tag:blogger.com,1999:blog-65147557029156042782024-03-05T23:10:30.733-08:00Motorcycles Picture, Classic Motor, New Motorcycle Pictures.Motorcycle Pictures, Motor Dealers, Motor Specification, Classic Motorcycle, Sport Motorbike, Motorcycle News, Motor Racing, Motor Accident Insurance.Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.comBlogger186125tag:blogger.com,1999:blog-6514755702915604278.post-84605608777178999882011-09-11T17:10:00.000-07:002011-09-11T17:10:47.857-07:00Ducati<div style="color: blue;"><b>Ducati, 2010</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/07/ducati-848-nicky-hayden-edition-2010.html"><i style="color: red;">Ducati 848 Nicky Hayden Edition</i></a><br />
<br />
<div style="color: blue;"><b>Ducati, 2009</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/04/ducati-monster-1100-2009.html"><i><span style="color: red;">Ducati Monster 1100 </span></i></a><br />
<br />
<div style="color: blue;"><b>Ducati, 2007</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/03/ducati-desmosedici-rr-2007.html"><i style="color: red;">Ducati Desmosedici RR</i></a><br />
<br />
<div style="color: blue;"><b>Ducati, 2006</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/03/ducati-hypermotard-2006.html"><i style="color: red;">Ducati Hypermotard</i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com1tag:blogger.com,1999:blog-6514755702915604278.post-91951500018004113982011-09-11T17:02:00.000-07:002011-09-11T17:02:29.895-07:00Bulldog<div style="color: blue;"><b>Bulldog, 2010</b></div>= <a href="http://motorcycles-picture.blogspot.com/search/label/Bulldog"><i><span style="color: red;">Bulldog</span></i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-15733622012687766902011-09-11T16:56:00.000-07:002011-09-11T16:56:32.923-07:00Can-Am<div style="color: blue;"><b>Can-Am, 2010</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/04/can-am-spyder-rt-roadster-2010.html"><i style="color: red;">Can-Am Spyder RT Roadster </i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/04/can-am-spyder-rs-roadster-2010.html"><i style="color: red;">Can-Am Spyder RS Roadster</i></a> <br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/can-am-spyder-rts-roadster-2010.html"><i style="color: red;">Can-Am Spyder RTS Roadster</i></a><br />
<br />
<br />
<div style="color: blue;"><b>Can-Am, 2009</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/04/can-am-spyder-rt-roadster-2010.html"><i style="color: red;">Cam-Am Spyder Roadster GS Phantom</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/07/can-am-spyder-roadster-se5-2009.html"><i><span style="color: red;">Cam-Am Spyder Roadster SE5</span></i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-46854782105186643042011-09-11T16:42:00.000-07:002011-09-11T16:42:14.328-07:00Buell<span style="color: blue;">Buell, 2010 </span><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/04/buell-1125cr-2010.html"><i><span style="color: red;">Buell 1125CR</span></i></a> <br />
<br />
<span style="color: blue;">Buell, 2009</span><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/03/buell-1125r-2009.html"><i style="color: red;">Buell 1125R</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/03/buell-1125cr-2009.html"><i style="color: red;">Buell 1125CR</i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-53289895948404210912011-09-11T16:33:00.000-07:002011-09-11T16:33:22.517-07:00Benelli<div style="color: blue;"><b>Benelli, 2009</b></div>=<a href="http://motorcycles-picture.blogspot.com/2010/05/benelli-bx449-cross-2009.html"> <i style="color: red;">Benelli BX449 Cross</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/07/benelli-bx505-enduro-2009.html"><i><span style="color: red;">Benelli BX505 Enduro</span></i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/07/benelli-bx570-motard-2009.html"><i><span style="color: red;">Benelli BX570 Motard</span></i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/07/benelli-titanium-07-2009.html"><i style="color: red;">Benelli Titanium 07</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/benelli-tornado-naked-tre-899-tnt-899.html"><i><span style="color: red;">Benelli Tornado Naked Tre899 (TNT899 Touring)</span></i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/benelli-tornado-naked-tre-899s-tnt-899.html"><i style="color: red;">Benelli Tornado Naked Tre899s (TNT899 Sport)</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/benelli-tornado-naked-tre-1130-sport.html"><i style="color: red;">Benelli Tornado Naked Tre1130 Sport Evo</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2011/03/benelli-tre-k-899-2009.html"><i style="color: red;">Benelli Tre-K 899</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2011/03/benelli-tornado-tre-1130-2009.html"><i style="color: red;">Benelli Tornado Tre1130</i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-12581026125936200302011-09-11T07:23:00.000-07:002011-09-11T07:23:39.667-07:00BMW<div style="color: blue;"><b></b></div><div style="color: blue;"><b>BMW, 2009</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/03/bmw-k1300gt-2009.html"><i style="color: red;">BMW K1300GT</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/03/bmw-lo-rider-concept-2009.html"><i style="color: red;">BMW Lo Rider Concept</i></a><br />
<br />
= <a href="http://motorcycles-picture.blogspot.com/2010/03/bmw-k1300r-2009.html"><i style="color: red;">BMW K1300R</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/bmw-s-1000rr-prototype-2009.html"><i><span style="color: red;">BMW S1000RR Prototype </span></i></a><br />
<div style="color: blue;"> <b><br />
</b></div><div style="color: blue;"><b> BMW, 2004</b></div>= <a href="http://motorcycles-picture.blogspot.com/2010/03/bmw-r1200gs-2004.html"><i style="color: red;">BMW R1200GS</i></a>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-59311695631094320862011-09-11T07:07:00.000-07:002011-09-11T07:29:22.433-07:00Aprillia<div style="color: blue;"><b></b></div><div style="color: blue;"><b></b></div><div style="color: blue;"><b> Aprillia 2011</b></div><div style="color: blue;"><b>= </b><a href="http://motorcycles-picture.blogspot.com/2011/06/aprilia-rxv-450-rxv-550-2011.html"><i><span style="color: red;">Aprilia RXV 450 / RXV 550, 2011</span></i></a></div><div style="color: blue;"><b>= </b><a href="http://motorcycles-picture.blogspot.com/2011/06/aprilia-sxv-450-2011.html"><i style="color: red;">Aprillia SXV 450, 2011</i></a><b></b></div><div style="color: blue;"><br />
</div><div style="color: blue;"><b> </b></div><div style="color: blue;"><b>Aprillia 2009</b></div>= <i><a href="http://motorcycles-picture.blogspot.com/2010/01/aprilia-shiver-750-concept-2009.html"><span style="color: red;">Aprilia Shiver 750 Concep, 2009</span></a></i><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/01/aprilia-tuono-1000-r-factory-2009.html"><i><span style="color: red;">Aprilia Tuono 1000 R Factory, 209</span></i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/01/aprilia-scarabeo-500-ie-2009.html"><i><span style="color: red;">Aprilia Scarabeo 500 ie, 2009</span></i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/aprilia-mana-850-2009.html"><i style="color: red;">Aprilia Mana 850, 2009</i></a><br />
= <a href="http://motorcycles-picture.blogspot.com/2010/08/aprilia-dorsoduro-750-2009.html"><i><span style="color: red;">Aprilia Dorsoduro 750, 2009</span></i></a><br />
<br />
<h3 class="post-title entry-title"><a href="http://motorcycles-picture.blogspot.com/2010/01/aprilia-scarabeo-500-ie-2009.html"><br />
</a></h3>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-490242500922757062011-06-23T05:46:00.000-07:002011-06-23T05:46:02.180-07:00KTM 690 SMC, 2009<b> <a href="http://classicmotorbike.blogspot.com/">>> Classic Motorbike</a> </b><br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWTlh6AqVqzy8Dpe-v3wdYbqdAP3ptMBaUHhgY5dUk1iSLs8gJzK8K4g41LUAU5HhW_LHuFEPU-SsLIaq13U1jWi3w5iCW_xjgWjxHefJC5ClgRCEuNaMQMGC7gdcga83JiU4HUAs-dL4/s1600/2009-KTM690SMCa-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWTlh6AqVqzy8Dpe-v3wdYbqdAP3ptMBaUHhgY5dUk1iSLs8gJzK8K4g41LUAU5HhW_LHuFEPU-SsLIaq13U1jWi3w5iCW_xjgWjxHefJC5ClgRCEuNaMQMGC7gdcga83JiU4HUAs-dL4/s400/2009-KTM690SMCa-small.jpg" width="400" /></a></div><div style="text-align: center;"><b>KTM 690 SMC, 2009 </b></div><br />
<b>Specifications</b><br />
Engine type Single cylinder, 4-stroke<br />
Displacement 654 cc<br />
Bore x stroke 102 / 80 mm (4.02 / 3.15")<br />
Performance (homologated) 46.3 kW / 7500 rpm<br />
Max. torque 64 Nm / 6000 rpm<br />
Compression ratio 11.8:1<br />
Starter/Battery E-Starter / 12 V 8.6 Ah<br />
Transmission 6 gears, dog clutch engagement<br />
Fuel Mixture Generation Keihin EMS with EPT (Electr. Power Throttle)<br />
Control 4 V / OHC with roller rocker levers<br />
<br />
Engine lubrication Motorex, fully synthetic, SAE 10W-60<br />
Primary drive 36:79<br />
Final drive 16:42<br />
Cooling Liquid cooled<br />
Clutch APTC slipper clutch, hydraulically operated<br />
Ignition Keihin EMS<br />
<br />
Frame Chromium-Molybdenum trellis frame, powder coated<br />
Subframe Self-supporting plastics tank<br />
Handlebar Aluminium, Ø 28 / 22 mm (1.10 / 0.87"), tapered<br />
Front suspension WP USD Ø 48 mm (1.89")<br />
Rear suspension WP mono shock with Pro Lever Linkage<br />
Suspension travel front/rear 275 / 265 mm (10.83 / 10.43")<br />
Front brake Brembo four piston, radially bolted caliper, brake disc Ø 320 mm (12.6")<br />
Rear brake Brembo single piston, floating caliper, brake disc Ø 240 mm (9.45")<br />
Rims, front/rear Spoked wheels with aluminium rims 3,5 x 17"; 5 x 17"<br />
Tires, front/rear 120/70 ZR 17; 160/60 ZR 17<br />
Chain X-ring chain 5/8 x 1/4"<br />
Main silencer Stainless steel silencer with regulated catalytic converter<br />
Steering head angle 63°<br />
Trail 112 mm (4.41")<br />
Wheel base 1480 ± 15 mm (58.27 ± 0.59")<br />
Ground clearance (unloaded) 290 mm (11.42")<br />
Seat height 900 mm (35.43")<br />
Tank capacity approx. 12 liters (3.17 gal) / 2.5 Litre Reserve (0.66 gal)<br />
Weight (no fuel) approx. 139.5 kg (305.4 lbs)Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-12899277570983003722011-06-23T05:44:00.000-07:002011-06-23T05:44:07.184-07:00KTM 690 Duke, 2009<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWN8TkRkpYPEZJ_2yiHwf9YyDXJpv72Z27XeuvokZTYBnA7aWB_4PpkkIAPGxLccxlTLacKBsUNTl0pHo81tPhEfodWYNMgxpqV_JrDhMav5oCVwt_hIpzMvt0DQq02cz02NO9NRlcrsU/s1600/2009-KTM-690Dukea-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="116" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWN8TkRkpYPEZJ_2yiHwf9YyDXJpv72Z27XeuvokZTYBnA7aWB_4PpkkIAPGxLccxlTLacKBsUNTl0pHo81tPhEfodWYNMgxpqV_JrDhMav5oCVwt_hIpzMvt0DQq02cz02NO9NRlcrsU/s200/2009-KTM-690Dukea-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAHZ35cmEsGsx97ru8pMHAKOU0dQfJjNYjgIEocIWyOLyxzDUWimI_0BwSHBwiE_mE3pv_2pX83BnW5Sd12RZgIvbvhRgFaH_CWpgmoFQfsboEQcTa0L8VNPKVP7pbTerDYWHRYE5ovYE/s1600/2009-KTM-690Dukeb-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="116" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAHZ35cmEsGsx97ru8pMHAKOU0dQfJjNYjgIEocIWyOLyxzDUWimI_0BwSHBwiE_mE3pv_2pX83BnW5Sd12RZgIvbvhRgFaH_CWpgmoFQfsboEQcTa0L8VNPKVP7pbTerDYWHRYE5ovYE/s200/2009-KTM-690Dukeb-small.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ4bOAThCzduEG92ubSy1Z8JLNIGxOewSiBPMU7MTZQd_ZJd7Iy2831UTt8zhpinDAHvklKPf6bwvW1aeZnQ8JBFh7sNtOFqEfWujt8MOD4KZ5wqD5hIEmoQ927Heqk139PYd7il20o48/s1600/2009-KTM-690Dukec-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="188" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ4bOAThCzduEG92ubSy1Z8JLNIGxOewSiBPMU7MTZQd_ZJd7Iy2831UTt8zhpinDAHvklKPf6bwvW1aeZnQ8JBFh7sNtOFqEfWujt8MOD4KZ5wqD5hIEmoQ927Heqk139PYd7il20o48/s320/2009-KTM-690Dukec-small.jpg" width="320" /></a></div><div style="text-align: center;"><b>KTM 690 Duke, 2009</b></div><br />
<b>Specifications</b><br />
<div style="text-align: justify;">Engine type Single cylinder, 4-stroke<br />
Displacement 654 cc<br />
Bore x stroke 102 / 80 mm (4.01 / 3.15")<br />
Performance (homologated) 48 kW / 7500 rpm<br />
Max. torque 67 Nm / 5500 rpm<br />
Compression ratio 11.8:1<br />
Starter/Battery E-Starter / 12 V 8.6 Ah<br />
Transmission 6 gears, dog clutch engagement<br />
Fuel Mixture Generation Keihin EFI with EPT (Electr. Power Throttle)<br />
Control 4 V / OHC with roller rocker levers<br />
Lubrication Pressure lubrication with 2 Eaton pumps<br />
Engine lubrication Motorex, fully synthetic, SAE 10W-60<br />
Primary drive 36:79<br />
Final drive 16:40<br />
Cooling Liquid cooled<br />
Clutch APTC slipper clutch, hydraulically operated<br />
Motor Management Keihin EMS<br />
<br />
Frame Chromium-Molybdenum trellis frame, powder coated<br />
Subframe Aluminium 7020<br />
Handlebar Aluminium, Ø 28 / 22 mm (1.10 / 0.87"), tapered<br />
Front suspension WP USD Ø 48 mm (1.89")<br />
Rear suspension WP mono shock with Pro-Lever linkage<br />
Suspension travel front/rear 140 / 140 mm (5.51 / 5.51")<br />
Front brake Brembo four piston, radially bolted caliper, brake disc Ø 320 mm (12.6")<br />
Rear brake Brembo single piston, floating caliper, brake disc Ø 240 mm (9.45")<br />
Rims, front/rear Cast aluminium wheels 3.5 x 17"; 5 x 17"<br />
Tires, front/rear 120/70 R 17"; 160/60 R 17"<br />
Chain X-Ring 5/8 x 1/4"<br />
Battery 12 V / 8.6 Ah<br />
Main silencer Stainless steel underfloor silencer with integrated catalytic converter<br />
Steering head angle 63.5°<br />
Trail 115 mm (4.53")<br />
Wheel base 1472 ± 15 mm (57.95 ± 0.59")<br />
Ground clearance (unloaded) 155 mm (6.1")<br />
Seat height 865 mm (34.06")<br />
Tank capacity approx. 13.5 liters / 2.5 liters reserve (3.56 / 0.66 gal)<br />
Weight (no fuel) approx. 148.5 kg (327.4 lbs) </div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-50563745060922931342011-06-14T05:10:00.000-07:002011-06-14T05:10:12.031-07:00Aprilia SXV 550, 2011<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgA6Gg2fyxHEH13WxeDo4ks_Wt8jzqrcijzW1KMCQ6s-RLYGU1X0QpkzcNY-4FctcoXlv2Yn-ZIwExdnHf-BsGOhvYyS0ERa6DILCLDobUk2hUcwkCHCikTCi97stxIPRHbjGMxeAvstJM/s1600/2011-Aprilia-SXV550-SXV450a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="282" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgA6Gg2fyxHEH13WxeDo4ks_Wt8jzqrcijzW1KMCQ6s-RLYGU1X0QpkzcNY-4FctcoXlv2Yn-ZIwExdnHf-BsGOhvYyS0ERa6DILCLDobUk2hUcwkCHCikTCi97stxIPRHbjGMxeAvstJM/s400/2011-Aprilia-SXV550-SXV450a-small.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMMBcQqimVhljvXmbHCTxQKy2zVcSjV2tjhWiAQgtNJc0BDF6npXoMbhM7r7Os3_V_eOt5sxKR6u6NuzDBsZox0YMMWvvprUb8PWAWDbGR1p8a-1zPX_9HmyYQCltOT7sj6BiUbl0rGv0/s1600/2011-Aprilia-SXV550-SXV450b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="376" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMMBcQqimVhljvXmbHCTxQKy2zVcSjV2tjhWiAQgtNJc0BDF6npXoMbhM7r7Os3_V_eOt5sxKR6u6NuzDBsZox0YMMWvvprUb8PWAWDbGR1p8a-1zPX_9HmyYQCltOT7sj6BiUbl0rGv0/s400/2011-Aprilia-SXV550-SXV450b-small.jpg" width="400" /></a></div><div style="text-align: justify;"><div style="text-align: center;"><b>Aprilia SXV 550, 2011</b></div><br />
<b>DESIGN</b><br />
As with all Aprilias, a tremendous amount of care and attention has been lavished on even the smallest details on the SXV. As a result the SXV boasts a unique, unmistakable styling that is nevertheless fully functional in achieving unrivalled performance, because first and foremost even the standard SXV is a genuine competition motorcycle.<br />
<br />
The SXV is not just a pretty face. Your gaze is held by an abundance of advanced technology. One glance at the V2 engine, mixed trellis and aluminium frame, mighty swingarm and central exhaust system with twinned silencers under the rear mudguard, and you cannot escape its magical attraction.<br />
<br />
Whatever side you look at it from, the SXV presents a host of stunning technical solutions, all enhanced by original racing colours to express the aggressive nature of this born-to-race mean machine.<br />
As you would expect from Aprilia, the latest SXV is packed with intelligent design solutions. Fixed air ducts, for example, allow the fuel tank to tilt up for easy access to the airbox. And the quest for technical perfection has led the design team to tweak even small details on the basis of input from the champions who have raced the SXV. <br />
<b><br />
ENGINE: CONTINUOUS EVOLUTION</b><br />
The amazing 45.2 engine is, of course, the centre piece of SXV technology. Aprilia was the first manufacturer in the world to believe in the validity of the V twin for supermotards, a segment in which all other marques still cling rigidly to single cylinder engines. Aprilia’s high-tech V twin design has already proved 100% reliable in competition. Even homologation for road use has not compromised the technology and performance of this exceptional engine, which is produced entirely by Aprilia. Since the earliest stages of the design process, the 45.2 has evolved to keep pace with chassis development and to give the SXV an unbeatable mix of power and handling.<br />
<br />
The 77° V angle is the result of extensive testing, aimed not only at boosting power but also at reducing vibration. As a result Aprilia’s engineers have been able to eliminate engine balancer shafts.<br />
<br />
Despite this the 45.2 engine still vibrates far less than any single cylinder alternative.<br />
The cylinders themselves are integrated in the crankcase and have replaceable wet liners. This unique layout has allowed the engine ancillaries to be arranged in a way that achieves extremely compact dimensions. The results are amazing: the Aprilia V twin is one of the most compact V twins in the world, and smaller in size than many singles of similar displacement. All design choices have been taken in order to obtain maximum power plus an extended useful power band. The sophisticated electronic engine management system, developed by Aprilia Racing, incorporates numerous innovations for the off-road sector.<br />
<br />
The injection system features 38 mm throttle bodies (40 mm on the 550) and is managed by a programmable control unit. The ECU will be able to switch between two different mappings at the touch of a switch on the handlebars. This extremely useful innovation offers a full power mapping for use in conditions of good grip, and a second, softer mapping for smoother power delivery under difficult conditions. The system provides an extremely valid aid to control and has been welcomed both by expert riders (the system was actually tested in the final phases of the world championship) and by supermotard fans in general. All you need is one quick click to select exactly the right power for the circumstances.<br />
<br />
Reduced unitary displacement has allowed Aprilia to develop an extremely compact and lightweight crankshaft. The engine is more responsive to variations in throttle opening as a result, and the bike as a whole is faster and more manoeuvrable thanks to the reduced gyroscopic effect from the crankshaft.<br />
<br />
The single overhead cam configuration with four titanium valves per cylinder head represents an ideal compromise between compact size, light weight and high performance.<br />
Thanks to its advanced technology, the 45.2 is also an extremely silent running and ecological engine. Technology, after all, should mean reliability and longevity as well as high performance. The 45.2 engine touches new heights in this direction, and permits extremely easy access to parts requiring regular maintenance like the spark plugs, oil filter and air filter.<br />
<br />
Just as much effort has been put into weight reduction, and the 45.2 engine sets a new record for a V twin with an electric starter. Abundant use has been made of prestige lightweight materials. The central crankcase sections are in aluminium-silicon alloy; external engine casings are in magnesium; the valves are in titanium; and all gears are exceptionally light in weight.<br />
The choke is new too, and features a knob on the airbox instead of a handlebar control. Even the air filter has been improved and is now made from a sponge material derived from that used on Aprilia’s official racing machines.<br />
<a name='more'></a><br />
A closer look at the unique characteristics of the 45.2 engine:<br />
- Electronic fuel injection with 38 mm throttle bodies (40 mm on the 550 engine).<br />
- Dry sump lubrication with separate external reservoirs for gearbox and engine oil to avoid contaminating engine oil with particles of clutch friction lining, and for extended lubricant life.<br />
- Single overhead cam with four valve heads<br />
- Single piece crankshaft<br />
- Cylinders integrated in the crankcase with wet liners<br />
- Maximum engine speed 12,500 rpm (450 motard) <br />
<br />
CHASSIS: LIGHTER THAN EVER<br />
An uncompromising machine like the SXV demands a great chassis. The perimeter frame is a tubular steel trellis structure interference fitted to pressed aluminium side members to form an extremely rigid whole. The engine itself forms an integral part of the chassis, acting as a load bearing element and contributing to overall rigidity.<br />
<br />
The variable section aluminium alloy swingarm is a brilliant example of industrial design. More than just an eye-catching design solution, this revolutionary swingarm offers the highest structural rigidity available in this class of motorcycle. The rising rate suspension linkage is damped by a fully adjustable Sachs monoshock with piggy back cylinder and two different hydraulic settings for high and low speeds. The calibration of the rear suspension has been modified to improve stability and control over rough surfaces and a new linkage system has been introduced to make the damping action of the monoshock more progressive, increasing both traction and control.<br />
<br />
The 48 mm upside down fork also boasts new settings for greater high speed stability and improved damping in off-road use. <br />
<br />
BRAKING SYSTEM<br />
The advanced technology and high performance of the SXV chassis are reflected in a superb braking system. The SXV features FTE calipers and lightweight wave discs (320 mm at the front) for maximum braking control even under the most challenging conditions.<br />
The 240 mm rear disc is braked by a single piston caliper for a perfect combination of power and control. <br />
<br />
COMPONENTS: READY TO RACE<br />
All parts of the Aprilia SXV is of the very best quality available.<br />
Among the many prestige components are:<br />
- Digital instruments: ultra-lightweight, compact and designed to provide all the information a rider could possibly need.<br />
- Magura tapered aluminium handlebars with no cross member for optimal elasticity and control<br />
- High luminosity LED tail light<br />
- Aluminium oil filter cover<br />
- New engine start push-button (instead of the old ignition key block)<br />
- New racing electrical system<br />
<br />
SXV VDB Replica<br />
Developed entirely from the input of Aprilia Racing, the SXV VDB Replica is the pinnacle of Aprilia’s competition machines. With no further modifications whatsoever, this motorcycle is able to compete in and dominate any competition in the world. The SXV VDB Replica is the first step in the evolution of the machine that Aprilia will be entering in the Supermotard World Championship.<br />
<br />
The VDB Replica differs from the standard SXV in a number of important technical details that make this already highly competitive machine even faster on the track. The 77° V twin engine, available in 450 and 550 cc versions, is substantially similar to the standard power plant but features modifications to a number of fundamental transmission parts. The multi-plate wet clutch incorporates a sophisticated slipper device to make handling smoother and more efficient on entry into bends, and the gearbox features new ratios plus a brand new electronic control unit linked to the ignition system, allowing the rider to avoid using the clutch when shifting from one gear to another, resulting in faster gearshifts and less weight transfer under at-the-limit riding conditions.<br />
<br />
Just like the standard SXV, the new VDB Replica offers two different engine mappings that can even be switched during the course of a race simply by pressing a switch on the handlebars. This unique feature lets you adapt the engine’s power delivery to changing track conditions and levels of tyre wear.<br />
<br />
The chassis too incorporates various improvements. The frame is lighter still, thanks to design changes mainly involving the die cast aluminium side members, and the swingarm is shorter and lighter than on the standard SXV. At the front, a mighty, 50 mm fork with three different offset settings is bolted to two aluminium yokes machine from a single billet. The brakes are completely different too. The combination of a Brembo single piece radial front caliper and a 320 mm wave disc represent the state of the art for this type of machine.<br />
<br />
Specifications<br />
Engine: 77° V twin four stroke. Liquid cooled. Single overhead cam with rocker operated exhaust valves, chain timing drive. 4 valve heads with titanium valves. Titanium valve cover screws.<br />
Fuel: Lead-free petrol.<br />
Ignition: Electric starting.<br />
Starting: Electronic.<br />
Generator: 340 W<br />
Lubrification: Dry sump with external oil tank. Separate gearbox lubrication.<br />
Gear box: 5 speed. Supermotard gear ratios: 1st 13/30 2nd 15/27 3rd 16/23 4th 20/23 5th 21/21<br />
Clutch: Cable operated multi-plate wet clutch.<br />
Primary drive: Spur gears. Transmission ratio: 22/56.<br />
Frame: Steel perimeter frame with aluminium alloy vertical members.<br />
Front suspension: Ø 48 mm upside down fork with two adjustments.<br />
Rear suspension: Box section aluminium swingarm with cast body. Hydraulic monoshock with compression and rebound adjustment.<br />
Brakes: Front: Ø 320 mm stainless steel disc with radial caliper. Rear: Æ 240 mm stainless steel disc with floating caliper.<br />
Wheels: Light alloy. Front: 3.50 x 17” Rear: 5.50 x 17”<br />
Tyres: Front: 120/70 x 17” Rear: 180/55 x 17”<br />
Dimensions: Overall length: 2,222 mm Overall width: 800 mm Ground clearance: 318 mm Seat height: 918 mm Wheelbase: 1,495 mm<br />
Fuel tank capacity: Capacity 7.8 litres </div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-5819095701977447802011-06-14T05:06:00.000-07:002011-06-14T05:06:43.557-07:00Aprilia SXV 450, 2011<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAO4Y-RmLQju6aMul4Eaotv4-wh0WnDtDoK_1CMa1BD8AqUB2tKYVBez1S2FnYUBBHvnWwQwYACXfQIu_AJJSBL1fsMAUlW33Fm-8ZgpeBA4wRx5-xtfssJ-HFIETP58KVg9bKWmfZf1k/s1600/2011-Aprilia-SXV550-SXV450b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="376" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAO4Y-RmLQju6aMul4Eaotv4-wh0WnDtDoK_1CMa1BD8AqUB2tKYVBez1S2FnYUBBHvnWwQwYACXfQIu_AJJSBL1fsMAUlW33Fm-8ZgpeBA4wRx5-xtfssJ-HFIETP58KVg9bKWmfZf1k/s400/2011-Aprilia-SXV550-SXV450b-small.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6VE5Nj6iDESkOcwn4R_zgzKZdgJnFAa4h_9rzGTtNIV5vLLEz-1S6r2ryvKWos00rBLuV1FhTSnzSbJOt3MIDUETvFF2etv79pP3YF98UwOpbWSxM0fK7eOV1DdCoRyXWXJFioX45IaU/s1600/2011-Aprilia-SXV550-SXV450a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="282" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6VE5Nj6iDESkOcwn4R_zgzKZdgJnFAa4h_9rzGTtNIV5vLLEz-1S6r2ryvKWos00rBLuV1FhTSnzSbJOt3MIDUETvFF2etv79pP3YF98UwOpbWSxM0fK7eOV1DdCoRyXWXJFioX45IaU/s400/2011-Aprilia-SXV550-SXV450a-small.jpg" width="400" /></a></div><div style="text-align: center;"><b>Aprilia SXV 450, 2011 </b></div><div style="text-align: justify;"><br />
DESIGN<br />
As with all Aprilias, a tremendous amount of care and attention has been lavished on even the smallest details on the SXV. As a result the SXV boasts a unique, unmistakable styling that is nevertheless fully functional in achieving unrivalled performance, because first and foremost even the standard SXV is a genuine competition motorcycle.<br />
<br />
But the SXV is not just a pretty face. Your gaze is held by an abundance of advanced technology. One glance at the V2 engine, mixed trellis and aluminium frame, mighty swingarm and central exhaust system with twinned silencers under the rear mudguard, and you cannot escape its magical attraction.<br />
<br />
Whatever side you look at it from, the SXV presents a host of stunning technical solutions, all enhanced by original racing colours to express the aggressive nature of this born-to-race mean machine.<br />
<br />
ENGINE: CONTINUOUS EVOLUTION<br />
The amazing 45.2 engine is, of course, the centre piece of SXV technology. Aprilia was the first manufacturer in the world to believe in the validity of the V twin for supermotards, a segment in which all other marques still cling rigidly to single cylinder engines. Aprilia’s high-tech V twin design has already proved 100% reliable in competition. Even homologation for road use has not compromised the technology and performance of this exceptional engine, which is produced entirely by Aprilia. Since the earliest stages of the design process, the 45.2 has evolved to keep pace with chassis development and to give the SXV an unbeatable mix of power and handling.<br />
<br />
The 77° V angle is the result of extensive testing, aimed not only at boosting power but also at reducing vibration. As a result Aprilia’s engineers have been able to eliminate engine balancer shafts.<br />
<br />
Despite this the 45.2 engine still vibrates far less than any single cylinder alternative.<br />
The cylinders themselves are integrated in the crankcase and have replaceable wet liners. This unique layout has allowed the engine ancillaries to be arranged in a way that achieves extremely compact dimensions. The results are amazing: the Aprilia V twin is one of the most compact V twins in the world, and smaller in size than many singles of similar displacement. All design choices have been taken in order to obtain maximum power plus an extended useful power band. The sophisticated electronic engine management system, developed by Aprilia Racing, incorporates numerous innovations for the off-road sector.<br />
<br />
The injection system features 38 mm throttle bodies (40 mm on the 550) and is managed by a programmable control unit. The ECU will be able to switch between two different mappings at the touch of a switch on the handlebars. This extremely useful innovation offers a full power mapping for use in conditions of good grip, and a second, softer mapping for smoother power delivery under difficult conditions. The system provides an extremely valid aid to control and has been welcomed both by expert riders (the system was actually tested in the final phases of the world championship) and by supermotard fans in general. All you need is one quick click to select exactly the right power for the circumstances.<br />
<br />
Reduced unitary displacement has allowed Aprilia to develop an extremely compact and lightweight crankshaft. The engine is more responsive to variations in throttle opening as a result, and the bike as a whole is faster and more manoeuvrable thanks to the reduced gyroscopic effect from the crankshaft.<br />
<br />
The single overhead cam configuration with four titanium valves per cylinder head represents an ideal compromise between compact size, light weight and high performance.<br />
<br />
Thanks to its advanced technology, the 45.2 is also an extremely silent running and ecological engine. Technology, after all, should mean reliability and longevity as well as high performance. The 45.2 engine touches new heights in this direction, and permits extremely easy access to parts requiring regular maintenance like the spark plugs, oil filter and air filter.<br />
<br />
Just as much effort has been put into weight reduction, and the 45.2 engine sets a new record for a V twin with an electric starter. Abundant use has been made of prestige lightweight materials. The central crankcase sections are in aluminium-silicon alloy; external engine casings are in magnesium; the valves are in titanium; and all gears are exceptionally light in weight.<br />
<br />
The choke is new too, and features a knob on the airbox instead of a handlebar control. Even the air filter has been improved and is now made from a sponge material derived from that used on Aprilia’s official racing machines.<br />
<a name='more'></a><br />
A closer look at the unique characteristics of the 45.2 engine:<br />
- Electronic fuel injection with 38 mm throttle bodies (40 mm on the 550 engine).<br />
- Dry sump lubrication with separate external reservoirs for gearbox and engine oil to avoid contaminating engine oil with particles of clutch friction lining, and for extended lubricant life.<br />
- Single overhead cam with four valve heads<br />
- Single piece crankshaft<br />
- Cylinders integrated in the crankcase with wet liners<br />
- Maximum engine speed 12,500 rpm (450 motard) <br />
<br />
CHASSIS: LIGHTER THAN EVER<br />
An uncompromising machine like the SXV demands a great chassis. The perimeter frame is a tubular steel trellis structure interference fitted to pressed aluminium side members to form an extremely rigid whole. The engine itself forms an integral part of the chassis, acting as a load bearing element and contributing to overall rigidity.<br />
<br />
The variable section aluminium alloy swingarm is a brilliant example of industrial design. More than just an eye-catching design solution, this revolutionary swingarm offers the highest structural rigidity available in this class of motorcycle. The rising rate suspension linkage is damped by a fully adjustable Sachs monoshock with piggy back cylinder and two different hydraulic settings for high and low speeds. The calibration of the rear suspension has been modified to improve stability and control over rough surfaces and a new linkage system has been introduced to make the damping action of the monoshock more progressive, increasing both traction and control.<br />
<br />
The 48 mm upside down fork also boasts new settings for greater high speed stability and improved damping in off-road use. <br />
<br />
<b>BRAKING SYSTEM</b><br />
The advanced technology and high performance of the SXV chassis are reflected in a superb braking system. The SXV features FTE calipers and lightweight wave discs (320 mm at the front) for maximum braking control even under the most challenging conditions.<br />
The 240 mm rear disc is braked by a single piston caliper for a perfect combination of power and control.<br />
<b><br />
COMPONENTS: READY TO RACE</b><br />
All parts of the Aprilia SXV is of the very best quality available.<br />
Among the many prestige components are:<br />
- Digital instruments: ultra-lightweight, compact and designed to provide all the information a rider could possibly need.<br />
- Magura tapered aluminium handlebars with no cross member for optimal elasticity and control<br />
- High luminosity LED tail light<br />
- Aluminium oil filter cover<br />
- New engine start push-button (instead of the old ignition key block)<br />
- New racing electrical system<br />
<br />
<b>SXV VDB Replica</b><br />
<br />
Developed entirely from the input of Aprilia Racing, the SXV VDB Replica is the pinnacle of Aprilia’s competition machines. With no further modifications whatsoever, this motorcycle is able to compete in and dominate any competition in the world. The SXV VDB Replica is the first step in the evolution of the machine that Aprilia will be entering in the Supermotard World Championship.<br />
<br />
The VDB Replica differs from the standard SXV in a number of important technical details that make this already highly competitive machine even faster on the track. The 77° V twin engine, available in 450 and 550 cc versions, is substantially similar to the standard power plant but features modifications to a number of fundamental transmission parts. The multi-plate wet clutch incorporates a sophisticated slipper device to make handling smoother and more efficient on entry into bends, and the gearbox features new ratios plus a brand new electronic control unit linked to the ignition system, allowing the rider to avoid using the clutch when shifting from one gear to another, resulting in faster gearshifts and less weight transfer under at-the-limit riding conditions.<br />
<br />
Just like the standard SXV, the new VDB Replica offers two different engine mappings that can even be switched during the course of a race simply by pressing a switch on the handlebars. This unique feature lets you adapt the engine’s power delivery to changing track conditions and levels of tyre wear.<br />
<br />
The chassis too incorporates various improvements. The frame is lighter still, thanks to design changes mainly involving the die cast aluminium side members, and the swingarm is shorter and lighter than on the standard SXV. At the front, a mighty, 50 mm fork with three different offset settings is bolted to two aluminium yokes machine from a single billet. The brakes are completely different too. The combination of a Brembo single piece radial front caliper and a 320 mm wave disc represent the state of the art for this type of machine.<br />
<br />
Among the other elements that make the SXV VDB Replica unique are its Alpina 16.5” front and 17” rear wheels with hubs machined from single billets, carbon fibre fuel tank, stepped seat to prevent the rider sliding back under acceleration, Arrow under-seat exhaust and super-lightweight titanium fasteners<br />
<br />
<b>Specifications</b><br />
Engine: 77° V twin four stroke. Liquid cooled. Single overhead cam with rocker operated exhaust valves, chain timing drive. 4 valve heads with titanium valves. Titanium valve cover screws.<br />
Fuel: Lead-free petrol.<br />
Ignition: Electric starting.<br />
Starting: Electronic.<br />
Generator: 340 W<br />
Lubrification: Dry sump with external oil tank. Separate gearbox lubrication.<br />
Gear box: 5 speed. Supermotard gear ratios: 1st 13/30 2nd 15/27 3rd 16/23 4th 20/23 5th 21/21<br />
Clutch: Cable operated multi-plate wet clutch.<br />
Primary drive: Spur gears. Transmission ratio: 22/56.<br />
Frame: Steel perimeter frame with aluminium alloy vertical members.<br />
Front suspension: Ø 48 mm upside down fork with two adjustments.<br />
Rear suspension: Box section aluminium swingarm with cast body. Hydraulic monoshock with compression and rebound adjustment.<br />
Brakes: Front: Ø 320 mm stainless steel disc with radial caliper. Rear: Æ 240 mm stainless steel disc with floating caliper.<br />
Wheels: Light alloy. Front: 3.50 x 17” Rear: 5.50 x 17”<br />
Tyres: Front: 120/70 x 17” Rear: 180/55 x 17”<br />
Dimensions: Overall length: 2,222 mm Overall width: 800 mm Ground clearance: 318 mm Seat height: 918 mm Wheelbase: 1,495 mm<br />
Fuel tank capacity: Capacity 7.8 litres </div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-87188610627253656532011-06-14T05:05:00.000-07:002011-06-14T05:05:47.260-07:00Aprilia RXV 450 / RXV 550, 2011<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzU8XmAWriBbtpIEQUvSWU_u5hYpfx23qpV_e3xOT9xxM80tXc2K0Efmbm0ErBF8y1h_JmsySg1Q63oF9IVUyRbTYHZ8xoUiLCFks4anjtxMcpwSkdq96mU3FY9AwX9txvt4uBpvPI9VY/s1600/2011-Aprilia-RXV450-RXV550a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzU8XmAWriBbtpIEQUvSWU_u5hYpfx23qpV_e3xOT9xxM80tXc2K0Efmbm0ErBF8y1h_JmsySg1Q63oF9IVUyRbTYHZ8xoUiLCFks4anjtxMcpwSkdq96mU3FY9AwX9txvt4uBpvPI9VY/s400/2011-Aprilia-RXV450-RXV550a-small.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTmwShykEoVogCUh7n6AQPe62PQfLPInklg6EcVjcmfVH7oANjxzZ3tP1i3wBiutRmIDLbtB2YQEAIwJ-6JGLKRZivzQb6MCuIW0UPWPuwU10i8-G533LD8BjJoeYlgQ-xknqvULjtSlA/s1600/2011-Aprilia-RXV450-RXV550b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="390" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTmwShykEoVogCUh7n6AQPe62PQfLPInklg6EcVjcmfVH7oANjxzZ3tP1i3wBiutRmIDLbtB2YQEAIwJ-6JGLKRZivzQb6MCuIW0UPWPuwU10i8-G533LD8BjJoeYlgQ-xknqvULjtSlA/s400/2011-Aprilia-RXV450-RXV550b-small.jpg" width="400" /></a></div><div style="text-align: center;"><b>Aprilia RXV 450 / RXV 550, 2011</b></div><div style="text-align: justify;"><br />
<b>DESIGN:</b></div><div style="text-align: justify;">As with all Aprilias, a tremendous amount of care and attention has been lavished on even the smallest details on the RXV.<br />
<br />
As a result the RXV boasts a unique, unmistakable styling that is nevertheless fully functional in achieving the sort of unrivalled performance that a genuine competition motorcycle demands.<br />
<br />
Essential, decisive lines convey a sensation of lightness and build quality. The RXV’s designers have been eager to incorporate the features that distinguish all Aprilias, and have launched a whole new type of off-road motorcycle. You simply can’t fail to appreciate technology like the V twin engine, mixed steel trellis frame and sculpted swingarm. The tail and rear side panels are totally different in styling from traditional off-road designs. Whichever way you look at it, the RXV presents a host of stunning technical solutions, all enhanced by original racing colours to express the aggressive nature of this born-to-race mean machine.<br />
<br />
Every aspect of the bike features intelligent design solutions. Fixed air ducts, for example, allow the fuel tank to tilt up for easy access to the air filter box.<br />
<br />
Everything about the RXV is dedicated to winning races. The quest for technical perfection has led the design team to improve even the most insignificant details on the basis of input from the many time champions who have raced the RXV. <br />
<br />
ENGINE: CONTINUOUS EVOLUTION<br />
The amazing 45.2 engine is, of course, the centre piece of RXV technology. Aprilia was the first manufacturer in the world to believe in the validity of V twin architecture in a market segment in which all other marques still cling rigidly to single cylinder engines. Aprilia’s high-tech V twin design has already proved 100% reliable in competition. Even homologation for road use has not compromised the technology and performance of this exceptional engine, which is produced entirely by Aprilia.<br />
<br />
Since the earliest stages of the design process, the 45.2 has evolved to keep pace with chassis development and to give the RXV an unbeatable mix of power and handling.<br />
The 77° V angle is the result of extensive testing, aimed not only at boosting power but also at reducing vibration. As a result Aprilia’s engineers have been able to eliminate engine balancer shafts.<br />
<br />
Despite this the 45.2 engine still vibrates far less than any single cylinder alternative.<br />
The cylinders themselves are integrated in the crankcase and have replaceable wet liners. This unique layout has allowed the engine ancillaries to be arranged in a way that achieves extremely compact dimensions. The results are amazing: the Aprilia V twin is one of the most compact twins in the world, and smaller in size than many singles of similar displacement.<br />
<br />
All design choices have been taken in order to obtain maximum ridability and an extended power band for off-road riding.<br />
The sophisticated electronic engine management system, developed by Aprilia Racing, incorporates numerous innovations for the off-road sector.<br />
<br />
The injection system features 38 mm throttle bodies (40 mm on the 550) and is managed by a programmable control unit. The ECU is able to switch between two different mappings at the touch of a switch on the handlebars.<br />
<br />
This extremely useful innovation offers a full power mapping for use in conditions of good grip, and a second, softer mapping for smoother power delivery under challenging conditions. The system provides an extremely valid aid to control and has been welcomed both by expert riders (the system was actually tested in the final phases of the world championship) and by off-road fans in general. All you need is one quick click to select exactly the right power delivery for the circumstances.<br />
<br />
The new ECU and stepper motor throttle bodies make starting much easier under all conditions, and deliver smoother and more controllable power too.<br />
<br />
Reduced unitary displacement has allowed Aprilia to develop an extremely compact and lightweight crankshaft. The engine is more responsive to variations in throttle opening as a result, and the bike as a whole is faster and more manoeuvrable thanks to the reduced gyroscopic effect from the crankshaft.<br />
<br />
In the MY ’09 the flywheel has increased in weight to improve power delivery and achieve a smoother ride.<br />
The single overhead cam configuration with four titanium valves per cylinder head represents an ideal compromise between compact size, light weight and high performance.<br />
<br />
Thanks to its advanced technology, the 45.2 is also an extremely silent running and ecological engine.<br />
<br />
Technology, after all, should mean reliability and longevity as well as high performance. The 45.2 engine touches new heights in this direction, and permits extremely easy access to parts requiring regular maintenance like the spark plugs, oil filter and air filter.<br />
<br />
Just as much effort has been put into weight reduction, and the 45.2 engine sets a new record for a V twin with an electric starter. Abundant use has been made of prestige lightweight materials. The central crankcase sections are in aluminium-silicon alloy; external engine casings are in magnesium; the valves are in titanium; and all gears are exceptionally light in weight.<br />
<a name='more'></a><br />
A closer look at the unique characteristics of the 45.2 engine:<br />
- Electronic fuel injection system with 38 mm throttle bodies (40 mm on the 550), complete with stepper motors and a new ECU that gives even better performance.<br />
- Dry sump lubrication with separate external reservoirs for gearbox and engine oil to avoid contaminating engine oil with particles of clutch friction lining, and for extended lubricant life.<br />
- Single overhead cam with four valve heads<br />
- Single piece crankshaft<br />
- Cylinders integrated in the crankcase with wet liners<br />
- Maximum engine speed 12,000 rpm (450 version) <br />
<br />
CHASSIS: LIGHTER THAN EVER<br />
An uncompromising machine like the RXV demands a great chassis.<br />
<br />
The perimeter frame has been developed in conjunction with the engine, with the result that the 2011 RXV has lost 2 kg in weight. The tubular steel trellis structure is interference fitted to forged aluminium side members to form an extremely rigid whole.<br />
<br />
The engine itself forms an integral part of the chassis, acting as a load bearing element and contributing to overall rigidity.<br />
The variable section aluminium alloy swingarm has been made even lighter to reduce rigidity and improve traction.<br />
The rising rate suspension linkage is damped by a fully adjustable Sachs monoshock with piggy back cylinder and two different hydraulic settings for high and low speeds.<br />
The calibration of the rear suspension has been modified to improve stability and control over rough surfaces.<br />
The 45 mm upside down fork also boasts new settings for greater high speed stability and improved damping over stony ground, and can be adjusted to suit the needs of more expert users. <br />
<br />
BRAKING SYSTEM<br />
The advanced technology and high performance of the RXV chassis are reflected in a superb braking system. The RXV features Nissin calipers and lightweight wave discs (270 mm at the front) for maximum braking control even under the most challenging conditions.<br />
The 240 mm rear disc is braked by a single piston caliper (lighter than on the previous model) for a perfect combination of power and control. <br />
<br />
COMPONENTS: READY TO RACE<br />
All parts of the Aprilia RXV are of the very best quality available.<br />
Among the many prestige components are:<br />
- Digital instruments: ultra-lightweight, compact and designed to provide all the information a rider could possibly need.Magura tapered aluminium handlebars with no cross member for optimal elasticity and control<br />
- High luminosity LED tail light<br />
- Aluminium oil filter cover<br />
- New race-derived electrical system<br />
- Racing sponge air filter <br />
<br />
MAIN IMPROVEMENTS<br />
- New aluminium swingarm with cast body and hydroformed members. The new swingarm is significantly lighter and more flexible, giving clear benefits in improved traction and better stability over rough ground (ruts/ridges).<br />
- Lighter and more compact rear brake caliper.<br />
- New lateral exhaust system homologated to FIM regulations.<br />
- Fuel system with stepper motor throttle body control and new ECU. This development makes starting easier under all conditions and reduces weight significantly too. Power delivery is also smoother and easier to control.<br />
- Simplified, lighter rear frame for a reduced seat height and a more comfortable seating position for riders of “all sizes”.<br />
- Lower seat height (-5 mm).<br />
- Reduced weight (-2 Kg).<br />
<br />
Specifications<br />
<br />
Engine: 77° V twin four stroke. Liquid cooled. Single overhead cam with rocker operated exhaust valves, chain timing drive. 4 valve heads with titanium valves.<br />
<br />
Fuel: Lead-free petrol.<br />
Fuel system: Integrated electronic engine management system controlling ignition and fuel injection, with two power mappings. Throttle body: 38 mm (40 mm).<br />
<br />
Ignition: Electronic.<br />
Starting: Electric starting.<br />
Exhaust: Euro 3 lateral exhaust. Conforms to FIM regulations<br />
Generator: 340 W<br />
Lubrification: Dry sump with external oil tank. Separate gearbox lubrication.<br />
Gear box: 5 speed. Enduro gear ratios: 1st 12/31 2nd 13/25 3rd 15/23 4th 19/24 5th 21/22<br />
Clutch: Cable operated multi-plate wet clutch.<br />
Primary drive: Spur gears. Transmission ratio: 22/56.<br />
Final drive: Chain. Transmission ratio: 15/50 (Z14 sprocket supplied).<br />
Frame: Chrome-molybdenum steel perimeter frame with aluminium alloy vertical members. Steering head (rake) angle 27°. Lightweight rear frame.<br />
Front suspension: Ø 45 mm upside down fork with two adjustments.<br />
Rear suspension: Aluminium swingarm with cast body and hydroformed members. Hydraulic monoshock with compression and rebound adjustment.<br />
Brakes: Front: Ø 270 mm floating disc in stainless steel with aluminium flange. Nissin floating caliper. Rear: ? 240 mm stainless steel disc with floating caliper.<br />
Wheels: Black anodised aluminium alloy. Front: 1.60 x 21” Rear: 2.15 x 18”<br />
Tyres: Front: Metzeler 90/90 x 21” Rear: Metzeler 140/80 x 18”<br />
Dimensions: Overall length: 2,222 mm Overall width: 800 mm Ground clearance: 396 mm Seat height: 941 mm Wheelbase: 1,495 mm<br />
Fuel tank capacity: Capacity 7.8 litres </div><div style="text-align: justify;"><br />
</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-79631395092414264462011-06-08T18:02:00.000-07:002011-06-10T18:46:59.314-07:00Husqvarna TE450, 2009<div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div style="text-align: center;"><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div style="text-align: justify;"><a href="http://automobilespicture.blogspot.com/">>> Automobiles Picture </a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilGtoDoQvrsRc2xKsd0uiZ097GMAywnJGqHIzuG7pwlT4VZ6MvwzqNmYG7HE7Sye31Mw_LQmEYXFIE8DZS2T806ZZB03hgoNsUQfyA01WA2KzvbyJuHGUoKvDIGtrUKyvFpV8hmgj5ZFE/s1600/2009-Husqvarna-TE450a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilGtoDoQvrsRc2xKsd0uiZ097GMAywnJGqHIzuG7pwlT4VZ6MvwzqNmYG7HE7Sye31Mw_LQmEYXFIE8DZS2T806ZZB03hgoNsUQfyA01WA2KzvbyJuHGUoKvDIGtrUKyvFpV8hmgj5ZFE/s200/2009-Husqvarna-TE450a-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOombxZDPKgAkvNSmah_B9qeDhB5hCuux6OzzaO2ggvDa2Uydg2NwCgJjexSkiYCgvRjSpIEKIDekWmoxGxGaGZyCykteDwN5WKkQYZYR3o8LOrY4-P-ccSVJ0Vkozwvv1g40SB1i0DYQ/s1600/2009-Husqvarna-TE450b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOombxZDPKgAkvNSmah_B9qeDhB5hCuux6OzzaO2ggvDa2Uydg2NwCgJjexSkiYCgvRjSpIEKIDekWmoxGxGaGZyCykteDwN5WKkQYZYR3o8LOrY4-P-ccSVJ0Vkozwvv1g40SB1i0DYQ/s200/2009-Husqvarna-TE450b-small.jpg" width="200" /></a></div> <b>Husqvarna TE450, 2009</b></div><br />
<b>Specifications</b><br />
Engine<br />
Type Single cylinder, 4-stroke, DOHC, 4 valve<br />
Bore 97 mm<br />
Stroke 60.76 mm<br />
Displacement 449 cc<br />
Compression ratio 12.9 : 1<br />
Starting Electric and Kick (with automatic decompressor)<br />
Cooling Liquid-cooled<br />
Radiator 2<br />
Lubrication Dry sump with 2 oil pump rotors and cartridge filter<br />
Ignition Electronic, inductive discharge, with adjustable advance (digital control)<br />
Spark plug type NGK CR 8EB<br />
Spark plug gap 0.7 mm<br />
Fuel system Electronic injection feed<br />
Clutch Wet, multi-plate, hydraulic control<br />
Driving disc number 8<br />
Driven disc number 7<br />
<br />
<b>Chassis</b><br />
Type Steel single tube cradle with steel round tubes<br />
Rear frame in light alloy<br />
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment<br />
Fork leg diameter 50 mm<br />
Fork travel 300 mm<br />
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment. Compression and rebound adjustment (compression stroke - double adjustment)<br />
Rear wheel travel 296 mm<br />
Front brake 260 mm BREMBO fixed disc "wave" type with hydraulic control and floating caliper<br />
Rear brake 240 mm BREMBO floating disc "wave" type with hydraulic control and floating caliper<br />
Rim front 1.60" x 21", light alloy<br />
Rim rear 2.15" x 18", light alloy<br />
Tyre front 90/90-21" MICHELIN Enduro Competition 3<br />
Tyre rear 140/80-18" MICHELIN Enduro Competition 3<br />
<div style="text-align: justify;"><br />
<b>Electrical Equipment</b><br />
Voltage 12 V<br />
Head light 35/35 W<br />
Pilot light 3 W<br />
Tail light 5 W<br />
Stop light 21 W<br />
Turn signal 10 W<br />
Warning lights 1.2 W<br />
Battery 12 V - 6 Ah </div><div style="text-align: justify;"><br />
</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-25916023343864411352011-05-10T17:35:00.001-07:002011-06-08T17:57:41.396-07:00Harley-Davidson FLHTCU Ultra Classic Electra Glide, 2009<div style="text-align: center;"><b>Harley-Davidson FLHTCU Ultra Classic Electra Glide, 2009 </b></div><div style="text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOcJprPB5pN7Hwb-62iWFUy9tz1_6q3Z3yiQCN2lbT1Oq8MOhvhjjehAp-y4xfaGEJU_-Poq0HfSLNEZV00GSbkulGkYR-cK9sp6nUjL1NjWGYGFp3jl0Tv1h2ks4Rqn5Fmh1ML1rYido/s1600/2009-Harley-Davidson-CVO-FLHTCUSE4-CVO-UltraClassicElectraGlidee-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="221" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOcJprPB5pN7Hwb-62iWFUy9tz1_6q3Z3yiQCN2lbT1Oq8MOhvhjjehAp-y4xfaGEJU_-Poq0HfSLNEZV00GSbkulGkYR-cK9sp6nUjL1NjWGYGFp3jl0Tv1h2ks4Rqn5Fmh1ML1rYido/s320/2009-Harley-Davidson-CVO-FLHTCUSE4-CVO-UltraClassicElectraGlidee-small.jpg" width="320" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjs_H8naBpnHGuEMAlaVZmNyBeZO8SlH4N_WEeDqRPXv3FIBX3eMPfDv2igUDotZ0boro7GGHhWEMsTAuMA2Uaob2RYk4yysUiW-XDQ6AekCYnVN4LFTMFN-hgwrsI8dZaRPoi_cXf_PM/s1600/2009-Harley-Davidson-CVO-FLHTCUSE4-CVO-UltraClassicElectraGlideb-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="227" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjjs_H8naBpnHGuEMAlaVZmNyBeZO8SlH4N_WEeDqRPXv3FIBX3eMPfDv2igUDotZ0boro7GGHhWEMsTAuMA2Uaob2RYk4yysUiW-XDQ6AekCYnVN4LFTMFN-hgwrsI8dZaRPoi_cXf_PM/s320/2009-Harley-Davidson-CVO-FLHTCUSE4-CVO-UltraClassicElectraGlideb-small.jpg" width="320" /></a></div><div style="text-align: center;"><br />
</div><div style="text-align: center;"><b>Specifications</b></div><div style="text-align: center;">Dimensions<br />
Length 98.63 in. (2505.20 mm)<br />
Overall Width 38 in. (965.20 mm)<br />
Overall Height 61 in. (1549.40 mm)<br />
Seat Height:<br />
• Laden2: 27.30 in. (693.42 mm)<br />
• Unladen: 30.70 in. (779.78 mm)<br />
Ground Clearance 5.10 in. (129.54 mm)<br />
Rake (steering head) 26°<br />
Fork Angle 29.25°<br />
Trail 6.69 in. (169.93 mm)<br />
Wheelbase 63.54 in. (1613.92 mm)<br />
<br />
Tires (Dunlop® Harley-Davidson Series, bias narrow whitewall):<br />
• Front – D407F NW 130/80B17 65H<br />
• Rear – D407 NW 180/65B16 81H<br />
Fuel Capacity 6 gal. (22.71 L)<br />
(warning light at approximately 1 gal.)<br />
Oil Capacity (w/filter) 4 qts. (3.79 L)<br />
Transmission Capacity 1 qts. (0.95 L)<br />
Primary Chain<br />
Case Capacity11 1.40 qts. (1.32 L)<br />
Weight:<br />
• As Shipped 852 lbs. (386.46 kg)<br />
• In Running Order 889 lbs. (403.24 kg)<br />
• Gross Vehicle Weight Rating 1360 lbs. (616.89 kg)<br />
• Gross Axle Weight Rating<br />
• Front 500 lbs. (226.80 kg)<br />
• Rear 927 lbs. (420.48 kg)<br />
<br />
Engine<br />
Engine3 Air-cooled, Twin Cam 96™<br />
Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two valves per cylinder<br />
Bore x Stroke 3.75 in. x 4.38 in. (95.25 mm x 111.25 mm)<br />
Displacement3 96 cu. in. (1573.16 cc)<br />
Compression Ratio 9.2:1<br />
Fuel System9 Electronic Sequential Port Fuel Injection (ESPFI)<br />
Air Cleaner Fiberglass, washable<br />
Lubrication System Pressurized, dry-sump<br />
<br />
Drivetrain<br />
Primary Drive Chain, 34/46 ratio<br />
Final Drive Belt, 32/68 ratio<br />
Clutch 9-plate, wet<br />
Transmission 6-Speed Cruise Drive®<br />
Gear Ratios (overall): U.S. HDI JPN<br />
• 1st 9.593 9.593 9.593<br />
• 2nd 6.650 6.650 6.650<br />
• 3rd 4.938 4.938 4.938<br />
• 4th 4.000 4.000 4.000<br />
• 5th 3.407 3.407 3.407<br />
• 6th 2.875 2.875 2.875<br />
<br />
Chassis<br />
Frame Mild steel; tubular frame; two-piece stamped and welded backbone; cast and forged junctions; twin downtubes; bolt-on rear frame with forged fender supports; MIG welded<br />
Swingarm Mild steel; two-piece drawn and welded section; forged junctions; MIG welded<br />
Front Forks 41.30 mm telescopic, cartridge-style damping<br />
Rear Shocks Air-adjustable<br />
<br />
Wheels4 (Chrome, Profile Laced Aluminum option): Black, 28-spoke Cast Aluminum<br />
• Front 17 in. x 3 in. (431.80 mm x 76.20 mm)<br />
• Rear 16 in. x 5 in. (406.40 mm x 127 mm)<br />
<br />
Brakes:<br />
• Caliper Type 32 mm, 4-piston fixed front and rear<br />
• Rotor Type Patented, fixed rotors<br />
(diameter x width):<br />
• Front (dual) 11.81 in. x .20 in. (299.97 mm x 5.08 mm)<br />
• Rear 11.81 in. x .28 in. (299.97 mm x 7.11 mm)<br />
• Anti-Lock Braking System (option) Available<br />
Suspension Travel:<br />
• Front Wheel 4.60 in. (116.84 mm)<br />
• Rear Wheel 3 in. (76.20 mm)<br />
Engineered for Sidecar Use Available<br />
<br />
Performance<br />
Engine Torque5 (per SAE J1349):<br />
• North America 92.60 ft. lbs. @ 3500 rpm (125.57 NM @ 3500 rpm)<br />
• World 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)<br />
• France opt. Germany 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)<br />
• Japan 86.90 ft. lbs. @ 2500 rpm (117.84 NM @ 2500 rpm)<br />
<br />
Lean Angle (per SAE J1168):<br />
• Right 33°<br />
• Left 31°<br />
<br />
Fuel Economy7<br />
(EPA urban/highway test) 35/54 mpg (6.72/4.36 L/100 km)<br />
<br />
Electric<br />
Battery (per Battery Council International Rating)<br />
Sealed, maintenance-free, 12V, 28-amp/hour, 270 cca<br />
Charging Three-phase, 50-amp system (585W @ 13V, 2000 rpm, 650W max power @ 13V)<br />
Starting 1.2 kW electric with solenoid shift starter motor engagement<br />
Lights (as per country regulation):<br />
• Headlamp (quartz halogen) 55-watt low beam, 60-watt high beam<br />
• Auxiliary Lamps Two @ 35W each (except where prohibited by law)<br />
• Tail/Stop Lights 8W/28W (5W/21W)<br />
• Turn Signal Lights 28W (21W) self-canceling<br />
• Indicator Lamps: High beam, running lights, front fender running lights, directional light bar, low oil pressure, engine diagnostics, cruise control, speakers, accessory, security system6 (optional), 6-speed, low fuel warning, ABS (optional)</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-24484762562409102722011-05-10T17:35:00.000-07:002011-06-08T17:57:52.182-07:00Harley-Davidson FLHT Electra Glide Standard, 2009<div style="text-align: center;"><b>Harley-Davidson FLHT Electra Glide Standard, 2009</b></div><div style="text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgi5_VeeDgG_yBHs325nwZwHohDGciz57P5SiTFPxTMUMXJ59QSSXjmA1NwirMX2Y_5f_B-ZT9TvHXAL5PywqNnq8e03i56GhIfuzaZ6aTxa2IkV5yotHjU25Dc_JtRW2X_nDXObljGkAk/s1600/2009-Harley-Davidson-Touring-FLHTElectraGlideStandarda-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="292" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgi5_VeeDgG_yBHs325nwZwHohDGciz57P5SiTFPxTMUMXJ59QSSXjmA1NwirMX2Y_5f_B-ZT9TvHXAL5PywqNnq8e03i56GhIfuzaZ6aTxa2IkV5yotHjU25Dc_JtRW2X_nDXObljGkAk/s400/2009-Harley-Davidson-Touring-FLHTElectraGlideStandarda-small.jpg" width="400" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcLCcxCJ_g8TLkM53hDoBPHrJRBO0Rp9iWi6C_UHECXAo6z3RJiGsB7HCEE6nsZ64DtbhGu8FUX96c4d7Rp_NjFoctgWNxvkqYtmbOBRzR_cuDU6iipWUEI_-XA2abKM7v07wezy3-nLg/s1600/2009-Harley-Davidson-Touring-FLHTElectraGlideStandardb-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="326" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcLCcxCJ_g8TLkM53hDoBPHrJRBO0Rp9iWi6C_UHECXAo6z3RJiGsB7HCEE6nsZ64DtbhGu8FUX96c4d7Rp_NjFoctgWNxvkqYtmbOBRzR_cuDU6iipWUEI_-XA2abKM7v07wezy3-nLg/s400/2009-Harley-Davidson-Touring-FLHTElectraGlideStandardb-small.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjx11e1dc5jP-MfliDkEMuE2hwBwrNMPDqa47yQK6Iu3oSR0rn3ENke4czeaTP_hGr7uIq33uQalOWMxtS71HWukUyShAlySjUej58q_g7D4xa5QbMdrqkfTWAd7k-Fqicg7AJ7ueOg8ik/s1600/2009-Harley-Davidson-Touring-FLHTElectraGlideStandardc-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjx11e1dc5jP-MfliDkEMuE2hwBwrNMPDqa47yQK6Iu3oSR0rn3ENke4czeaTP_hGr7uIq33uQalOWMxtS71HWukUyShAlySjUej58q_g7D4xa5QbMdrqkfTWAd7k-Fqicg7AJ7ueOg8ik/s400/2009-Harley-Davidson-Touring-FLHTElectraGlideStandardc-small.jpg" width="262" /></a></div><div style="text-align: center;"> <b>USA Specifications</b><br />
Dimensions<br />
Length 95.02 in. (2413.51 mm)<br />
Overall Width 38 in. (965.20 mm)<br />
Overall Height 61 in. (1549.40 mm)<br />
Seat Height:<br />
• Laden2: 27.30 in. (693.42 mm)<br />
• Unladen: 30.70 in. (779.78 mm)<br />
Ground Clearance 5.10 in. (129.54 mm)<br />
Rake (steering head) 26°<br />
Fork Angle 29.25°<br />
Trail 6.69 in. (169.93 mm)<br />
Wheelbase 63.54 in. (1613.92 mm)</div><div style="text-align: center;"><br />
Tires (Dunlop® Harley-Davidson Series, bias blackwall front and rear):<br />
• Front – D407F BW 130/80B17 65H<br />
• Rear – D407 BW 180/65B16 81H<br />
Fuel Capacity 6 gal. (22.71 L) (warning light at approximately 1 gal.)<br />
Oil Capacity (w/filter) 4 qts. (3.79 L)<br />
Transmission Capacity 1 qts. (0.95 L)<br />
Primary Chain<br />
Case Capacity11 1.40 qts. (1.32 L)<br />
<br />
Weight:<br />
• As Shipped 774 lbs. (351.08 kg)<br />
• In Running Order 811 lbs. (367.86 kg)<br />
• Gross Vehicle Weight Rating 1360 lbs. (616.89 kg)<br />
• Gross Axle Weight Rating<br />
• Front 500 lbs. (226.80 kg)<br />
• Rear 927 lbs. (420.48 kg)<br />
<br />
Engine<br />
Engine3 Air-cooled, Twin Cam 96™<br />
Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two valves per cylinder<br />
Bore x Stroke 3.75 in. x 4.38 in. (95.25 mm x 111.25 mm)<br />
Displacement3 96 cu. in. (1584 cc)<br />
Compression Ratio 9.2:1<br />
Fuel System9 Electronic Sequential Port Fuel Injection (ESPFI)<br />
Air Cleaner Fiberglass, washable<br />
Lubrication System Pressurized, dry-sump<br />
<br />
Drivetrain<br />
Primary Drive Chain, 34/46 ratio<br />
Final Drive Belt, 32/68 ratio<br />
Clutch 9-plate, wet<br />
Transmission 6-Speed Cruise Drive®<br />
Gear Ratios (overall): U.S. HDI JPN<br />
• 1st 9.593 9.593 9.593<br />
• 2nd 6.650 6.650 6.650<br />
• 3rd 4.938 4.938 4.938<br />
• 4th 4.000 4.000 4.000<br />
• 5th 3.407 3.407 3.407<br />
• 6th 2.875 2.875 2.875<br />
<br />
Chassis<br />
Frame Mild steel; tubular frame; two-piece stamped and welded backbone; cast and forged junctions; twin downtubes; bolt-on rear frame with forged fender supports; MIG welded<br />
Swingarm Mild steel; two-piece drawn and welded section; forged junctions; MIG welded<br />
Front Forks 41.30 mm telescopic, cartridge-style damping<br />
Rear Shocks Air-adjustable<br />
<br />
Wheels4: Black, 28-spoke Cast Aluminum<br />
• Front 17 in. x 3 in. (431.80 mm x 76.20 mm)<br />
• Rear 16 in. x 5 in. (406.40 mm x 127.00 mm)<br />
<br />
Brakes:<br />
• Caliper Type 32 mm, 4-piston fixed front and rear<br />
• Rotor Type Patented, fixed rotors<br />
(diameter x width):<br />
• Front (dual) 11.81 in. x .20 in. (299.97 mm x 5.08 mm)<br />
• Rear 11.81 in. x .28 in. (299.97 mm x 7.11 mm)<br />
• Anti-Lock Braking System (option) Available</div><div style="text-align: center;"><br />
Suspension Travel:<br />
• Front Wheel 4.60 in. (116.84 mm)<br />
• Rear Wheel 3 in. (76.20 mm)<br />
Engineered for Sidecar Use Available<br />
<br />
Performance<br />
Engine Torque5 (per SAE J1349):<br />
• North America 92.60 ft. lbs. @ 3500 rpm (125.57 NM @ 3500 rpm)<br />
• World 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)<br />
• France opt. Germany 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)<br />
• Japan 86.90 ft. lbs. @ 2500 rpm (117.84 NM @ 2500 rpm)<br />
<br />
Lean Angle (per SAE J1168):<br />
• Right 33°<br />
• Left 31°<br />
<br />
Fuel Economy7<br />
(EPA urban/highway test) 35/54 mpg (6.72/4.36 L/100 km)<br />
<br />
Electric<br />
Battery (per Battery Council International Rating)<br />
Sealed, maintenance-free, 12V, 28-amp/hour, 270 cca<br />
Charging Three-phase, 50-amp system (585W @ 13V, 2000 rpm, 650W max power @ 13V)<br />
Starting 1.2 kW electric with solenoid shift starter motor engagement<br />
Lights (as per country regulation):<br />
• Headlamp (quartz halogen) 55-watt low beam, 60-watt high beam<br />
• Auxiliary Lamps Two @ 35W each (except where prohibited by law)<br />
• Tail/Stop Lights 8W/28W (5W/21W)<br />
• Turn Signal Lights 28W (21W) self-canceling<br />
• Indicator Lamps: High beam, running lights, front fender light, directional light bar, neutral, low oil pressure, engine diagnostics, turn signals, security system6 (optional), 6-speed, low fuel warning, cruise control (optional), ABS (optional)</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-63057496729417460162011-05-03T05:11:00.000-07:002011-05-03T05:11:32.532-07:00Ural Sahara, 2009<div style="text-align: center;"><b>Ural Sahara, 2009</b></div><div style="text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgC-vVgwArm_r361QN6HDgx8u5uOXhM7NNgJ9l8s7ky2_OWfyHqWGLQG_aRlaJ5592nyCxwYXPi3cdxk_09sGP41JfWlkFkX5hBdnECls_tbZj62YMgm8UojynQ69ZVeXkvjlFmsSed0EY/s1600/2009-Ural-Saharaa-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgC-vVgwArm_r361QN6HDgx8u5uOXhM7NNgJ9l8s7ky2_OWfyHqWGLQG_aRlaJ5592nyCxwYXPi3cdxk_09sGP41JfWlkFkX5hBdnECls_tbZj62YMgm8UojynQ69ZVeXkvjlFmsSed0EY/s200/2009-Ural-Saharaa-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_RtTOxjxMOFJA-xcILvY53yKPvBxvvWe7KkKAwTQw7tbmbqhFa-wR2OFPuUFItHrjG16lUt49xCCYqsLUmbFg39ZwVJLFbT2VhWKOLA-b_fbTrgpTFYLgvo6Bb04pwVNHWxpFqOvaEIg/s1600/2009-Ural-Saharab-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="161" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_RtTOxjxMOFJA-xcILvY53yKPvBxvvWe7KkKAwTQw7tbmbqhFa-wR2OFPuUFItHrjG16lUt49xCCYqsLUmbFg39ZwVJLFbT2VhWKOLA-b_fbTrgpTFYLgvo6Bb04pwVNHWxpFqOvaEIg/s200/2009-Ural-Saharab-small.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqKLZm-OvRs3iLkGl2wcITgL8IrGnGl4FfvwrVsX8jCb-isJkFGigzEUFhae-nIoj1SA0ok9x8N1XxuUHg7YBfWXF_GFAqb_fgOk4hlYVnRFLchPDod66FQEjqbRrJdMJUIzJ_cf9YVyw/s1600/2009-Ural-Saharac-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqKLZm-OvRs3iLkGl2wcITgL8IrGnGl4FfvwrVsX8jCb-isJkFGigzEUFhae-nIoj1SA0ok9x8N1XxuUHg7YBfWXF_GFAqb_fgOk4hlYVnRFLchPDod66FQEjqbRrJdMJUIzJ_cf9YVyw/s200/2009-Ural-Saharac-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSw0slvkP8Lhgn_e26RDI7tyfXOlnuWbE9uBqrlyq8a8MwDPJUmynmb4T9CmcWBE82wrlh_P4ANeBJm8Oi-oRcQZNJ3BOxnVDGNTSK4ZHgPX9aA-pm7HHi-hpZAPYJHGMw4nvw5lKRPfU/s1600/2009-Ural-Saharad-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSw0slvkP8Lhgn_e26RDI7tyfXOlnuWbE9uBqrlyq8a8MwDPJUmynmb4T9CmcWBE82wrlh_P4ANeBJm8Oi-oRcQZNJ3BOxnVDGNTSK4ZHgPX9aA-pm7HHi-hpZAPYJHGMw4nvw5lKRPfU/s200/2009-Ural-Saharad-small.jpg" width="200" /></a></div><div style="text-align: center;"><b> Specifications</b></div><div style="text-align: center;">MSRP: $13,949 excluding taxes, title and licensing, registration, destination charges and dealer setup. Dealer prices may vary and are subject to change.<br />
<br />
Model number IMZ-8.1037<br />
Dimensions (L x W x H) 2580 x 1700 x 1100 mm / 101.6 x 66.9 x 43.3 inches<br />
Seat height 785 mm / 30.9 inches<br />
Road clearance 125 mm / 4.9 inches<br />
Dry weight 335 kg / 739 lbs<br />
Recommended max speed 95 km/h / 62 mph<br />
Engine OHV Air-cooled, four-stroke, flat twin cylinder<br />
Bore & Stroke 78 & 78 mm<br />
Compression ratio 8.6:1<br />
Displacement 749 cc<br />
Rated 40 HP @ 5600 RPM<br />
Carburetion Twin KEIHIN L 22 AA Carburetors<br />
Clutch Dry double disc<br />
Rated Torque @ 4000 RPM 52 Nm / 38 ft-lbs<br />
Alternator (14 Volt) 55 Amps / 770 Watts<br />
Starting Electric and Kick-start<br />
Gearbox 4 forward, 1 reverse, shaft drive<br />
Fuel 91 Octane Unleaded<br />
Tank Capacity 19 liters / 5.0 US gallons<br />
Front Brakes Front - BREMBO disk brake<br />
Rear Brakes Rear and sidecar wheel - IMZ drum brake<br />
Ignition Electronic<br />
Front suspension Leading link forks<br />
Rear suspension Hydraulic spring shock absorbers<br />
Wheels 19", chrome steel spokes and cast aluminum hubs<br />
<br />
Special features Standard specifications include engageable sidecar drive shaft, main fairing for the driver, front sidecar bumper, gas canister, shovel, spotlight, luggage rack and spare tire. For further details, please contact your selling dealer.</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-3942216476663321252011-05-03T05:09:00.000-07:002011-05-03T05:09:56.758-07:00Husqvarna TE310, 2009<div style="text-align: center;"><b>Husqvarna TE310, 2009</b></div><div style="text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgoI_N05LaSLfqE0f6wkoF6hMJX3rUNx1Jqh-n5fLDZ5anSv2V1a3qpheG5H8w5BC_KmBcsnYLtnxYlGuPDgSKDtPsTh1mMYseEFaF4lyfDbSgrBXUYomvkr0BxPRIQN58Vk5qRRsoyKvU/s1600/2009-Husqvarna-TE310a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgoI_N05LaSLfqE0f6wkoF6hMJX3rUNx1Jqh-n5fLDZ5anSv2V1a3qpheG5H8w5BC_KmBcsnYLtnxYlGuPDgSKDtPsTh1mMYseEFaF4lyfDbSgrBXUYomvkr0BxPRIQN58Vk5qRRsoyKvU/s200/2009-Husqvarna-TE310a-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijuXIyBpaPJwU1BXJyBDx6TQQBnItyuc4uRMpQKxe3trn7WnL-aKM-nSGle_U-3qoAGE_TCKnMXXz7bGnfydpo1gL_E7eNTvdaKcJ7R5ipreTL1KJ87l5yOY44q76C5w49LqgDrfFFEHw/s1600/2009-Husqvarna-TE310b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijuXIyBpaPJwU1BXJyBDx6TQQBnItyuc4uRMpQKxe3trn7WnL-aKM-nSGle_U-3qoAGE_TCKnMXXz7bGnfydpo1gL_E7eNTvdaKcJ7R5ipreTL1KJ87l5yOY44q76C5w49LqgDrfFFEHw/s200/2009-Husqvarna-TE310b-small.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhh0SRGYLA1XtNlJzrKrg9RcJ6Mml5YoNC0lEKVgJ-5pwjTBscLA9tYaJjbWPwmnYKPNr2Thyphenhyphenc4Ew8v_ayiKFvzpLGZROQGPKKB3hCz2JuOiCmEwxRmmJCuY5x4COF-me9s9G8BVhKuonE/s1600/2009-Husqvarna-TE310c-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhh0SRGYLA1XtNlJzrKrg9RcJ6Mml5YoNC0lEKVgJ-5pwjTBscLA9tYaJjbWPwmnYKPNr2Thyphenhyphenc4Ew8v_ayiKFvzpLGZROQGPKKB3hCz2JuOiCmEwxRmmJCuY5x4COF-me9s9G8BVhKuonE/s200/2009-Husqvarna-TE310c-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEKQWg0Dimr5o4GCC5fX8pMhITWYdOQ9biqXqDNzZMlswvIivgzJNWBv3X20-9wkL5cMyPBYWE3bun7iJs68vz7ff6Br67BpWUnlbeI9sSrOBNEoEveT7Bf1Iof7S_ofOnStOqjNvW-AE/s1600/2009-Husqvarna-TE310d-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEKQWg0Dimr5o4GCC5fX8pMhITWYdOQ9biqXqDNzZMlswvIivgzJNWBv3X20-9wkL5cMyPBYWE3bun7iJs68vz7ff6Br67BpWUnlbeI9sSrOBNEoEveT7Bf1Iof7S_ofOnStOqjNvW-AE/s200/2009-Husqvarna-TE310d-small.jpg" width="200" /></a></div><div style="text-align: center;"> <b>Specifications</b></div><div style="text-align: center;">Engine<br />
Type Single cylinder, 4-stroke, DOHC, 4 valve<br />
Bore 83 mm<br />
Stroke 55 mm<br />
Displacement 297.6 cc<br />
Compression ratio 12.9 : 1<br />
Starting Electric and Kick (with automatic decompressor)<br />
Cooling Liquid-cooled<br />
Radiator 2<br />
Lubrication Dry sump with 2 oil pump rotors and cartridge filter<br />
Ignition Electronic, inductive discharge, with adjustable advance (digital control)<br />
Spark plug type NGK CR 8EB<br />
Spark plug gap 0.7 mm<br />
Fuel system electronic injection feed<br />
Clutch Wet, multi-plate, hydraulic control<br />
Driving disc number 7<br />
Driven disc number 6<br />
<br />
<b>Chassis</b><br />
Type Steel single tube cradle with steel round tubes<br />
Rear frame in light alloy<br />
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment<br />
Fork leg diameter 50 mm<br />
Fork travel 300 mm<br />
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment. Compression and rebound adjustment (compression stroke - double adjustment)<br />
Rear wheel travel 296 mm<br />
Front brake 260 mm BREMBO fixed disc "wave" type with hydraulic control and floating caliper<br />
Rear brake 240 mm BREMBO floating disc "wave" type with hydraulic control and floating caliper<br />
Rim front 1.60" x 21", light alloy<br />
Rim rear 2.15" x 18", light alloy<br />
Tyre front 90/90-21" MICHELIN Enduro Competition 3<br />
Tyre rear 120/90-18" MICHELIN Enduro Competition 3<br />
<br />
<b>Electrical Equipment</b><br />
Voltage 12 V<br />
Head light 35/35 W<br />
Pilot light 3 W<br />
Tail light 5 W<br />
Stop light 21 W<br />
Turn signal 10 W<br />
Battery 12 V - 6 Ah</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-59737459797740510062011-05-03T05:06:00.000-07:002011-05-03T05:06:31.066-07:00Husqvarna TE250 Specifications, 2009<div style="text-align: center;"><b>Husqvarna TE250 Specifications, 2009</b></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjK9eyk63QNkX7G-EGr84M2CoMO-nA2-R2mwcHIAeuTxoh_8ZIJZQblicI8SitdUqUvWHnl7_caseFMPmkVK58qZesn7_NC0-HSo5-yw9nvOEIdeN05li7QO_BpV67Rdl82acb9E990Mac/s1600/2009-Husqvarna-TE250b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjK9eyk63QNkX7G-EGr84M2CoMO-nA2-R2mwcHIAeuTxoh_8ZIJZQblicI8SitdUqUvWHnl7_caseFMPmkVK58qZesn7_NC0-HSo5-yw9nvOEIdeN05li7QO_BpV67Rdl82acb9E990Mac/s200/2009-Husqvarna-TE250b-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYdBSsVLhLI4BRFzz1w6wVhqWAqkUylf3so4JHGNPbDzTmUjRpU2SPze1UXrTqsNDFqPjVh_iTrheO-2SWojJ5g19ij0I0q9hPJpN92I0bSOGiyIyd_i4P-glZmcImf3IeM-GOev23aN4/s1600/2009-Husqvarna-TE250a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYdBSsVLhLI4BRFzz1w6wVhqWAqkUylf3so4JHGNPbDzTmUjRpU2SPze1UXrTqsNDFqPjVh_iTrheO-2SWojJ5g19ij0I0q9hPJpN92I0bSOGiyIyd_i4P-glZmcImf3IeM-GOev23aN4/s200/2009-Husqvarna-TE250a-small.jpg" width="200" /></a></div><br />
<div style="text-align: center;"><b>Engine</b><br />
Type Single cylinder, 4-stroke, DOHC, 4 valve<br />
Bore 76 mm<br />
Stroke 55 mm<br />
Displacement 249.5 cc<br />
Compression ratio 12.9 : 1<br />
Starting Electric and Kick (with automatic decompressor)<br />
Cooling Liquid-cooled<br />
Radiator 2<br />
Lubrication Dry sump with 2 oil pump rotors and cartridge filter<br />
Ignition Electronic, inductive discharge, with adjustable advance (digital control)<br />
Spark plug type NGK CR 8EB<br />
Spark plug gap 0.7 mm<br />
Fuel system electronic injection feed<br />
Clutch Wet, multi-plate, hydraulic control<br />
Driving disc number 7<br />
Driven disc number 6<br />
<br />
<b>Chassis</b><br />
Type Steel single tube cradle with steel round tubes<br />
Rear frame in light alloy<br />
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment<br />
Fork leg diameter 50 mm<br />
Fork travel 300 mm<br />
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment. Compression and rebound adjustment (compression stroke - double adjustment)<br />
Rear wheel travel 296 mm<br />
Front brake 260 mm BREMBO fixed disc "wave" type with hydraulic control and floating caliper<br />
Rear brake 240 mm BREMBO floating disc "wave" type with hydraulic control and floating caliper<br />
Rim front 1.60" x 21", light alloy<br />
Rim rear 2.15" x 18", light alloy<br />
Tyre front 90/90-21" MICHELIN Enduro Competition 3<br />
Tyre rear 120/90-18" MICHELIN Enduro Competition 3<br />
Electrical Equipment<br />
Voltage 12 V<br />
Head light 35/35 W<br />
Pilot light 3 W<br />
Tail light 5 W<br />
Stop light 21 W<br />
Turn signal 10 W<br />
Battery 12 V - 6 Ah </div><div style="text-align: center;"><br />
</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-59482117513751089762011-04-28T17:57:00.000-07:002011-04-28T17:57:22.744-07:00Suzuki KingQuad 750AXi 4x4, 2009<div style="text-align: center;"><b>Suzuki KingQuad 750AXi 4x4, 2009</b></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJ2QkTx0I-4Tnz34g5BZRxstAnszObe5-rBWGQ4hTPtwFZBNAOErnKiiGb_jqbEn63OMgGPRUfBFlWJMa3hhb67xSh6RJWaKEKC1cdgD1pWsQusoz3M6wTJQDUD1DS6IPz9i8aHS2oEWU/s1600/2009-Suzuki-KingQuad750AXi4x4a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJ2QkTx0I-4Tnz34g5BZRxstAnszObe5-rBWGQ4hTPtwFZBNAOErnKiiGb_jqbEn63OMgGPRUfBFlWJMa3hhb67xSh6RJWaKEKC1cdgD1pWsQusoz3M6wTJQDUD1DS6IPz9i8aHS2oEWU/s400/2009-Suzuki-KingQuad750AXi4x4a-small.jpg" width="400" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhM4eZ0vhCOZOFWOU4cXw1EbVqUquMwuSOJO-CiN27awmoSc0L82aPl3P7qi5azb7LfrkhTCRSVm_U1wq-Xk34giF6XeOU1L8PL2ThsBv7ZgxMO1DaTERh26A5kvYgf2AT09D7PvWcAKsk/s1600/2009-Suzuki-KingQuad750AXi4x4b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhM4eZ0vhCOZOFWOU4cXw1EbVqUquMwuSOJO-CiN27awmoSc0L82aPl3P7qi5azb7LfrkhTCRSVm_U1wq-Xk34giF6XeOU1L8PL2ThsBv7ZgxMO1DaTERh26A5kvYgf2AT09D7PvWcAKsk/s400/2009-Suzuki-KingQuad750AXi4x4b-small.jpg" width="400" /></a></div><div style="text-align: justify;">The Suzuki KingQuad 750 is an ATV like no other. Just like when it built the first four-wheeler, Suzuki bestowed upon its newest ATV both functional and sporting features. This new KingQuad 750 is designed to be not only the best all-around sport/utility ATV currently made, but the best QuadRunner ATV Suzuki has ever manufactured.<br />
<br />
The KingQuad 750 is powered by a single-cylinder liquid-cooled DOHC engine with a bore-and-stroke of 104mm x 85mm - displacing 722cc. The big bore helps this four-stroke develop abundant torque, especially in the low- to mid-rpm range. The fuel-air mixture is delivered efficiently via Suzuki's own fuel-injection system, featuring technology tested through years of development in high-performance motorcycles. Advantages of the KingQuad 750's fuel injection system include reduced fuel consumption overall. Also, there are no choke operations or carburetor settings to consider. Electronic fuel injection provides better throttle response and smoother engine power than a mechanical carburetor. Finally, the KingQuad 750 has the ultimate power-delivery drivetrain and transmission with three drive modes available: two-wheel drive, four-wheel drive, and front differential-locked four-wheel drive.<br />
<br />
Built around an all-new high-tensile steel frame, the KingQuad's suspension is fully independent. It's designed to maintain the necessary rigidity of a hard-working utility ATV as well as the light weight of an easily manageable recreational four-wheeler. New front and rear brake systems help smoothly slow the KingQuad 750 -- the front end features hydraulic brakes with 200mm discs at each wheel. The KingQuad 750 rides on newly designed, 25-inch, bias-ply Dunlop tires mounted on pressed-aluminum-alloy wheels.<br />
With its high-arched fenders and sharp headlights, the Suzuki KingQuad 750 combines sporty appeal with utility strength.<br />
<br />
Engine Features<br />
Liquid-cooled 996cc, 90 degree V-twin, DOHC 8-valve, engine - tuned for strong low & mid-range torque<br />
Electronic fuel injection features the Suzuki Dual Throttle Valve System (SDTV) - maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and improved engine torque<br />
Auto Fast Idling System (AFIS), automatically sets throttle valve opening during cold engine starts by monitoring coolant temperature<br />
<br />
Digital ignition system provides optimum ignition timing with separate maps for each cylinder<br />
Semi-gear driven valve system simplifies maintenance and minimizes cam sprocket size and engine height for optimum engine placement<br />
Lightweight shim-under-bucket valve system operates 36mm intake and 33mm exhaust valves, plus valve timing with emphasis on low-rpm power<br />
<br />
SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation<br />
<br />
Wide-ratio 6-speed transmission with 6th gear over-drive and wide-diameter hydraulic clutch for a light pull at the clutch lever<br />
High-efficiency liquid cooling system for optimum engine operating temperature - includes compact oil cooler<br />
Lightweight magnesium valve covers, ignition cover, and sound-deadening plastic outer clutch cover<br />
High-mounted stainless steel exhaust system with aluminum mufflers tuned to enhance engine torque output<br />
PAIR - air injection system reduces CO and HC emissions - California model equipped with catalyst in exhaust to further reduce emissions<br />
<br />
Chassis Features<br />
Black-painted frame and swingarm for stylish appearance<br />
Sport-styled front fairing for wind protection, plus large comfortable seat, engine guard, and hand guards - fairing includes large multi-reflector 60/55W headlights<br />
Height-adjustable windshield for increased wind protection and comfort - can be adjusted to three positions in a 50mm vertical range<br />
Easy-to-read instruments with large speedometer and tach dials, plus LCD display for fuel level, engine temperature, odometer, tripmeters and clock<br />
<br />
The standard hand guards designed for maximum wind protection<br />
The Engine undercover shaped for ample ground clearance and sleek appearance<br />
Large rear luggage rack with rubber-padded platform to help keep bags and luggage in place<br />
The aluminum twin-spar frame and aluminum swingarm are lightweight, compact and rigid - bolt-on sub-frame simplifies maintenance<br />
Cartridge-style 43mm front fork with adjustable preload provides 6.3 inches of wheel travel for a comfortable ride<br />
Link-type rear suspension features a piggyback-style shock absorber with adjustable rebound damping and a knob-operated hydraulic preload adjuster - 6.3 inches of wheel travel<br />
<br />
Dual front disc brakes with large 310mm rotors and twin-piston calipers, plus single-disc rear brake with 260mm rotor and single-piston caliper<br />
Lightweight cast aluminum wheels - F: 2.50 x 19 with 110/80R-19 radial tire, R: 4.0 x 17 with 150/70R-17 rear tire<br />
Large 5.8 gallon fuel tank for long-range operation</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-56627980920488546252011-04-28T17:56:00.000-07:002011-04-28T17:56:23.307-07:00Norton NRV588 Road, 2010<div style="text-align: center;"><b>Norton NRV588 Road, 2010</b></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuWe-MyGY-WVh0pNt_26UbLdLsgmnbvK2t7CHy6HGjJRPfJiJsFTN3hxO1LIvAvnsIcC_birsnfEBaHE6yQwIVyRbaSVpQTMGsZjTuo9C2yS5tIYu6yTVENvInAkmfEUDTTsRbbPGWpmM/s1600/2010-Norton-NRV588Raced-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuWe-MyGY-WVh0pNt_26UbLdLsgmnbvK2t7CHy6HGjJRPfJiJsFTN3hxO1LIvAvnsIcC_birsnfEBaHE6yQwIVyRbaSVpQTMGsZjTuo9C2yS5tIYu6yTVENvInAkmfEUDTTsRbbPGWpmM/s400/2010-Norton-NRV588Raced-small.jpg" width="400" /></a></div><br />
<div style="text-align: justify;"><br />
<div style="text-align: center;">This machine was prototyped in 2006 by Brian Crighton and is directly evolved from the racer he designed for the 1995 season. Featured in Motor Cycle News 10 March 1994, it was a projected onward development of the Duckhams Nortons which stormed UK circuits in 1994, when Ian Simpson won the British Supercup championship and team-mate Phil Borley was third.<br />
<br />
Outstanding features of Crighton's latest racer are numerous computer-controlled functions and the retention of the 1994 twin-shock chassis layout, but with a single shock absorber on one side, taking advantage of the SPONDON swingarm's extreme rigidity. Many features on this machine are in common use on racetracks today, showing how far ahead of its time the NRV-588 was when first conceived more than 10 years ago. <br />
<br />
Important Update<br />
The NRV 588cc Rotary engine has been a great success for Norton throughout its years, and due to its success, we have now started to develop the race engine from 588cc to 700cc. Although the 588cc engine is quick and powerful, there are great expectations for the new 700cc rotary engine. As we develop the engine and evaluate it's potential, we will make a further announcement to inform you if the bike will be limited to our works race team or if it will be made available into a road going bike, we expect to know more later this year. <br />
<br />
Specifications<br />
This NRV-588 has an advanced, up-to-date technical specification using computers to control all operations, but the general configuration is as follows:<br />
<br />
Engine<br />
- 588cc twin-rotor Wankel type<br />
- Fuel injected, direct spray into both bell mouths<br />
- Fully variable intake tract to peak maximum torque between 8000-11,000rpm<br />
- Electric water pump<br />
" Ducted fan air cooling for rotors<br />
" Fly-by-wire throttle<br />
<br />
Power<br />
" Projected at 170 BHP @ 11,500 RPM<br />
" Max torque 80 Ibs ft, at variable rpm<br />
<br />
Chassis : Twin spar aluminium, by Spondon<br />
Front Suspension: Ohlins upside-down fork<br />
Rear Suspension: Ohlins specially made long-stroke single-sided direct connection unit<br />
BrakesP: AP Discs with radial mounted front callipers and rear 2 piston brake calliper.<br />
Wheels: Dymag 16.5in<br />
Tyres: Dunlop<br />
Weight: 130kg (dry)<br />
<br />
Alternative ideas for improving sportbike performance usually involve yet another arcane front suspension layout like the Bimota Tesi or BMW's Duolever/ Telelever designs-but rarely has anyone offered an alternative engine. Except for the two-stroke, which became a mainstream concept that eventually has been forced into near extinction by environmental concerns, and not counting the current fascination with renewable fuels, there haven't been any truly innovative concepts in gasoline-powered motorcycle engine design. Well, perhaps except for just one: the Wankel rotary.<br />
<br />
The Norton Rotary Reborn<br />
It's been 20 years since the rotary engine invented by German engineer Felix Wankel back in 1924 made its motorcycle roadracing debut in 1987. Powering the racebikes of the resurgent Norton factory, the rotary's then-superior performance led to eight years of competition that resulted in successive British roadrace titles, points-scoring GP finishes and victory in the Isle of Man TT against the top superbikes of the day. The fact that each Wankel engine cylinder has only three moving parts that simply rotate-compared with myriad moving pieces in a conventional four-stroke piston engine, many of which run at incredibly high velocities only to stop dead a couple of hundred times a second-makes this a plausibly more efficient mechanical solution. Admittedly, the thorny issue of the bike's exact engine capacity was always a matter of controversy. Because the rotary engine's unique three-sided rotor's power stroke occurs twice during a revolution of the crankshaft (actually called the eccentric shaft, basically a camshaft around which the rotor orbits), some claimed that its displacement should be measured by the single rotor-face-swept area of each of the Norton Wankel's two triangular rotors times two. Nonetheless the rules were massaged on an ongoing basis to make sure the crowd-pleasing Nortons could play their role as British underdogs taking on the might of Japan Inc.<br />
<br />
I was able to test each successive year's variant of the Norton rotary racer and found the bikes thrilling to ride, with a good power-to-weight ratio that made them unquestionably fast and with adequate handling. Although the rotary is a dirtier, thirstier design than a conventional four-stroke, it's also lighter and more compact-and potentially more powerful. Just what you need to build a better racebike, as Brian Crighton proved by conceiving the Norton rotary racers that flourished two decades ago. Unfortunately the Nortons withered away after their last race in 1994, thanks to the corporate intrigue that eventually downed the parent company.<br />
<br />
But some people never give up, and for 13 years, the 59-year-old Crighton continued to dream of building a Norton rotary racer as light and powerful as he always knew it had the potential to be. Now, with the financial backing of dedicated Norton enthusiast Roy Richards-founder and chairman of Britain's National Motorcycle Museum, where 16 of the 17 Norton factory rotary racers ever made now reside-Crighton's dream has reached reality. The Norton NRV588 is the bike he always wanted to build.<br />
<br />
An Old Dog With New Tricks<br />
The heart of the NRV588 is obviously the twin-rotor engine, one of the spare '94 Duckhams motors that incredibly hadn't even been opened and serviced since being built that year. Thus original mechanical spec is unchanged, with 9.6:1 compression and original porting (rotaries control intake and exhaust flow timing via ports, just like a two-stroke). But it's now fitted with fuel injection controlled by an Omex ECU using GEMS software, powered by a Yamaha R6 generator and controlling a single injector per rotor in Crighton's own dual 36mm throttle bodies. These are located beneath the required bulge in the front of the fuel tank to allow space for the tall shower-style injectors; they're necessary to permit usage of the NRV588's variable-intake system (hence the "V" in its designation). But while the concept is similar to the MV Agusta and Yamaha systems, the NRVs feature a linear electric servo motor that controls the movement of the telescopic intake trumpets via a gearbox driving a screw. This allows an actual progressive system, instead of the MV and Yamaha systems that only permit two positions. Plus, while the MV/Yamaha systems only allow a maximum of 75mm of variation in length, the Norton's fully progressive system extends over a huge 120mm range. The trumpets are fully extended at low rpm, then begin to contract from 6000 to 8000 rpm.<br />
<br />
Another electric motor controlled by the ECU operates the throttle plates, in a copy of the modular ride-by-wire system on Ducati's MotoGP bikes. This has a conventional throttle cable running from the grip to a potentiometer, which translates the action in digital form to the ECU. The ECU then instructs the electric motor to operate the butterflies according to a preprogrammed map that can be altered depending on weather, track conditions, tire wear and so on.<br />
<a name='more'></a><br />
A belt primary drive transfers power from the rotary's eccentric shaft (the Wankel's "crankshaft") to the separate Yamaha OW01 six-speed transmission. Although difficult to distinguish in this photo, the actual rotary engine is very compact, with an overall size not that much larger than the oversize ignition rotor. Note the oil-injection pump (the rotary is like a two-stroke in that its combustion components are lubricated by oil in the intake charge) driven off the clutch shaft.<br />
<br />
An Ohlins inverted superbike fork rides on an ultralight 16.5-inch Dymag carbon-fiber wheel shod with Dunlop racing rubber, with radial-mount, monoblock, four-piston AP calipers biting down on 320mm steel discs. The extra-large radiator is necessary to shed the rotary's intense heat production.<br />
<br />
These two shots show the Norton's innovative variable-intake system in full extension and retraction. Unlike the similar systems used on the Yamaha R1 and MV Agusta F4 CC, the NRV588's unit is a fully progressive-length system. Note also that as the intake stacks move through their 120mm range of travel (the Yamaha and MV systems only allow a maximum of 75mm), the shower-style injector towers follow in synchronized movement.<br />
<br />
Having ridden both four-cylinder sportbikes fitted with variable-intake systems, I was interested to see how this would work on the rotary engine. I remembered from my several previous Norton rides that it had a broad spread of power but suffered from a lack of low-end torque, especially if tuned for top-end power like the original bikes were. That always made them even more like a two-stroke to ride, and the heavier flywheel required to tame the otherwise explosive powerband also tended to compromise acceleration, only partially rectified by the bike's light weight.<br />
<br />
The NRV588 has no such problem. For example, compared with Steve Hislop's TT-winning ABUS Norton, which had a nice midrange but was definitely peaky in terms of power delivery, the new bike feels like it's powered by an extremely potent electric motor. There's a huge range of seamless, linear power from 3000 rpm all the way up to the 11,500-rpm rev limiter. Throttle response is crisp without being abrupt, a welcome trait considering the NRV's high power output and light weight. The 2D LCD dash is hard to read because of the lack of contrast in daylight and the smallish numbers, and the engine is so smooth that you have no sense of feel that it's time to shift. This caused me to bump into the rev limiter often; a bright shift light would help here. The excellent low-end torque meant that driving out of the tight turns could be done in second gear-no need for first gear in the separate six-speed Yamaha OW01 gearbox with belt primary drive. However, there's no power shifter fitted to the race-pattern gearshift, because the engine's relatively heavy flywheel and long gear spacing make it difficult to prevent shock loading while shifting through the lower gears.<br />
<br />
But where the variable-intake system in the NRV588 really shows is when you get to 8200 rpm, where maximum torque of 82 ft-lb is delivered, according to Crighton. Here, instead of the midrange flat spot that plagued the older Nortons, the engine keeps pulling hard and continues to accelerate strongly right to the 11,500-rpm limiter. Note that the 165-horsepower number is quoted at 11,450 rpm, which incidentally Crighton says is a conservative figure-he feels 175 horsepower is easily achievable with more development.<br />
<br />
The ECU software allows Crighton to dial in a different engine map for wet pavement as well as a different ride-by-wire throttle program and (though it wasn't yet installed for any of my tests) a choice of traction control programs depending on track conditions. With the continuous and overlapping power pulses of the rotary engine making the bike especially prone to wheelspin, this will be a useful feature in the future. It could also allow riders to run a softer rear tire, enhancing traction even more. As it was, even without traction-control programs installed, the NRV's smooth throttle response and linear power made it a confidence-inspiring ride on a wet track-maybe just not as much fun on a dry one.<br />
<br />
A small electric extractor fan pirated from an R/C model aircraft sits in an underseat duct in the tailsection, helping pull cooling air from between the rotary engine's housings. The fan's variable speed is controlled by the ECU according to engine temperature.<br />
<br />
The air duct running down into the area below the fuel injection and airbox pulls cooling air between the rotor housings of the rotary engine, which can generate a staggering amount of heat due to its constant overlapping firing intervals.<br />
<br />
A Yamaha R6 generator attached to the left side of the eccentric shaft powers the Norton's fuel injection and numerous electronic engine and rider aids. This shot also shows the rotary engine's incredibly compact dimensions, evident in the round, exposed case the generator plate is attached to.<br />
<br />
There's just a single Ohlins rear shock on the NRV, offset to the right and operating without any link. "A monoshock with linkage is made very progressive, so it only moves a little when the wheel hits a small bump," says Crighton. "This makes it hard to control the damping accurately, as we proved with back-to-back tests on the Roton GP racer, which became Ian Simpson's title-winning Duckhams Superbike. Our system is better because we have more damping control and better consistency, and the braced swingarm is stiff enough we can move the single shock off to the side to help it run cooler without any flex." Rear-wheel travel is only 3.5 inches, while the wheelbase is extended slightly to 56.1 inches with an increased 54/46 percent front-end bias. The fully adjustable 43mm Ohlins fork is set at a 23.7-degree head angle (adjustable via eccentrics) with 102mm of trail.<br />
<br />
This Norton was also the first one I rode with Dymag carbon wheels. As a result the pair of chicanes at Mallory Park, where I tested, suddenly became amazingly easy to flick through. However, I found that the Norton likes to take wide, sweeping lines to maximize turn speed rather than stop, turn and accelerate hard, as you might expect with such a slim, light bike wearing wide, 16.5-inch Dunlop slicks. Edge grip was obviously good on my one dry test day, although one handling aspect I didn't care for was the way the NRV liked to understeer under hard acceleration, perhaps because of the engine power compressing the rear shock without a progressive linkage.<br />
<br />
But otherwise the Norton tracked straight and true, and I welcomed the exceptional feel of the radially mounted twin 320mm AP front discs and monoblock four-pad calipers. On a bike this fast on such a tight track you need to have absolute faith in your brake package, and the AP brakes provided it, countering the rotary motor's near-total absence of engine braking. The slipper clutch sourced from a Kawasaki parts bin helped keep the Norton stable as it stopped hard, although it was surely aided by the high 2000-rpm idle speed. The gear-change was a little notchy but nothing oppressive.<br />
<br />
A single Ohlins shock in a cantilever setup without linkage controls the rear suspension, with the fat rear Dunlop 16.5-inch slick mounted on a wide, 6.5-inch Dymag carbon-fiber wheel. The exhaust system is made entirely from expensive Inconel alloy to withstand the rotary engine's incredibly high exhaust temperatures.<br />
<br />
The Wankel rotary's compact size compared with a conventional four-stroke piston engine is apparent in this bodywork-off photo. Weight bias is 54/46 percent on the front, which helps keep the front tire on the ground when unleashing the Norton's 165 horsepower.<br />
<br />
Sadly, in these days of increasing focus on what are labeled the "spec" classes of racing (production-based categories such as Superbike, Supersport, Superstock, and so on), there's no free-formula racing category where examples of alternative thought like the Norton can be raced. Well, except maybe just one. Back in the '90s, the rotary Nortons regularly raced in the European Battle of the Twins at circuits such as Assen, Monza and Spa-for precisely the reason that the Norton will hopefully be accepted by organizers of such events today, perhaps starting in Daytona in March: It's different.<br />
<br />
Even more to the point, though: How great would a Norton NRV588 street replica be, complete with side ports and fuel injection taking care of emissions (just as it does for Mazda with its RX-8 sports car) and the variable-length intake setup offering superb rideability in a 170-horsepower, 300-pound package?</div></div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-13156438668696124452011-04-20T05:09:00.000-07:002011-04-20T05:09:33.694-07:00Husqvarna TC510, 2009<div style="text-align: center;">Husqvarna TC510, 2009</div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjp4H5105h1pcVyJXXEc9UXPTu2umcpxUQEQ4spXFx1HgqYhz03Cl5M38BULI6hm1No6j75fzANe0G0mrrBd_om4-1T-hHcb1p9SKRKJAP9hAySMOGVjyZUdrr9QIz4vEXdm2TSML-ERq0/s1600/2009-Husqvarna-TC510a.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjp4H5105h1pcVyJXXEc9UXPTu2umcpxUQEQ4spXFx1HgqYhz03Cl5M38BULI6hm1No6j75fzANe0G0mrrBd_om4-1T-hHcb1p9SKRKJAP9hAySMOGVjyZUdrr9QIz4vEXdm2TSML-ERq0/s400/2009-Husqvarna-TC510a.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqWStoZIoO_5xgIm8JLCOhgnKgdyEjsxZ3qHiJ82KUXDpOamYVCWq269Zu7z0Rv9EcohYulVeEMriiFLXJxDM1kI6RKaFyfi1Tti8AIrWUbbgQs-5SeHBI7HfiM9R87Und8oCFKF7Zm4Y/s1600/2009-Husqvarna-TC510b.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqWStoZIoO_5xgIm8JLCOhgnKgdyEjsxZ3qHiJ82KUXDpOamYVCWq269Zu7z0Rv9EcohYulVeEMriiFLXJxDM1kI6RKaFyfi1Tti8AIrWUbbgQs-5SeHBI7HfiM9R87Und8oCFKF7Zm4Y/s400/2009-Husqvarna-TC510b.jpg" width="400" /></a></div><br />
<div style="text-align: justify;"><br />
TC510 - HUSQVARNA. The Husqvarna 2009 version of the TC 510 is now more reliable and comfortable and has been tested under race conditions by Andrea Bartolini, Thomas Allier and Cristophe Martin in the MX3 World Championships.<br />
<br />
The frame that is now 1 Kg lighter than the 2008 version, is the biggest innovation. It is more rigid and offers better feel as well as improved traction properties. Like all the 2009 Husqvarna motocross models, the TC 510 has new Wave type brake discs that have been specially designed to improve performance under extreme conditions.<br />
<br />
The engines also feature new protection systems. The TC 510 now boasts revised titanium exhaust systems that provide improved, more progressive engine response even at low revs. The Marzocchi forks and Sachs shock absorber also now feature new calibration settings. The TC 510 engines have seen improvements aimed at improving precision performance: steel gear change linkage, steel fork drive shaft and new gear selector to ensure more accurate gear changes.<br />
<br />
The 2009 models also now have an oil circuit pressure relief valve to ensure improved performance including when starting from cold, a new more efficient oil filter and a new timing chain tensioner for improved reliability. The side and front racing number plate panels are white and blend perfectly with the new 2009 graphics. The plastic engine protectors on both sides of the engine are also new.<br />
<br />
Brief overview of new items on the 2009 four-stroke<br />
TC 450 / TC 510 motocross models:<br />
• NEW LIGHTER, MORE RIGID FRAME<br />
• NEW WAVE TYPE BRAKE DISCS<br />
• NEW LEFT AND RIGHT SIDE ENGINE PROTECTORS<br />
• NEW FRONT SUSPENSION SETTINGS WITH SEALED CARTRIDGES<br />
• NEW SACHS SHOCK ABSORBER<br />
• NEW GRAPHICS AND COLOUR CODING<br />
• NEW TITANIUM EXHAUST SYSTEM<br />
• NEW OIL CIRCUIT PRESSURE RELIEF VALVE<br />
• NEW LUBRICATION SYSTEM FOR ROLLER BEARINGS<br />
• NEW GEAR CHANGE LINKAGE<br />
• GEAR DRIVE SHAFT WITH STEEL FORKS<br />
• NEW OIL FILTER<br />
• NEW TIMING GEAR CHAIN TENSIONER<br />
• NEW BLOCK GASKET<br />
<br />
FOUR-STROKE MOTOCROSS MODELS<br />
The Husqvarna 2009 version of the TC 450/TC 510 is now more reliable and comfortable and has been tested under race conditions by Andrea Bartolini, Thomas Allier and Cristophe Martin in the MX3 World Championships.<br />
<br />
The frame that is now 1 Kg lighter than the 2008 version, is the biggest innovation. It is more rigid and offers better feel as well as improved traction properties.<br />
Like all the 2009 Husqvarna motocross models, the TC 450/510 has new Wave type brake discs that have been specially designed to improve performance under extreme conditions.<br />
<br />
The engines also feature new protection systems. The TC 450/510 now boasts revised titanium exhaust systems that provide improved, more progressive engine response even at low revs.<br />
The Marzocchi forks and Sachs shock absorber also now feature new calibration settings. The TC 450 / 510 engines have seen improvements aimed at improving precision performance: steel gear change linkage, steel fork drive shaft and new gear selector to ensure more accurate gear changes.<br />
<br />
The 2009 models also now have an oil circuit pressure relief valve to ensure improved performance including when starting from cold, a new more efficient oil filter and a new timing chain tensioner for improved reliability.<br />
The side and front racing number plate panels are white and blend perfectly with the new 2009 graphics. The plastic engine protectors on both sides of the engine are also new.</div><div style="text-align: justify;"><br />
</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-35987555247984707682011-04-20T05:08:00.000-07:002011-04-20T05:08:47.179-07:00Husqvarna TC450 Specifications, 2009<div style="text-align: center;"><b>Husqvarna TC450 Specifications, 2009</b></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj9a_xJ_njSzlHbXPHOHrCbc0LjImSYCcsnDqe6yP8W_DsLqX_X0LIQU4BW5982pFlFTSifmgkW6DDhV_f9xSs3h2WNm9RWUOMafuHW6TLdXSQ-mVJtSolkUQqNyqmYC2P9m3KfM5R7oZY/s1600/2009-Husqvarna-TC450a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj9a_xJ_njSzlHbXPHOHrCbc0LjImSYCcsnDqe6yP8W_DsLqX_X0LIQU4BW5982pFlFTSifmgkW6DDhV_f9xSs3h2WNm9RWUOMafuHW6TLdXSQ-mVJtSolkUQqNyqmYC2P9m3KfM5R7oZY/s200/2009-Husqvarna-TC450a-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6J7qsHVWC9CtvevTSUgTPeqMJ3jKjGnEq8mJZiSBQQL_FKtSscBBKUcQdQhGRLaMndiezhIoGHniPujHfhv7erVUVtmigsFfhU5Uvu_3tgFZWUvO2JIpsDR-DKZgX_IJeuBYe70ewbAE/s1600/2009-Husqvarna-TC450b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6J7qsHVWC9CtvevTSUgTPeqMJ3jKjGnEq8mJZiSBQQL_FKtSscBBKUcQdQhGRLaMndiezhIoGHniPujHfhv7erVUVtmigsFfhU5Uvu_3tgFZWUvO2JIpsDR-DKZgX_IJeuBYe70ewbAE/s200/2009-Husqvarna-TC450b-small.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaw6U0NJbUlWsJI1ic1jfk2IW8JhHNI0VVv54c_-9QEhk8fOrsfQsr6rTLZJ_2l9FAeivY2hEX7myLdKbc8ukNhstDcZjWtACO8TTsJNktnw37mz7GFZa13WP6y1qZq90c39K1V3VbRdo/s1600/2009-Husqvarna-TC450c-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaw6U0NJbUlWsJI1ic1jfk2IW8JhHNI0VVv54c_-9QEhk8fOrsfQsr6rTLZJ_2l9FAeivY2hEX7myLdKbc8ukNhstDcZjWtACO8TTsJNktnw37mz7GFZa13WP6y1qZq90c39K1V3VbRdo/s200/2009-Husqvarna-TC450c-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiNeWLHJbPt_U6-yRbUzcMuquMmBUbfajlvh0X6UpLURsCtZGVl8Pnp44NYlQ5miD7wvXKUgjvIlViMFZnXx6C3CEdMz7QZWdncG-5ZCxMBRdgG5fKL1XvIFEYoh0r8d042_w9P5HltRg/s1600/2009-Husqvarna-TC450d-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiNeWLHJbPt_U6-yRbUzcMuquMmBUbfajlvh0X6UpLURsCtZGVl8Pnp44NYlQ5miD7wvXKUgjvIlViMFZnXx6C3CEdMz7QZWdncG-5ZCxMBRdgG5fKL1XvIFEYoh0r8d042_w9P5HltRg/s200/2009-Husqvarna-TC450d-small.jpg" width="200" /></a></div><br />
<div style="text-align: justify;">Engine<br />
Type Single cylinder, 4-stroke, DOHC, 4 valve<br />
Bore 97 mm<br />
Stroke 60.76 mm<br />
Displacement 449 cc<br />
Compression ratio 12.9 : 1<br />
Starting Kick (with automatic decompressor)<br />
Exhaust system Full titanium system (silencer and pipes)<br />
Cooling Liquid-cooled<br />
Radiator 2<br />
Lubrication Dry sump with 2 oil pump rotors and cartridge filter<br />
Ignition Digital C.D.I., with variable advance<br />
Spark plug type NGK CR 8EB<br />
Spark plug gap 0.7 mm<br />
Carburetor Keihin FCR-MX 41<br />
Clutch Wet, multi-plate, mechanic control<br />
Driving disc number 8<br />
Driven disc number 7<br />
<br />
Chassis<br />
Type Steel single tube cradle with steel round tubes<br />
Rear frame in light alloy<br />
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment<br />
Fork leg diameter 50 mm<br />
Fork travel 300 mm<br />
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment, compression and rebound adjustment (compression stroke - double adjustment)<br />
Rear wheel travel 296 mm<br />
Front brake 260 mm BREMBO fixed disc wave type with hydraulic control and floating caliper<br />
Rear brake 240 mm BREMBO floating disc wave type with hydraulic control and floating caliper<br />
Rim front 1.60" x 21", light alloy<br />
Rim rear 2.15" x 19", light alloy<br />
Tyre front 80/100-21" PIRELLI 51R-MT 32A<br />
Tyre rear 110/90-19" PIRELLI NHS (57)-MT 32 </div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-32454081289296221182011-04-20T05:06:00.000-07:002011-04-20T05:06:19.480-07:00Husqvarna TC250 Specifications, 2009<div style="text-align: center;"><b>Husqvarna TC250 Specifications, 2009</b></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuZHJSjNhbCm0BtRGDwYn6LeHAp5lvbjrvVYWsPwqL2f_rjImyK8sMIVzBzY-E26NSFSjhEw7FxiUB5ZjYaRR95cIQC5s-330gw7odeK_AauTgKXM8W3s5YWs1fqk_3uu17QqPYZlB9JU/s1600/2009-Husqvarna-TC250a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuZHJSjNhbCm0BtRGDwYn6LeHAp5lvbjrvVYWsPwqL2f_rjImyK8sMIVzBzY-E26NSFSjhEw7FxiUB5ZjYaRR95cIQC5s-330gw7odeK_AauTgKXM8W3s5YWs1fqk_3uu17QqPYZlB9JU/s200/2009-Husqvarna-TC250a-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2P5xdSH-6ezhMihSMXRcXavl6pQU1cnvyH_nwMLfey8KPdQcH2t8Bv0dGTbsh6A1XOHF2ekeaDhq_x0df8vXvdtf7VGVEx6ms0i0PvBlI9zfNAwfOcWf5s3nIUo9b9cbp_lTejEQVMhM/s1600/2009-Husqvarna-TC250b-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2P5xdSH-6ezhMihSMXRcXavl6pQU1cnvyH_nwMLfey8KPdQcH2t8Bv0dGTbsh6A1XOHF2ekeaDhq_x0df8vXvdtf7VGVEx6ms0i0PvBlI9zfNAwfOcWf5s3nIUo9b9cbp_lTejEQVMhM/s200/2009-Husqvarna-TC250b-small.jpg" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRcox_JcJNm9F4utEz3OOvdjOj9BEQjz7n3M5yuIsU9Bfp99G521zvIuVw0JhUKyIhh3S7JTjLrBlNSnNn9HccWjmIU-4kKsdbDTeSXs7Os2mZYWnLvobTYtRTwncHXY27RUn4zNd4P-o/s1600/2009-Husqvarna-TC250c-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRcox_JcJNm9F4utEz3OOvdjOj9BEQjz7n3M5yuIsU9Bfp99G521zvIuVw0JhUKyIhh3S7JTjLrBlNSnNn9HccWjmIU-4kKsdbDTeSXs7Os2mZYWnLvobTYtRTwncHXY27RUn4zNd4P-o/s200/2009-Husqvarna-TC250c-small.jpg" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqoHIezj_Bno9DCm5_guahpFUOLYeWpBe_bJkbQM4_ZwivUp0FdO9dfLF30bDKjlKLcU2kX6UcBK4abxq-25Pjk36PNMlcJzsXrbGt41b4rjqWEfv13bXaOA3DNS_u5DkV2nrCG8Rs4BM/s1600/2009-Husqvarna-TC250d-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqoHIezj_Bno9DCm5_guahpFUOLYeWpBe_bJkbQM4_ZwivUp0FdO9dfLF30bDKjlKLcU2kX6UcBK4abxq-25Pjk36PNMlcJzsXrbGt41b4rjqWEfv13bXaOA3DNS_u5DkV2nrCG8Rs4BM/s200/2009-Husqvarna-TC250d-small.jpg" width="200" /></a></div><br />
<div style="text-align: justify;">Engine<br />
Type Single cylinder, 4-stroke, DOHC, 4 valve<br />
Bore 79 mm<br />
Stroke 50.9 mm<br />
Displacement 249.5 cc<br />
Compression ratio 13.6 : 1<br />
Starting Kick (with automatic decompressor)<br />
Exhaust system Titanium silencer and steel pipes)<br />
Cooling Liquid-cooled<br />
Radiator 2<br />
Lubrication Wet sump with lobe oil pump, cartridge and net filters<br />
Ignition C.D.I., with variable advance<br />
Spark plug type NGK CR 8EB<br />
Spark plug gap 0.7 mm<br />
Carburetor Keihin FCR-MX 39<br />
Clutch Wet, multi-plate, hydraulic control<br />
Driving disc number 7<br />
Driven disc number 6<br />
<br />
Chassis<br />
Type Steel single tube cradle with steel round tubes<br />
Rear frame in light alloy<br />
Front suspension MARZOCCHI USD telescopic hydraulic fork with advanced axle compression and rebound stroke adjustment<br />
Fork leg diameter 50 mm<br />
Fork travel 300 mm<br />
Rear suspension SACHS Progressive Soft Damp type with single hydraulic shock absorber, spring pre-load adjustment, compression and rebound adjustment (compression stroke - double adjustment)<br />
Rear wheel travel 296 mm<br />
Front brake 260 mm BREMBO fixed disc wave type with hydraulic control and floating caliper<br />
Rear brake 240 mm BREMBO floating disc wave type with hydraulic control and floating caliper<br />
Rim front 1.60" x 21", light alloy<br />
Rim rear 1.85" x 19", light alloy<br />
Tyre front 80/100-21" PIRELLI 51R-MT 32A<br />
Tyre rear 100/90-19" PIRELLI NHS (57)-MT 32</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-60671437808526914372011-04-07T04:42:00.001-07:002011-04-07T04:42:50.355-07:00Hyosung Rush 50, 2009<div style="text-align: center;"><span style="font-size: large;"><b>Hyosung Rush 50, 2009</b></span></div><div style="text-align: center;"><br />
</div><div style="text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEija9Av6NgxQUmo708f9n5dwelNsHnqOr9yF0zTFC1Syy-g2Bdp7EvhrYm7-62pFW_KUdkYBoA-Cgk16b9KgSgW81JykCw6S1qMaa6xDBs1FMvOTtrKXr3odSVTTXPoWDHx8YthdSrbwr8/s1600/2009-Hyosung-Rush50a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="272" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEija9Av6NgxQUmo708f9n5dwelNsHnqOr9yF0zTFC1Syy-g2Bdp7EvhrYm7-62pFW_KUdkYBoA-Cgk16b9KgSgW81JykCw6S1qMaa6xDBs1FMvOTtrKXr3odSVTTXPoWDHx8YthdSrbwr8/s400/2009-Hyosung-Rush50a-small.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjI6KljKqAx45NRAuvK7z2HW0mxpMbFQxyJoPXR3SEFhaLFizivb0SML8Dp89lKd6oigAxg8OSz_VAS9UfWWbXebS7nYWUO9SnyEr29tYk5yxcssCrRSNhQIU50dJp2SuN3rIGFRW7sys8/s1600/2009-Hyosung-SF50Rusha-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="302" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjI6KljKqAx45NRAuvK7z2HW0mxpMbFQxyJoPXR3SEFhaLFizivb0SML8Dp89lKd6oigAxg8OSz_VAS9UfWWbXebS7nYWUO9SnyEr29tYk5yxcssCrRSNhQIU50dJp2SuN3rIGFRW7sys8/s400/2009-Hyosung-SF50Rusha-small.jpg" width="400" /></a></div><div style="text-align: center;"><br />
Hyosung’s Rush 50 epitomises the neo scooter revolution. Traffic congestion is for everyone else, parking’s a cinch, there’s storage space galore, and the instrumentation is hip. In other words, nothing’s an obstacle. It’s agile, comfortable and confidence-inspiring, with large 12-inch alloy wheels carrying the load, and a hydraulic disc (front) and drum (rear) brake combination working in concert to provide predictable and safe braking. Then there’s the infectious zip from the 50cc two-stroke air-cooled engine, channelling its wares through a slick automatic transmission. Economy is exceptional. The Rush 50: a stylish solution to the everyday humdrum.<br />
<br />
<b>Specifications</b><br />
Engine<br />
Engine type Air-cooled, two-stroke,<br />
single-cylinder<br />
Displacement 49cc<br />
Fuel system Single 14mm carburettor<br />
Starting Electric and kick<br />
Transmission<br />
Type V-belt fully automatic<br />
Clutch Dry centrifugal<br />
<br />
Dimensions and capacities<br />
Length 1825mm<br />
Width 635mm<br />
Height 1110mm<br />
Wheelbase 1270mm<br />
Ground clearance 125mm<br />
Seat height 740mm<br />
Dry weight 88kg<br />
Fuel capacity 4.8lt<br />
<br />
Running gear<br />
Front suspension Telescopic forks<br />
Rear suspension Coil spring<br />
Tyres 110/70-12 front,<br />
120/90-12 rear<br />
Brakes Disc front,<br />
drum rear<br />
Warranty 24 months,<br />
unlimited kilometers</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0tag:blogger.com,1999:blog-6514755702915604278.post-11468459038211724062011-04-07T04:42:00.000-07:002011-04-07T04:42:13.717-07:00Hyosung Rally 100, 2009<div style="text-align: center;"><span style="font-size: large;"><b>Hyosung Rally 100, 2009</b></span></div><div style="text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2yVGAPceCih1PSDipgdl203cyMrKHUhyphenhyphen31TE3xTyfsUoZx0VUze5pTiQvqKVadV3u3Vr0ACsq78D7zI5umyk67ZGpNZIszERGjcwvGXgCFsxSYYXX0t6tEgHNxJhcrIAkW-V638bdTOY/s1600/2009-Hyosung-Rally50a-small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="361" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2yVGAPceCih1PSDipgdl203cyMrKHUhyphenhyphen31TE3xTyfsUoZx0VUze5pTiQvqKVadV3u3Vr0ACsq78D7zI5umyk67ZGpNZIszERGjcwvGXgCFsxSYYXX0t6tEgHNxJhcrIAkW-V638bdTOY/s400/2009-Hyosung-Rally50a-small.jpg" width="400" /></a></div><div style="text-align: center;"><br />
</div><div style="text-align: center;">Rugged mile-munching Rally 100. With a dedicated pillion seat and plenty of room to rest those weary legs, go and explore with a buddy, and don’t worry about flying debris: that’s part of the headlamp protector’s remit. Stability is a fundamental part of the 100’s DNA, while the oh-so quiet exhaust guarantees that you can escape – literally. The environmentally friendly 100cc engine is a gem, and with a whopping 140mm of ground clearance, sit back and enjoy the ride. Leave the onerous stuff to others.<br />
<br />
Features and Benefits:<br />
Power engine - Start-up, blast-off and mounding performances are secured by employing V-belt non- shifted gearvbox available for high power and long stroke<br />
High-capacity muffler - High-capacity muffler, with enhanced exhaust efficiency and beautiful external appearance, heightens high grade in design.<br />
Extra-wide tire - Running performance, cornering and braking force are improved by employing extra-wide tire with its excellent road surface grounding.<br />
Off-road type of instrument panel - Off-road type of instrument panel with separate indicator supplies clear reading power and driving information.<br />
<br />
Built-in type lamp - All lamps is arranged to be suitable in European standard to secure visual recognition with great appearance by its built-in type design.<br />
Convenient storage space - Plastic helmet box of hardness offers rich storage space, and is simple to separate fore repair.<br />
Sensual design - Dual sports tire, high-quality dull color (red/gray) etc. produces off road sense showing personality and power.<br />
<br />
<b>Specifications</b><br />
Engine<br />
Engine type Air-cooled, two-stroke,<br />
single-cylinder<br />
Displacement 100cc<br />
Fuel system Single 14mm carburettor<br />
Starting Electric and kick<br />
Transmission<br />
Type V-belt fully automatic<br />
Clutch Dry centrifugal<br />
<br />
Dimensions and capacities<br />
Length 1845mm<br />
Width 680mm<br />
Height 1185mm<br />
Wheelbase 1285mm<br />
Ground clearance 140mm<br />
Seat height 810mm<br />
Dry weight 95kg<br />
Fuel capacity 4lt<br />
<br />
Running gear<br />
Front suspension Telescopic forks<br />
Rear suspension Coil spring<br />
Tyres 120/90-10 front,<br />
130/90-10 rear<br />
Brakes Disc front, drum rear<br />
Warranty 24 months,<br />
unlimited kilometers</div><div style="text-align: justify;"><br />
</div>Blogginghttp://www.blogger.com/profile/03644871322812995857noreply@blogger.com0