicycle and Motorcycle Exhibition in Milan, Italy. Honda has always strived to bring innovative designs and innovative technology to our motorcycle customers. As a company famed for challenging conventional motorcycle thinking, Honda is committed to producing bikes which fulfil the needs and desires of our customers. Together with 800cc Crossrunner also revealed at EICMA, the V4 Crosstourer concept expands Honda’s state-of-the-art V4 model line-up.
Sharing the phenomenal V4 engine and the revolutionary Dual Clutch Transimission with the VFR1200F, the 2011 Honda V4 Crosstourer will deliver all the fun and excitement of a road sports bike; but with the comfortable upright riding position and manoeuvrability of an adventure machine.
The VFR1200F was the first model to utilise the new iconic V4 engine that signified the beginning of the new era in Honda’s engine line-up. The V4 Crosstourer Concept will utilise the same engine as the Road Sport category VFR to bring the benefits of this world-beating engine to a new type of customer. This will be the first time an Adventure Tourer bike has been fitted with a compact and powerful four cylinder V-engine unit.
The riding experience will be further enhanced with the V4 Crosstourer Concept being developed with the revolutionary Dual Clutch Transmission that gives seamless gear changes for a sport riding feel. The new bike is the second Honda to be fitted with this innovative transmission system after the VFR1200F and it is the first time this award-winning technology has been seen in this category.
MILAN, Italy, November 2, 2010 - Honda has revealed the V4 Crosstourer Concept, the world’s first V4 Adventure Tourer motorcycle at EICMA 2010, an International Bicycle and Motorcycle Exhibition in Milan, Italy.
Specifications: N/A
Press Release
V4 Crosstourer Concept
Sharing the phenomenal V4 engine and the revolutionary Dual Clutch Transimission with the VFR1200F, the V4 Crosstourer Concept will deliver all the fun and excitement of a road sports bike; but with the comfortable upright riding position and manoeuvrability of an adventure machine.
The VFR1200F was the first model to utilize the new iconic V4 engine that signified the beginning of the new era in Honda’s engine line-up. The V4 Crosstourer Concept will utilise the same engine as the Road Sport category VFR to bring the benefits of this world-beating engine to a new type of customer. This will be the first time an Adventure Tourer bike has been fitted with a compact and powerful four cylinder V-engine unit.
The riding experience will be further enhanced with the V4 Crosstourer Concept being developed with the revolutionary Dual Clutch Transmission that gives seamless gear changes for a sport riding feel. The new bike is the second Honda to be fitted with this innovative transmission system after the VFR1200F and it is the first time this award-winning technology has been seen in this category.
Honda has always strived to bring innovative designs and innovative technology to our motorcycle customers. As a company famed for challenging conventional motorcycle thinking, Honda is committed to producing bikes which fulfil the needs and desires of our customers.
Together with 800cc Crossrunner also revealed at EICMA, the V4 Crosstourer concept expands Honda’s state-of-the-art V4 model line-up.
Read more »
Sharing the phenomenal V4 engine and the revolutionary Dual Clutch Transimission with the VFR1200F, the 2011 Honda V4 Crosstourer will deliver all the fun and excitement of a road sports bike; but with the comfortable upright riding position and manoeuvrability of an adventure machine.
The VFR1200F was the first model to utilise the new iconic V4 engine that signified the beginning of the new era in Honda’s engine line-up. The V4 Crosstourer Concept will utilise the same engine as the Road Sport category VFR to bring the benefits of this world-beating engine to a new type of customer. This will be the first time an Adventure Tourer bike has been fitted with a compact and powerful four cylinder V-engine unit.
The riding experience will be further enhanced with the V4 Crosstourer Concept being developed with the revolutionary Dual Clutch Transmission that gives seamless gear changes for a sport riding feel. The new bike is the second Honda to be fitted with this innovative transmission system after the VFR1200F and it is the first time this award-winning technology has been seen in this category.
MILAN, Italy, November 2, 2010 - Honda has revealed the V4 Crosstourer Concept, the world’s first V4 Adventure Tourer motorcycle at EICMA 2010, an International Bicycle and Motorcycle Exhibition in Milan, Italy.
Specifications: N/A
Press Release
V4 Crosstourer Concept
Sharing the phenomenal V4 engine and the revolutionary Dual Clutch Transimission with the VFR1200F, the V4 Crosstourer Concept will deliver all the fun and excitement of a road sports bike; but with the comfortable upright riding position and manoeuvrability of an adventure machine.
The VFR1200F was the first model to utilize the new iconic V4 engine that signified the beginning of the new era in Honda’s engine line-up. The V4 Crosstourer Concept will utilise the same engine as the Road Sport category VFR to bring the benefits of this world-beating engine to a new type of customer. This will be the first time an Adventure Tourer bike has been fitted with a compact and powerful four cylinder V-engine unit.
The riding experience will be further enhanced with the V4 Crosstourer Concept being developed with the revolutionary Dual Clutch Transmission that gives seamless gear changes for a sport riding feel. The new bike is the second Honda to be fitted with this innovative transmission system after the VFR1200F and it is the first time this award-winning technology has been seen in this category.
Honda has always strived to bring innovative designs and innovative technology to our motorcycle customers. As a company famed for challenging conventional motorcycle thinking, Honda is committed to producing bikes which fulfil the needs and desires of our customers.
Together with 800cc Crossrunner also revealed at EICMA, the V4 Crosstourer concept expands Honda’s state-of-the-art V4 model line-up.
Thursday, July 25, 2013
2012 MV Agusta F4RR
The 2012 MV Agusta F4RR created using the most exotic materials, ultra-sophisticated suspension and the new 1000cc short-stroke engine make the MV Agusta F4 RR the most advanced and powerful superbike in the world. When the most sophisticated chassis design is joined with the new MV short stroke engine, the result can only be an extraordinary machine. The MV Agusta F4 RR is the perfect tool for riders who demand the utmost performance. Evolved, exotic, and even further refined, the F4 RR is currently the best that technology can offer to the motorcycling world. To already refined MV Agusta F4, you add even more exotic materials, reduced weight, and, above all, a 201 hp four-cylinder engine which makes the F4 RR the most powerful superbike ever built. All "packaged" with the advanced design that makes the MV Agusta F4 RR unique and unmistakable.
A project for those who demand the ultimate riding experience. In detail, the highlights of the new MV Agusta F4 RR, the magical acronym that immediately brings to mind the world of competition. The bike for special individuals who demand the most exhilarating riding experience:
• New short-stroke radial valve engine 201 hp at 13,400 rpm
• New increased bore diameter
• New primary drive
• New cylinder head
• New large-diameter titanium intake and exhaust valves
• New lightweight forged pistons in "aerospace RR alloy"
• New exhaust 4-2-1-4 • Close ratio gearbox
• Variable length intake runners
• Öhlins multi-adjustable 43 mm fork
• Öhlins TTX 36 rear shock
• Öhlins steering damper
• Forged aluminum wheels
The new 4-cylinder short stroke engine with radial valve is the soul of the MV Agusta F4 RR. The engine is completely new and is inspired by MV Agustas experience in competition.
Apart from the engine case castings, the arrangement of cylinders and a few other elements the 4 cylinder RR engine shares little with that of the previous F4. It has been completely redesigned with a single goal in mind: maximum performance.
All new thermodynamics, a new crankshaft that has a reduced value of inertia and new bore and stroke dimensions with an extremely over-square relationship that can reach rpms worthy of a true racing motorcycle.
The piston diameter has been increased from 76 to 79 mm while the stroke is reduced from 55 mm to 50.9 mm. With these dimensions the rpm limit has been raised to a stratospheric 13,700 rpm while at the same time reducing the linear velocity of the piston (from 24.7 m/s to 22.9 m/s) and thus also improving reliability.
To reach the stratospheric level of 201 hp at 13,400 rpm with a completely homologated engine including an exhaust system complete with the catalytic converter, extreme attention has been given to every detail.
The thermodynamic efficiency has been optimized to guarantee a record level of performance. For this reason, the head of the F4 RR is completely new including new intake and exhaust tracts as well as large diameter intake and exhaust valves. For the first time on an MV mass production engine, all the valves are made of titanium and this has made it possible to reduce the mass while at the same time significantly increasing the diameter (30 to 31.8 mm for the inlet and from 25 to 26 mm for the exhaust).
The tuning of the engine has been optimized thanks to the use of a completely new 4-2-1-4 exhaust system with large diameter tapered headers. In addition to ensuring the optimized performance of the engine, this new exhaust system has a unique sound and is even more intoxicating.
The intake is controlled by four 49 mm throttle bodies with the unique TSS system of variable length intake tracts. The new engine of the F4 RR has been designed according to the criterion of low friction.
A new primary drive gear has drastically reduced the speed of the generator and water pump in effect limiting the parasitic power consumption of these components. As with previous F4s, this new engine features a rapidly removable cassette gearbox and the clutch employs a mechanical slipper system to assure proper control even under the most extreme braking conditions.
The electronic engine management has been further refined compared to that of the previous F4. The traction control follows new operating modes as well as two maps for the engine, and everything is now easily managed through the new controls that have been placed on the left handlebar.
MV Agusta F4 RR: Light & Precise
The frame and swingarm are common with those of the already excellent F4, but the desire on the part of MV Agusta to offer a four-cylinder superbike has also led to the employment of some unique solutions. To optimize performance and adapt the F4 RR to all race tracks and conditions, the MV Agusta F4 RR allows a virtually infinite combination of adjustments.
Multi-adjustable suspension, essential for a racing motorcycle, has been combined with the adjustable steering head angle (with interchangeable eccentrics) and the height of the swing arm pivot and rear axle by means of calibrated inserts.
MV Agusta F4RR Suspension: The Best of the Best
The Öhlins NIX upside-down front fork has 43 mm diameter inner tube and a titanium nitride coating to improve the smoothness and precision. This particular fork dimension has been designed to achieve the perfect balance of agility without sacrificing the legendary stability of an MV.
As the most sophisticated motorcycles, the front wheel axle carriers are machined from billet aluminum and the front forks offer precise external adjustment of spring preload as well as compression and rebound damping.
Also, the fork of the MV Agusta F4 RR provides separate adjustments for the hydraulic damping (left leg compression, right leg extension), a solution that enables the accuracy of the hydraulic independence as varying the compression does not have an influence on the rebound.
The Öhlins Racing TTX 36 rear shock is simply the best in the world. Born from experience in competition, it is externally adjustable in spring preload, compression, rebound and length allowing you to vary the ride height of the rear of the bike to match the different driving styles and different circuits. In addition, the MV Agusta F4 RR also offers the possibility of adjusting the height of the swing arm pivot point by means of calibrated inserts.
MV Agusta F4 RR Rims
The quest for lighter weight and the best possible handling led to the creation of lightweight forged aluminum wheels that minimize un-sprung weight and reduced inertia with the advantage in the increased reactivity of the bike. The new wheels on the MV Agusta F4 RR allow a weight saving of 1 kg compared to the standard F4 cast versions.
MV Agusta F4RR Brakes
The F4, the current reference in high performance braking, has only been exceeded by the new F4 RR. The Brembo monobloc calipers are the state of the art high performance brake calipers for motorcycles, and now, paired with Brembo radial master cylinders, the braking performance is on par with that of the top superbikes.
The clutch master cylinder is the mirror image of the radial brake caliper which offers increased feel and modulation. Numerous other exclusive details, such as the levers and handlebars which are dedicated specifically to the MV F4 RR and subject to countless hours of testing and development all lead to the best possible ergonomics available on a production motorcycle.
MV Agusta F4 RR Components
A true superbike is not only defined by its potential performance, but also by the attention to detail with which it is made. F4 RR, the details speak for themselves. Never before has a race-ready superbike been built with such a high level of attention to detail. The design features are not only created to be visually pleasing, but, as form follows function and the F4RR has been designed to perform.
For this reason, every detail has been considered to increase performance and functionality, reduce weight and increase the product quality fit and finish. The F4 RR debuts new adjustable light weight rear sets to match the ergonomics of the bike to the needs of the pilot. The remote control of the dashboard functions (including traction control) is just one of the details that the MV engineers have put into this new superbike. In addition, a new aerodynamic flap has been added under the lower triple clap to convey additional air to the radiator optimizing the aerodynamics and cooling of the engines record power.
MV Agusta: Special Parts to Personalize Your Masterpiece
Exclusive technology and design has been imprinted into the DNA of the new F4 RR. It is the worlds most powerful superbike. But, the evolution never ends. You can make your F4 RR even more unique with the original MV special parts that have been developed to provide you with additional performance using the very latest technical advancements in materials and design.
MV special parts are an absolute guarantee of quality for the customer as they have been subject to the same high standards of quality that have been applied to the original masterpiece using the most advanced materials such as aerospace alloy, titanium and carbon fiber. Special exhausts systems and racing engine ECUs have also been developed that can increase even further the record power level of the 4 cylinder engine.
Accessories, such as MV Agusta clothing, can be viewed at mvagusta.it and a number of items may be purchased directly online.
MV Agusta F4 RR Colors:
The two new colors, pastel red/white and matt pearl white, together with the new graphics make the F4 RR even more unique.
MV Agusta F4 RR MSRP: 22.900€ ($33,000 USD)
Read more »
A project for those who demand the ultimate riding experience. In detail, the highlights of the new MV Agusta F4 RR, the magical acronym that immediately brings to mind the world of competition. The bike for special individuals who demand the most exhilarating riding experience:
• New short-stroke radial valve engine 201 hp at 13,400 rpm
• New increased bore diameter
• New primary drive
• New cylinder head
• New large-diameter titanium intake and exhaust valves
• New lightweight forged pistons in "aerospace RR alloy"
• New exhaust 4-2-1-4 • Close ratio gearbox
• Variable length intake runners
• Öhlins multi-adjustable 43 mm fork
• Öhlins TTX 36 rear shock
• Öhlins steering damper
• Forged aluminum wheels
The new 4-cylinder short stroke engine with radial valve is the soul of the MV Agusta F4 RR. The engine is completely new and is inspired by MV Agustas experience in competition.
Apart from the engine case castings, the arrangement of cylinders and a few other elements the 4 cylinder RR engine shares little with that of the previous F4. It has been completely redesigned with a single goal in mind: maximum performance.
All new thermodynamics, a new crankshaft that has a reduced value of inertia and new bore and stroke dimensions with an extremely over-square relationship that can reach rpms worthy of a true racing motorcycle.
The piston diameter has been increased from 76 to 79 mm while the stroke is reduced from 55 mm to 50.9 mm. With these dimensions the rpm limit has been raised to a stratospheric 13,700 rpm while at the same time reducing the linear velocity of the piston (from 24.7 m/s to 22.9 m/s) and thus also improving reliability.
To reach the stratospheric level of 201 hp at 13,400 rpm with a completely homologated engine including an exhaust system complete with the catalytic converter, extreme attention has been given to every detail.
The thermodynamic efficiency has been optimized to guarantee a record level of performance. For this reason, the head of the F4 RR is completely new including new intake and exhaust tracts as well as large diameter intake and exhaust valves. For the first time on an MV mass production engine, all the valves are made of titanium and this has made it possible to reduce the mass while at the same time significantly increasing the diameter (30 to 31.8 mm for the inlet and from 25 to 26 mm for the exhaust).
The tuning of the engine has been optimized thanks to the use of a completely new 4-2-1-4 exhaust system with large diameter tapered headers. In addition to ensuring the optimized performance of the engine, this new exhaust system has a unique sound and is even more intoxicating.
The intake is controlled by four 49 mm throttle bodies with the unique TSS system of variable length intake tracts. The new engine of the F4 RR has been designed according to the criterion of low friction.
A new primary drive gear has drastically reduced the speed of the generator and water pump in effect limiting the parasitic power consumption of these components. As with previous F4s, this new engine features a rapidly removable cassette gearbox and the clutch employs a mechanical slipper system to assure proper control even under the most extreme braking conditions.
The electronic engine management has been further refined compared to that of the previous F4. The traction control follows new operating modes as well as two maps for the engine, and everything is now easily managed through the new controls that have been placed on the left handlebar.
MV Agusta F4 RR: Light & Precise
The frame and swingarm are common with those of the already excellent F4, but the desire on the part of MV Agusta to offer a four-cylinder superbike has also led to the employment of some unique solutions. To optimize performance and adapt the F4 RR to all race tracks and conditions, the MV Agusta F4 RR allows a virtually infinite combination of adjustments.
Multi-adjustable suspension, essential for a racing motorcycle, has been combined with the adjustable steering head angle (with interchangeable eccentrics) and the height of the swing arm pivot and rear axle by means of calibrated inserts.
MV Agusta F4RR Suspension: The Best of the Best
The Öhlins NIX upside-down front fork has 43 mm diameter inner tube and a titanium nitride coating to improve the smoothness and precision. This particular fork dimension has been designed to achieve the perfect balance of agility without sacrificing the legendary stability of an MV.
As the most sophisticated motorcycles, the front wheel axle carriers are machined from billet aluminum and the front forks offer precise external adjustment of spring preload as well as compression and rebound damping.
Also, the fork of the MV Agusta F4 RR provides separate adjustments for the hydraulic damping (left leg compression, right leg extension), a solution that enables the accuracy of the hydraulic independence as varying the compression does not have an influence on the rebound.
The Öhlins Racing TTX 36 rear shock is simply the best in the world. Born from experience in competition, it is externally adjustable in spring preload, compression, rebound and length allowing you to vary the ride height of the rear of the bike to match the different driving styles and different circuits. In addition, the MV Agusta F4 RR also offers the possibility of adjusting the height of the swing arm pivot point by means of calibrated inserts.
MV Agusta F4 RR Rims
The quest for lighter weight and the best possible handling led to the creation of lightweight forged aluminum wheels that minimize un-sprung weight and reduced inertia with the advantage in the increased reactivity of the bike. The new wheels on the MV Agusta F4 RR allow a weight saving of 1 kg compared to the standard F4 cast versions.
MV Agusta F4RR Brakes
The F4, the current reference in high performance braking, has only been exceeded by the new F4 RR. The Brembo monobloc calipers are the state of the art high performance brake calipers for motorcycles, and now, paired with Brembo radial master cylinders, the braking performance is on par with that of the top superbikes.
The clutch master cylinder is the mirror image of the radial brake caliper which offers increased feel and modulation. Numerous other exclusive details, such as the levers and handlebars which are dedicated specifically to the MV F4 RR and subject to countless hours of testing and development all lead to the best possible ergonomics available on a production motorcycle.
MV Agusta F4 RR Components
A true superbike is not only defined by its potential performance, but also by the attention to detail with which it is made. F4 RR, the details speak for themselves. Never before has a race-ready superbike been built with such a high level of attention to detail. The design features are not only created to be visually pleasing, but, as form follows function and the F4RR has been designed to perform.
For this reason, every detail has been considered to increase performance and functionality, reduce weight and increase the product quality fit and finish. The F4 RR debuts new adjustable light weight rear sets to match the ergonomics of the bike to the needs of the pilot. The remote control of the dashboard functions (including traction control) is just one of the details that the MV engineers have put into this new superbike. In addition, a new aerodynamic flap has been added under the lower triple clap to convey additional air to the radiator optimizing the aerodynamics and cooling of the engines record power.
MV Agusta: Special Parts to Personalize Your Masterpiece
Exclusive technology and design has been imprinted into the DNA of the new F4 RR. It is the worlds most powerful superbike. But, the evolution never ends. You can make your F4 RR even more unique with the original MV special parts that have been developed to provide you with additional performance using the very latest technical advancements in materials and design.
MV special parts are an absolute guarantee of quality for the customer as they have been subject to the same high standards of quality that have been applied to the original masterpiece using the most advanced materials such as aerospace alloy, titanium and carbon fiber. Special exhausts systems and racing engine ECUs have also been developed that can increase even further the record power level of the 4 cylinder engine.
Accessories, such as MV Agusta clothing, can be viewed at mvagusta.it and a number of items may be purchased directly online.
MV Agusta F4 RR Colors:
The two new colors, pastel red/white and matt pearl white, together with the new graphics make the F4 RR even more unique.
MV Agusta F4 RR MSRP: 22.900€ ($33,000 USD)
Wednesday, July 24, 2013
Yamaha Jog CE50ZR Special Edition Picture And Review
If this Yamaha Jog CE50ZR sold in Indonesia market less passionate because the design is less attractive, but in Japan this scooter makes Special Edition - Yamaha Jog CE50ZR Special Edition. This edition based Cool Concept & Wild. The word "Special Edition" can be seen on the side and a shield.
There is no change chassis, engine and suspension. Yamaha Jog CE50ZR still using 49 cc engine, single-cylinder, SOHC, four-stroke, FI, with power 4,2 ps. Because this Yamaha Jog CE50ZR Special Edition is very small, only takes 1 liter of gasoline to travel 66 km. All New Yamaha Jog CE50ZR only available in Matte Black color. In Japan market Yamaha Jog CE50ZR sold at a price ¥ 189.000.
Tuesday, July 23, 2013
2013 Brammo Empulse Review
The Brammo Empulse and Brammo Empulse R into an electric motorcycle that is claimed to have performed. Brammo Inc. revealed Brammo Empulse capable of excellent results were obtained power 54 hp with a torque of 46.5 ftlb. This engine combined six-speed transmission.
The Brammo Empulse get additional Integrated Electric Transmission (IET) features, which is specifically designed to integrate the electric motor, clutch and gear shift. Brammo Empulse go on sale next year at a price of U.S.$ 16.995. For the Brammo Empulse R of version will be available from June 2012 priced at U.S.$ 18.995.
Monday, July 22, 2013
Suzuki GSX1250FA Review
The Suzuki GSX1250FA is the bike a discerning motorcyclist will pick out of a line-up of overly specialized sportbikes or portly sport-tourers emphasizing the latter part of the compound title. Besides its standard equipment anti-lock brakes, the GSX1250FA is elemental in its construction and built to be ridden anywhere, anytime by a motorcyclist who values versatility over hyperbole.
Stripped of its Bandit moniker, in use since the Bandit 400’s U.S. introduction in 1991, the GSX1250FA also differs from its predecessor by way of full-fairing cosmetics. Less obvious upgrades include heavier fork springs and firmer rebound damping, and an additional radiator fan to compensate for the loss of airflow from the full-coverage bodywork.
Its strong Suzuki fuel-injected, liquid-cooled double overhead cam (DOHC) 1255cc engine provides abundant power while its classic ergonomic riding position and body fairing offer riders comfort and protection.
The GSX1250FA features a powerful engine and comfortable standard ergonomics are joined by a host of advanced features including fully-floating dual front disc brakes, digital Antilock Brake System (ABS), and an adjustable seat that can be raised or lowered up to 20mm.
Spesification Suzuki GSX1250FA
Year:2011 Category:SportRating:68.9 out of 100.
Price as new (MSRP):US$ 11599. UK £ 7699.
Prices depend on country, taxes, accessories, etc.Engine and transmissionDisplacement:1250.00 ccm (76.28 cubic inches)
Engine type:In-line four, four-stroke
Power:96.55 HP (70.5 kW)) @ 7500 RPMTorque:108.00 Nm (11.0 kgf-m or 79.7 ft.lbs) @ 3500 RPMCompression:10.5:1Bore x stroke:79.0 x 64.0 mm (3.1 x 2.5 inches)
Fuel system:InjectionFuel control:DOHC
Ignition:Electronic ignition (Transistorized)
Lubrication system:Wet sump
Cooling system:Oil & airGearbox:6-speedTransmission type,final drive:ChainDriveline:RK GB50GSVZ3, 118 links
Sunday, July 21, 2013
harley davidson tattoos
To add a collection of this blog, I was a little taken "harley davidson tattoos" for Harley bikers who like the lifestyle of this one is "tattoo" this collection just a few photographs or images and symbols "harley davidson tattoos" from several web out there, my goal not much, besides adding an article on the blog "Motorcycle" is, also to inspire the reader, about a lifestyle in this "tattoo". Okeyyy was from on at length, following a small collection that I can catch.. :)
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2011 Suzuki GSX R750
The Incredible 2011 Suzuki GSX-R750.
The brand-new, redesigned 2011 GSX-R750 is the latest version of the original GSX-R the championship winning sport bike that is literally in a class of its own. While the unrivaled GSX-R750’s only challenge is outdoing itself, the all new 2011 model responds with bold styling and exceptional performance. On the road or on the track, the 2011 Suzuki GSX-R750 delivers a riding experience that is a breathtaking combination of outstanding engine performance, swift handling, compact size and light weight. The key to the GSX-R750’s racetrack-conquering speed and agile handling is the pairing of its powerful inline 4-cylinder, 16-valve 750cc engine into the lightweight, compact chassis of a 600cc Supersport. It’s a winning combination that will allow any rider to experience the exhilarating rush of a middleweight AMA Supersport bike.
2011 Suzuki GSX-R750 Engine Features
with 750cc Capacity and 4-cylinder engine
The GSX-R750 is outfitted with a 750cc 4-cylinder engine with a race-proven oversquare bore/stroke ratio for efficient, high-revving output.
The GSX-R750 is equipped with a new 4-into-1 stainless-steel exhaust system featuring a titanium muffler, which carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and improves throttle response, especially in the low-to-mid RPM range.
Advanced, race-developed transistorized ignition control circuit helps maintain more precise ignition timing across the range of engine temperature.
The GSX-R750 powerplant utilizes forged pistons, shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes for outstanding engine performance.
Suzuki Drive Mode Selector
Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal tastes.
The GSX-R750 uses the world-class Suzuki Dual Throttle Valve (SDTV) fuel injection system, equipped with fine-spray 8-hole injectors, for improved fuel atomization. This contributes to more complete combustion in the cylinder.
Lightweight titanium-alloy valves are controlled by single valve spring to reduce mechanical losses.
Transmission Features
The crankcase carries a six-speed close-ratio transmission with vertically staggered shafts, to reduce overall engine length.
A race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.
Suspension
Showa Big-Piston front Fork
Race-developed, lightweight Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.
Showa Rear Shock
A single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.
Chassis Features
Twin-spar Aluminum Frame
Lightweight and compact: twin-spar aluminum cradle frame made of five cast sections and cast swingarm.
Footpegs shift lever fuel tank
Three-way adjustable footpegs, an adjustable shift lever, and a short fuel tank help produce a comfortable riding position.
Small, simple and lightweight bodywork features exciting and aerodynamic styling.
Brakes
The GSX-R750 comes equipped with front brakes with fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers.
The GSX-R750s compact, lightweight instrument cluster comes with a built-in lap timer/stopwatch and programmable engine RPM indicators.
Instrumentation
Instrument cluster features an Analog tachometer; LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.
Steering Damper
An electronically controlled steering damper provides lighter steering at slower speeds and more damping force at racetrack and highway speeds.
USA MSRP - $11,999 USD
Chassis:
Color Black/Silver, Blue/White
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Curb Weight 190 kg (419 lbs)
Final Drive RK525ROZ5Y, 116 links
Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)
Ground Clearance 130 mm (5.12 in)
Overall Length 2030 mm (80.0 in)
Overall Width 710 mm (28.0 in)
Seat Height 810 mm (31.9 in)
Suspension Front Inverted, telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 180/55ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1390 mm (54.7 in)
Engine:
Bore Stroke 70.0 mm (2.756 in) x 48.7 mm (1.917 in)
Compression Ratio 12.5 : 1
Engine 750cc (45.8 cu. In), 4-stroke, liquid-cooled, DOHC
Fuel System Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric
Warranty:
Warranty 12 Month Limited Warranty
American Suzuki Motor Corporation makes every effort to present the most current specifications and product features. Because of our policy of continual improvement, changes may be made in equipment, availability, specifications and features without notice or obligation.
Canada MSRP - See dealer for pricing.
Chassis:
Colour Blue/White, Black
Brakes Front Disc, twin
Brakes Rear Disc
Curb Weight 198 kg (437 lbs)
Final Drive Chain
Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)
Ground Clearance 130 mm (5.1 in)
Overall Length 2030 mm (80.0 in)
Overall Width 710 mm (28.0 in)
Seat Height 810 mm (31.9 in)
Suspension Front Inverted, telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 180/55ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1390 mm (54.7 in)
Engine:
Bore Stroke 70.0 mm (2.756 in) x 48.7 mm (1.917 in)
Compression Ratio 12.5 : 1
Engine 750cc, 4-stroke, inline 4-cylinder, iquid-cooled, DOHC
Fuel System Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric
Warranty:
Warranty 12 Month limited warranty
Read more »
The brand-new, redesigned 2011 GSX-R750 is the latest version of the original GSX-R the championship winning sport bike that is literally in a class of its own. While the unrivaled GSX-R750’s only challenge is outdoing itself, the all new 2011 model responds with bold styling and exceptional performance. On the road or on the track, the 2011 Suzuki GSX-R750 delivers a riding experience that is a breathtaking combination of outstanding engine performance, swift handling, compact size and light weight. The key to the GSX-R750’s racetrack-conquering speed and agile handling is the pairing of its powerful inline 4-cylinder, 16-valve 750cc engine into the lightweight, compact chassis of a 600cc Supersport. It’s a winning combination that will allow any rider to experience the exhilarating rush of a middleweight AMA Supersport bike.
2011 Suzuki GSX-R750 Engine Features
with 750cc Capacity and 4-cylinder engine
The GSX-R750 is outfitted with a 750cc 4-cylinder engine with a race-proven oversquare bore/stroke ratio for efficient, high-revving output.
The GSX-R750 is equipped with a new 4-into-1 stainless-steel exhaust system featuring a titanium muffler, which carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and improves throttle response, especially in the low-to-mid RPM range.
Advanced, race-developed transistorized ignition control circuit helps maintain more precise ignition timing across the range of engine temperature.
The GSX-R750 powerplant utilizes forged pistons, shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes for outstanding engine performance.
Suzuki Drive Mode Selector
Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal tastes.
The GSX-R750 uses the world-class Suzuki Dual Throttle Valve (SDTV) fuel injection system, equipped with fine-spray 8-hole injectors, for improved fuel atomization. This contributes to more complete combustion in the cylinder.
Lightweight titanium-alloy valves are controlled by single valve spring to reduce mechanical losses.
Transmission Features
The crankcase carries a six-speed close-ratio transmission with vertically staggered shafts, to reduce overall engine length.
A race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.
Suspension
Showa Big-Piston front Fork
Race-developed, lightweight Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.
Showa Rear Shock
A single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.
Chassis Features
Twin-spar Aluminum Frame
Lightweight and compact: twin-spar aluminum cradle frame made of five cast sections and cast swingarm.
Footpegs shift lever fuel tank
Three-way adjustable footpegs, an adjustable shift lever, and a short fuel tank help produce a comfortable riding position.
Small, simple and lightweight bodywork features exciting and aerodynamic styling.
Brakes
The GSX-R750 comes equipped with front brakes with fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers.
The GSX-R750s compact, lightweight instrument cluster comes with a built-in lap timer/stopwatch and programmable engine RPM indicators.
Instrumentation
Instrument cluster features an Analog tachometer; LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.
Steering Damper
An electronically controlled steering damper provides lighter steering at slower speeds and more damping force at racetrack and highway speeds.
2011 Suzuki GSX-R750 - United States of America Specifications
USA MSRP - $11,999 USD
Chassis:
Color Black/Silver, Blue/White
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Curb Weight 190 kg (419 lbs)
Final Drive RK525ROZ5Y, 116 links
Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)
Ground Clearance 130 mm (5.12 in)
Overall Length 2030 mm (80.0 in)
Overall Width 710 mm (28.0 in)
Seat Height 810 mm (31.9 in)
Suspension Front Inverted, telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 180/55ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1390 mm (54.7 in)
Engine:
Bore Stroke 70.0 mm (2.756 in) x 48.7 mm (1.917 in)
Compression Ratio 12.5 : 1
Engine 750cc (45.8 cu. In), 4-stroke, liquid-cooled, DOHC
Fuel System Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric
Warranty:
Warranty 12 Month Limited Warranty
American Suzuki Motor Corporation makes every effort to present the most current specifications and product features. Because of our policy of continual improvement, changes may be made in equipment, availability, specifications and features without notice or obligation.
2011 Suzuki GSX-R750 - Canadian Specifications
Canada MSRP - See dealer for pricing.
Chassis:
Colour Blue/White, Black
Brakes Front Disc, twin
Brakes Rear Disc
Curb Weight 198 kg (437 lbs)
Final Drive Chain
Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)
Ground Clearance 130 mm (5.1 in)
Overall Length 2030 mm (80.0 in)
Overall Width 710 mm (28.0 in)
Seat Height 810 mm (31.9 in)
Suspension Front Inverted, telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 180/55ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1390 mm (54.7 in)
Engine:
Bore Stroke 70.0 mm (2.756 in) x 48.7 mm (1.917 in)
Compression Ratio 12.5 : 1
Engine 750cc, 4-stroke, inline 4-cylinder, iquid-cooled, DOHC
Fuel System Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric
Warranty:
Warranty 12 Month limited warranty
Saturday, July 20, 2013
Motorsports Factory Complete
Motorsports factory complete, Oregon City, Portland, OR, Dealer, Used, Motorcycle, Scooter, ATV, utility vehicle, generator, snowmobile, Arctic Cat, Kawasaki, Yamaha, Aprilia, Harley Davidson.
Friday, July 19, 2013
2011 Honda ST1300P Police Units
Compact, powerful 1261cc DOHC 90-degree V-4 engine with an oversquare bore and stroke of 78mm x 66mm and longitudinal engine mounting improves power flow and drivetrain efficiency. The 2011 Honda ST1300P low overall center of gravity contributes to improved low-speed handling. The 360-degree crank contributes to a very broad powerband. Two engine counterbalancers virtually eliminate primary and secondary vibration. Both gear-driven counterbalancer shafts are installed in the lower crankcase to the left side of the crankshaft. The first shaft is driven directly by the crankshaft at a 2:1 ratio. The second shaft is positioned below the first and is driven in the opposite direction by the first balancer shafts drive gear. The combination of these two balancers ensures a supremely comfortable ride.
" Aluminum-composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared with conventional sleeves.
" Large 31mm intake valves and 27mm exhaust valves feed a combustion chamber with a 10.8:1 compression ratio.
" Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve-maintenance intervals.
" Four 36mm throttle bodies.
" High-pressure Programmed Fuel Injection (PGM-FI) delivers fuel at 50 psi into each injector (see Technology Section).
" Fuel is delivered through eight holes in each injector, producing a very fine spray and a highly combustible air/fuel charge for maximum combustion efficiency and power.
" PGM-FI combines a sophisticated throttle sensor, advanced 3-D digital fuel-injection and ignition mapping and precisely metered fuel delivery to produce smooth and linear throttle response.
" ECU-controlled closed-loop emissions control system utilizes two oxygen sensors to constantly deliver a precise air/fuel mixture, while two exhaust catalyzers further reduce emissions of carbon monoxide, hydrocarbons and oxides of nitrogen.
" Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.
" 4-into-2 stainless-steel exhaust system features a pair of attractive, triangular-section 5.4-liter mufflers with stainless-steel heat shields.
" Dampers on the transmission mainshaft, clutch and driveshaft reduce noise, vibration and driveline lash.
" High-output 660-watt air-cooled alternator is relocated between the cylinder banks, contributing to a shorter and more compact engine design.
" U-shaped aluminum radiator has excellent cooling capacity; a ring-type fan draws air through the radiator at low speeds to ensure stable operating temperatures for consistent performance and long engine life.
" Sturdy eight-plate hydraulic clutch.
" Cassette-type five-speed transmission features gear ratios that allow for quicker acceleration and excellent roll-on performance.
" Quiet and reliable shaft-drive system is virtually maintenance-free.
Chassis/Suspension
" Rigid aluminum upper triple-clamp and a 45mm Honda Multi-Action System (HMAS) cartridge front fork provide excellent suspension control in a wide range of riding conditions.
" The rear suspension incorporates a single shock, which mounts directly onto the swingarm. The shock offers 1.2 inches of spring preload adjustability.
" Large 310mm stainless-steel floating front brake discs and 316mm rear disc for ultimate stopping power.
" Wheels are three-spoke, U-section cast aluminum. The 5.0-inch-wide rear wheel sports a large, low-profile 170/60ZR-17 radial tire. The 3.5-inch-wide front wheel carries a 120/70ZR-18 radial tire.
Additional Features
" Full-coverage bodywork offers superb wind and weather protection, low noise and superior high-speed aerodynamics.
" Integrated lockable and detachable saddlebags hold 35 liters each. The saddlebags contain straps to limit bag opening to 90 degrees to better secure the contents. The straps are easily unbuckled when the bags are dismounted, permitting full access.
" Rugged, plastic-covered body-protector stays extend outward to protect the bodywork in case of a tip-over.
" Dual-section fuel tank places 5.5 gallons of fuel in the conventional tank location with an additional 2.2 gallons located in a sub-tank located low in the chassis. This results in an increase in fuel capacity and creates an even weight distribution for fuel.
" Electric fuel pump operates inside the sub-tank, providing consistent fuel pressure for the PGM-FI system.
" Headlight features dual lenses with twin-filament H4 low/high-beam bulbs and multi-reflectors.
" A convenient push button located on the left side of the fairing electrically adjusts the headlight angle over a 2.5-degree range.
" A locking left-side fairing pocket offers the carrying capacity of an automobile console; a weather-resistant vinyl flap covers the right-side pocket.
" Breakaway rearview mirrors minimize damage in the event of a tip-over.
" Convenient centerstand assist-lever folds neatly away when not in use.
" Integrated front and rear turn signals.
" Integrated ignition switch/fork lock. A single ignition key operates all locks.
" Non-transferable three-year, unlimited-mileage limited warranty.
ABS combines with Combined Braking System (CBS) for a wide range of braking and steering control. ABS features an electric-motor-driven modulator that gives quick, precise braking-pressure adjustments and smooth ABS operation. The system incorporates an integrated electronic control unit (ECU) controller, self-diagnostics with an interactive ECU test function and automatic protection against system failure (see Technology Section).
" CBS uses a second master cylinder and a proportional control valve (PCV) to couple the three-piston calipers of the dual-disc front and single-disc rear brakes. Using the front brake lever activates the outer two pistons of the front calipers and the two outer pistons of the rear caliper. Rear pedal engagement activates the center piston of the rear brake caliper and the center pistons of the front calipers, and a delay valve slows initial front brake response to minimize front-end dive.
" A motor-driven adjustable windscreen offers 7.4 inches and 13 degrees of adjustability for greater wind protection and touring comfort. A thumb-operated push-button on the left handlebar operates the windscreen motor. An additional 2.3 inches of manual adjustment is possible by repositioning the windscreen on the mounting brackets.
" New special patrol speedometer is graduated in 2-mph increments above 10 mph.
" Adjustable three-position dual-density solo seat.
" Handlebars raised 25mm and width increased 13.5mm for rider comfort.
" Specialized brackets for lights, sirens, antenna mount and radio/electronic equipment.
" Rear component cover for electronics weather protection.
" Left and right lower engine guards have built-in brackets for mounting accessories.
" Right-handlebar-mounted multi-function switch controls.
" On/off headlight switch.
" 8mm side fairing air-deflector set.
2011 Honda ST1300P - United States of America Specifications
USA MSRP: See your local Honda dealer.
Model: ST1300P ABS
Engine Type: 1261cc liquid-cooled longitudinally mounted 90o V-4
Bore and Stroke: 578mm x 66mm
Compression Ratio: 10.8:1
Valve Train: DOHC; four valves per cylinder
Carburetion: PGM-FI with automatic enricher circuit
Ignition: Computer-controlled digital with 3-D mapping and electronic advance
Transmission: Five-speed
Final Drive: Shaft
Suspension Front: 45mm HMAS cartridge fork; 4.6 inches travel
Rear: HMAS gas-charged single shock with five-position spring preload adjustability; 4.8 inches travel
Brakes Front: Dual full-floating 310mm discs with CBS three-piston calipers with ABS
Rear: Single 316mm disc with CBS three-piston caliper with ABS
Tires Front: 120/70ZR-18
Rear: 170/60ZR-17
Wheelbase: 58.7 inches
Rake (Caster Angle): 26.0o
Trail: 98mm (3.9 inches)
Seat Height: 31.1 inches (+/- 0.6 inches)
Fuel Capacity: 7.7 gallons
Color: White
Curb Weight*: 743 pounds
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride. Meets current Carb and EPA standards.
©2010 American Honda Motor Co., Inc. All Rights Reserved.
Read more »
" Aluminum-composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared with conventional sleeves.
" Large 31mm intake valves and 27mm exhaust valves feed a combustion chamber with a 10.8:1 compression ratio.
" Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve-maintenance intervals.
" Four 36mm throttle bodies.
" High-pressure Programmed Fuel Injection (PGM-FI) delivers fuel at 50 psi into each injector (see Technology Section).
" Fuel is delivered through eight holes in each injector, producing a very fine spray and a highly combustible air/fuel charge for maximum combustion efficiency and power.
" PGM-FI combines a sophisticated throttle sensor, advanced 3-D digital fuel-injection and ignition mapping and precisely metered fuel delivery to produce smooth and linear throttle response.
" ECU-controlled closed-loop emissions control system utilizes two oxygen sensors to constantly deliver a precise air/fuel mixture, while two exhaust catalyzers further reduce emissions of carbon monoxide, hydrocarbons and oxides of nitrogen.
" Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.
" 4-into-2 stainless-steel exhaust system features a pair of attractive, triangular-section 5.4-liter mufflers with stainless-steel heat shields.
" Dampers on the transmission mainshaft, clutch and driveshaft reduce noise, vibration and driveline lash.
" High-output 660-watt air-cooled alternator is relocated between the cylinder banks, contributing to a shorter and more compact engine design.
" U-shaped aluminum radiator has excellent cooling capacity; a ring-type fan draws air through the radiator at low speeds to ensure stable operating temperatures for consistent performance and long engine life.
" Sturdy eight-plate hydraulic clutch.
" Cassette-type five-speed transmission features gear ratios that allow for quicker acceleration and excellent roll-on performance.
" Quiet and reliable shaft-drive system is virtually maintenance-free.
Chassis/Suspension
" Rigid aluminum upper triple-clamp and a 45mm Honda Multi-Action System (HMAS) cartridge front fork provide excellent suspension control in a wide range of riding conditions.
" The rear suspension incorporates a single shock, which mounts directly onto the swingarm. The shock offers 1.2 inches of spring preload adjustability.
" Large 310mm stainless-steel floating front brake discs and 316mm rear disc for ultimate stopping power.
" Wheels are three-spoke, U-section cast aluminum. The 5.0-inch-wide rear wheel sports a large, low-profile 170/60ZR-17 radial tire. The 3.5-inch-wide front wheel carries a 120/70ZR-18 radial tire.
Additional Features
" Full-coverage bodywork offers superb wind and weather protection, low noise and superior high-speed aerodynamics.
" Integrated lockable and detachable saddlebags hold 35 liters each. The saddlebags contain straps to limit bag opening to 90 degrees to better secure the contents. The straps are easily unbuckled when the bags are dismounted, permitting full access.
" Rugged, plastic-covered body-protector stays extend outward to protect the bodywork in case of a tip-over.
" Dual-section fuel tank places 5.5 gallons of fuel in the conventional tank location with an additional 2.2 gallons located in a sub-tank located low in the chassis. This results in an increase in fuel capacity and creates an even weight distribution for fuel.
" Electric fuel pump operates inside the sub-tank, providing consistent fuel pressure for the PGM-FI system.
" Headlight features dual lenses with twin-filament H4 low/high-beam bulbs and multi-reflectors.
" A convenient push button located on the left side of the fairing electrically adjusts the headlight angle over a 2.5-degree range.
" A locking left-side fairing pocket offers the carrying capacity of an automobile console; a weather-resistant vinyl flap covers the right-side pocket.
" Breakaway rearview mirrors minimize damage in the event of a tip-over.
" Convenient centerstand assist-lever folds neatly away when not in use.
" Integrated front and rear turn signals.
" Integrated ignition switch/fork lock. A single ignition key operates all locks.
" Non-transferable three-year, unlimited-mileage limited warranty.
ABS combines with Combined Braking System (CBS) for a wide range of braking and steering control. ABS features an electric-motor-driven modulator that gives quick, precise braking-pressure adjustments and smooth ABS operation. The system incorporates an integrated electronic control unit (ECU) controller, self-diagnostics with an interactive ECU test function and automatic protection against system failure (see Technology Section).
" CBS uses a second master cylinder and a proportional control valve (PCV) to couple the three-piston calipers of the dual-disc front and single-disc rear brakes. Using the front brake lever activates the outer two pistons of the front calipers and the two outer pistons of the rear caliper. Rear pedal engagement activates the center piston of the rear brake caliper and the center pistons of the front calipers, and a delay valve slows initial front brake response to minimize front-end dive.
" A motor-driven adjustable windscreen offers 7.4 inches and 13 degrees of adjustability for greater wind protection and touring comfort. A thumb-operated push-button on the left handlebar operates the windscreen motor. An additional 2.3 inches of manual adjustment is possible by repositioning the windscreen on the mounting brackets.
" New special patrol speedometer is graduated in 2-mph increments above 10 mph.
" Adjustable three-position dual-density solo seat.
" Handlebars raised 25mm and width increased 13.5mm for rider comfort.
" Specialized brackets for lights, sirens, antenna mount and radio/electronic equipment.
" Rear component cover for electronics weather protection.
" Left and right lower engine guards have built-in brackets for mounting accessories.
" Right-handlebar-mounted multi-function switch controls.
" On/off headlight switch.
" 8mm side fairing air-deflector set.
2011 Honda ST1300P - United States of America Specifications
USA MSRP: See your local Honda dealer.
Model: ST1300P ABS
Engine Type: 1261cc liquid-cooled longitudinally mounted 90o V-4
Bore and Stroke: 578mm x 66mm
Compression Ratio: 10.8:1
Valve Train: DOHC; four valves per cylinder
Carburetion: PGM-FI with automatic enricher circuit
Ignition: Computer-controlled digital with 3-D mapping and electronic advance
Transmission: Five-speed
Final Drive: Shaft
Suspension Front: 45mm HMAS cartridge fork; 4.6 inches travel
Rear: HMAS gas-charged single shock with five-position spring preload adjustability; 4.8 inches travel
Brakes Front: Dual full-floating 310mm discs with CBS three-piston calipers with ABS
Rear: Single 316mm disc with CBS three-piston caliper with ABS
Tires Front: 120/70ZR-18
Rear: 170/60ZR-17
Wheelbase: 58.7 inches
Rake (Caster Angle): 26.0o
Trail: 98mm (3.9 inches)
Seat Height: 31.1 inches (+/- 0.6 inches)
Fuel Capacity: 7.7 gallons
Color: White
Curb Weight*: 743 pounds
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride. Meets current Carb and EPA standards.
©2010 American Honda Motor Co., Inc. All Rights Reserved.
Thursday, July 18, 2013
2012 Harley Davidson XL883N Iron 883 Review Specs Price and Pictures
2012 Harley-Davidson XL883N Iron 883 Review | Specs,Price and Pictures - Iron 883 ™ takes the attitude to the dark place. This blacked-out is a great setback, raw aggressive. No chrome, no apology ... only an authentic way.
The smooth ride suspension, cruise postion comfortable and easy handling for endless miles.
Reflecting the style of riders who want to ride quality without the hassles, the blacked-out, back-alley champion is "anti-chrome" Harley ® model. Iron 883 is for those who want their first taste of that lifestyle up-hard-and-put-up-wet. This is for those who want to rip the asphalt and the backroads instead of polishing the paint and chrome.
With a straight cut, shorty dual mufflers, slamming, drag-style handlebar, front fork gaiters, chopped rear fender and solo seat, the Iron 883 is a raw, stripped-down, aggressive bike that gives the rider experience, rises an authentic retreat. And with a very aggressive, it makes a perfect gateway into the dark world of Custom ™ motorcycle.
2012 Harley-Davidson XL883N Iron 883 Specs
DimensionsLength 85.8 in. (2179 mm)
Overall Width 32.3 in. (821 mm)
Overall Height 43.6 in. (1107 mm)
Seat Height:
- Laden2 25.7 in. (653 mm)
- Unladen 26.9 in. (683 mm)
Ground Clearance 3.9 in. (99 mm)
Rake (steering head) 30.5°
Fork Angle 30.5°
Trail 4.6 in. (117 mm)
Wheelbase 59.8 in. (1519 mm)
Tires (Michelin® Scorcher® “31” front and rear):
- Front – Scorcher® “31” 100/90B19 57H
- Rear – Scorcher® “31” 150/80B16 77H
Fuel Capacity 3.3 gal. (12.5 L) (warning light at approximately 0.8 gal.)
Oil Capacity (w/filter) 2.8 qts. (2.6 L)
Transmission Capacity 1.0 qt. (.95 L)
Weight:
- As Shipped 548 lbs. (248.6 kg)
- In Running Order 565 lbs. (256.3 kg)
- Gross Vehicle Weight Rating 1000 lbs. (453.6 kg)
- Gross Axle Weight Rating
- Front 335 lbs. (152.0 kg)
- Rear 665 lbs. (301.6 kg)
Engine
Engine Air-cooled, Evolution®
Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two-valves per cylinder
Bore x Stroke 3 in. x 3.812 in. (76.2 mm x 96.8 mm)
Displacement 53.9 cu. in. (883 cc)
Compression Ratio 8.9:1
Fuel System3 Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Paper cartridge type
Lubrication System Dry-sump
Drivetrain
Primary Drive Chain, 57/34 ratio
Final Drive Belt, 68/29 ratio
Clutch Multi-plate, wet
Transmission 5-speed
Gear Ratios (overall): U.S.
- 1st 10.407
- 2nd 7.436
- 3rd 5.53
- 4th 4.583
- 5th 3.93
Chassis
Frame Mild steel, tubular frame; circular sections; cast junctions
Swingarm Mild steel, rectangular tube section, stamped junctions; MIG welded
Front Forks 39 mm
Rear Shocks Coil-over; preload dual-adjustable
Wheels4: Black 13-Spoke Cast Aluminum
- Front 19 in. x 2.15 in. (482.6 mm x 54.61 mm)
- Rear 16 in. x 3 in. (406.4 mm x 76.2 mm)
Brakes:
- Caliper Type Dual-piston front, single-piston rear
- Rotor Type (diameter x width): Patented, uniform expansion rotors
- Front 11.5 in. x .2 in. (292.1 mm x 5.1 mm)
- Rear 10.24 in. x .28 in. (260.1 mm x 7.1 mm)
Suspension Travel:
- Front Wheel 3.62 in. (92 mm)
- Rear Wheel 1.63 in. (41 mm)
Performance
Engine Torque5 (per J1349):
- North America 55 ft. lbs. @ 3500 RPM (75 Nm @ 3500 RPM)
Lean Angle (per J1168):
- Right 29°
- Left 30°
Fuel Economy6
(EPA urban/highway test) 51 mpg (4.6 L/100 km)
Electric
Battery (per Battery Council International Rating)
Sealed lead acid, maintenance-free, 12V, 12 amp/hour, 200 cca
Charging Single-phase, 30-amp system (375W @ 13.5V, 2000 rpm, 405W max power @ 13.5V)
Starting 1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation):
- Headlamp (quartz halogen) 55-watt low beam, 60-watt high beam
- Turn Signal Lights 28W self-canceling
- Rear Tail/Stop/Turn Signal Lights 8W/28W per lamp
- Indicator Lamps: High beam, neutral, low oil pressure, turn signals, engine diagnostics, low fuel warning, low battery, security system7 (optional)
Warranty
Warranty8 24 months (unlimited mileage)
Service Interval9 First 1000 miles (1600 km), every 5000 miles (8000 km) thereafter
1 Vehicles depicted may differ from vehicles manufactured and delivered. Specifications and prices listed may differ from specifications and prices of vehicles manufactured and delivered. All product descriptions (including depictions, specifications, dimensions, measurements, ratings and competitive comparisons) are based on available information at the time of publication. Although such descriptions are believed correct, errors and changes can occur and complete accuracy cannot be guaranteed. Harley-Davidson may make changes at any time to prices and specifications, and may change or discontinue models, without notice and without incurring any obligation.
Attention: Vehicles in the configurations shown and many of the accessories described in this catalog may not be available for sale or use in some locations. Please check with your dealer for complete product details and the latest information. All models feature 6-speed transmission (V-Rod® models and Sportster® models are 5-speed) and carbon fiber belt final drive; multi-plate clutch with diaphragm spring in oil bath; and 2-year unlimited mileage warranty.
2 Measurement reflects 180 lb. (81.7 kg) operator weight.
3 Recommended 91 octane or higher fuel (R+M)/2.
4 Standard and optional wheels may vary by country and region.
5 Values shown are nominal. Performance may vary by country and region.
6 The combined fuel economy numbers were derived using a combination of estimated city and highway values. Fuel economy estimates are derived from US EPA exhaust emission certification data on a sample motorcycle from the corresponding family under ideal laboratory conditions. Your actual fuel economy will vary depending on your personal riding habits, road and driving conditions, vehicle condition and maintenance, tire pressure, vehicle configuration (parts and accessories), and vehicle loading (cargo, rider and passenger weight). Break-in mileage may vary.
7 North America security system includes immobilizer; outside North America the security system includes immobilizer and siren.
8 See motorcycle owner’s manual for complete details.
9 Inspections of certain systems and components are required at 2500 mile (4000 km) intervals. See Owner’s Manual for full details.
2012 Harley-Davidson XL883N Iron 883 Prices
US$ 7999. Euro 8120. UK £ 6699. Prices depend on country, taxes, accessories, etc.
Thanks For Reading "2012 Harley-Davidson XL883N Iron 883 Review | Specs,Price and Pictures"
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