Sexy motorcycle models2

Sexy motorcycle models2

Sexy motorcycle models1

Sexy motorcycle models1

Biker chick waits for Christmas

Waiting for Santa Claus is always more fun when you have one of his  babes around. That’s how you know it will come to you first and,  hopefully, leave without the girl and this extremely low chopper.

Ducati 848 EVO Review

Ducati’s middleweight superbike gets a significant upgrade for 2011, further separating itself from the confines of established sportbike categories.

It’s already 17 years since the first small-bore Ducati 4-valve superbike, the 748, broke cover – the same year as the iconic 916, in 1994. The 748 played a background second fiddle to the beloved 916 series until the 749 emerged in 2003. A close relation to the aesthetically challenged 999, the 749 continued to be a relatively low-cost entre into Ducati’s superbike family and competed against the Japanese 600s in supersport competition.

Then MY2008 saw a paradigm shift for the sub-liter Ducati superbikes, with the new 848 getting 15 extra horses and a weight loss of nearly 50 lbs! However, its 101cc displacement bump (to 849cc) made it ineligible for supersport competition, leaving it adrift in a class of its own.



 
The 2011 Ducati 848 EVO. Now in three fun flavors!
 

Perhaps that’s a good thing. Instead of being considered an expensive alternative to the Japanese four-cylinders, the 848 ruled over them with not only more torque, of course, but also more horsepower. Our ’08 test bike cranked out 116 ponies at the rear wheel, which is nearly on par with what a 999 or Honda RC51 could do a few years ago when liter-sized superbikes were the hot ticket. 



The Ducati 848 EVO is semi-affordable exotica.

Well, Ducati has upped the ante again with the 848 EVO, bringing along extra horsepower, improved brakes and fitment of a standard steering damper – all for the same price as last year’s 848s.

To demonstrate the EVO’s newfound prowess, Ducati invited us to the historic Autodromo Enzo e Dino Ferrari in the town of Imola, Italy.

  
It’s within the engine that most of the EVO’s updates are found. The 848’s powerplant remains structurally unchanged, but a multitude of revisions to improve performance creates what Ducati says is “the highest power-per-liter of any twin-cylinder engine in production.”

At the intake side, the fuel-injection’s throttle body size jumps from 56mm to 60mm and feeds fuel into optimized intake ports. New cams offer increased valve lift on both the intake and exhaust sides. A revised combustion chamber and new pistons bump the compression ratio from 12.1 to a high 13.2:1. The 90-degree V-Twin’s rev ceiling has been lifted 500 revs to 11,300 rpm, and heat generated from the extra revs is dissipated by new ventilated timing belt covers.



There’s about 120 horses being spat out the rear wheel of the 848 EVO.
 

Ducati showed us a dyno graph comparing old and new engines, and the EVO’s has an advantage starting at 8500 rpm, with a bigger jump after 9.5K when it romps to a 6-horse surplus. Crankshaft horsepower is alleged to be 140 at 10,500 rpm. We’ll guess rear-wheel ponies will nudge past the 120-hp mark.

Positive impressions begin at start-up, as the 848’s exhaust note sounds deliciously rambunctious. They’re actually a little too boisterous for the EPA – USA bikes will be slightly quieter thanks to mufflers almost 2 inches longer.

Heading out onto the Imola racetrack, the EVO feels almost identical to the 848. Its wet clutch isn’t grabby like some of Ducati’s dry clutch packs, and low-to-midrange power easily dwarfs any sub-liter four-cylinder. Claimed dry weight remains constant at 370 lbs, so its fully fueled curb weight will come in at about 425 lbs.



World Superbike title contender Carlos Checa tries to keep up with Duke.
 

The EVO responds with enthusiasm when dialing on the power with an open track ahead, revving with an urgency above 9000 rpm the old bike lacked. It pulls so well up top that a rider needs to be conscious of the shift lights to engage the next gear before the rev limiter kicks in. With shifts timed accurately, the EVO is fully capable of cutting fast laps – quicker on many tracks than the 600s.

 

GP Speed

Carlos Checa is a winner in Grand Prix and World Superbike competition. And in making Duke pee in his leathers.

The Autodromo Enzo e Dino Ferrari nestled within the town of Imola has a rich and storied legacy, and it holds many secrets of speed until a rider can milk his best out of the Italian circuito. I learned that the blind left-hander Piratella is much faster than expected, and that the first part of the downhill Aqua Minerale requires only a short stab at the brakes.

I had one other eye-opening speed lesson as I headed up Imola’s front straight for the last time of the day. With the 848 rubbing its redline in fifth gear, I grabbed a handful of brakes as the Tamburello chicane loomed closer. Then, with a shock that took my breath away, a rider flashed past on my left with at least 30 mph extra. “Oh, god,” I thought, “Someone’s lost his brakes and is going to pile in a huge way into the same area in which F1 legend Ayrton Senna lost his life.”

Then, before I could inhale, I recognized the seemingly doomed rider was none other than World Superbike race winner Carlos Checa on an 1198 – it wasn’t the first time he’d passed me. Because Checa’s one of the world’s finest riders, I knew he could handle Taburello easy enough. I relaxed momentarily.

But at the same instant I was again floored by what I was seeing. Not only was the amiable Spaniard going faster and deeper into Tamburello than I’d imagined possible, he also decided to do it with flair right in front of my disbelieving eyes. My jaw dropped as Checa pitched it sideways on the brakes, leaving a black stripe of rubber from his rear tire for about 50 yards before gathering it up in time for the fast-approaching corner.


 

I'm not worthy. –KD


Brembo’s one-piece monobloc calipers are a worthwhile upgrade for the racetrack-bred 848.

But engine tuning, like life, is a compromise. We’re stoked to have a more power at high revs, and response from the 60mm oval throttle bodies is rewardingly seamless, but the EVO seems to have lost a bit of midrange grunt compared to the Gen-1 848. Tellingly, the EVO’s torque peak is at 9750 rpm, about 1200 revs higher than we measured on our previous test bike. Strident power only arrives once past 7000 rpm, giving the EVO a respectable 4300-rpm play zone.

Other than the plentiful engine mods, the EVO’s most significant upgrade revealed itself when barreling downhill with a full head of steam into the Rivazza twin left-handers, one of the most intense braking zones on the Imola circuit.

The 848’s new Brembo monobloc brake calipers deliver a more solid feel than the previous two-piece calipers even though they’re clamping on the same 320mm dual discs. Ducati claims 20% greater deceleration at the same lever pressure. Fluid continues to be delivered by a radial-pump master cylinder via coated, braided stainless-steel lines, delivering stellar feel. The old bike’s brakes were easily better than average, and these new binders step up the game to excellent status.

Making the 848 even more track-worthy is the addition of a steering damper sourced from the 1198. The non-adjustable unit is cross-mounted atop the upper triple clamp, and it provides some assurance the EVO wouldn’t get squirrelly even if its rider does.

Not that we had much complaint about the 848’s handling without a damper. The EVO continues the platform’s fine handling qualities, exhibiting a fairly light turn-in at low speeds, becoming more deliberate as speeds rise. It’s a solid, predictable chassis with terrific mid-corner stability.



The 848 EVO loves being leaned over in the corners.
 

The final new bits on the EVO are the terrific Pirelli Supercorsa SP tires we’ve enjoyed as OE-fitment on some premium sportbikes. While the SPs are better suited for road use, we were spoiled with sticky race-compound Supercorsas (no SP, which are rated for higher speeds) developed in World Supersport competition. We ran out of nerve before they ran out of grip.

A few laps on Ducati’s new 1198SP pointed to a couple of components that would also be beneficial on its little brother. The SP’s new slipper clutch would be a nice addition for track work on the 848, as would the Ducati Quick Shifter that’s now standard on the 1198 series. The 848’s gearbox didn’t always cooperate during clutchless upshifts.



A narrow midsection and a cooperative chassis make for a delightful dance partner.

Aside from new paint color options, the 848 is stylistically unchanged in its EVO guise. For many bikes, this would be a problem. For the 848, its status-quo stance keeps it among the belles of the ball, especially in the new Arctic White Silk seen in these photos, a tasty matte-white pearl with red frame and wheels. Bella!

Our time aboard the EVO at Imola reaffirmed the 848’s sporting credentials, nicely upgraded for 2011 with tweaks that will help it get around a racetrack even quicker than before. It’s an upper-echelon sporting tool that can dust off a Ducati 999 if need be – or nearly anything else on a medium-speed racetrack.

Perhaps it doesn’t matter if the 848 is a bike without direct competition. It’s a strong seller for Ducati, with some 80% of buyers new to the Ducati fold, most coming from Japanese 600s. And along with Monster 696 riders, the 848 shares the distinction of having the youngest buyers among the Ducatisti.

With middleweight sportbikes from Asia pushing the $11,000 mark, it doesn’t seem like that much of a stretch to pony up another grand or so to park a Dark Stealth (matte black) 848 EVO at its $12,995 MSRP. That’s less than asked for the 749 back in 2003! The white or red EVO’s list for $1000 extra.

So, can a $13,000 Italian sportbike be a value proposition? We think so.

The Ducati 848 EVO is perhaps the prettiest sportbike available for less than $13,000.




Source : motorcycle.com 

Honda CBR250R Tech Review

It’s gratifying to see Honda following our recommendations by creating the CBR250R.

When in August we wrote about “the [previously] only Japanese-American 250cc sportbike” – Kawasaki’s Ninja 250R – we did our best to taunt and cajole the remaining three members of Japan, Inc. to bring more 250cc sportbikes to the U.S.

Funny how things worked out. It was as if Big Red – which last year lost sales ground to Team Green – decided to throw together its own quarter-liter recipe, if not in response to us, at least to the mighty little Ninja which has enjoyed an exclusive 22-plus-year run as a top seller.

With apologies to Kawasaki, all we can otherwise say is it’s about time!

Honda never mentioned the Ninja by name at the recent CBR250R tech briefing, but it is certain that the still proud company has the smallest Ninja in its crosshairs. Honda says it has long wanted to build a 250-class sportbike, but it had to wait until a confluence of events made it feasible.
Specifically, even as U.S. and European demand continue – but with massive economic question marks hovering over their collective heads – other emerging markets now represent enough buying power for Honda to justify an all-new motorcycle.

According to American Honda’s Senior Product Planning Specialist Tony De Franze, the CBR250R will be seen as an especially cool ride in the 10 ASEAN (Association of Southeast Asian Nations) countries, as well as Japan, Europe, North America and Australia.

Its manufacture in Thailand will be close to its growing eastern markets, and that’s probably good for westerners too. In an era when new Hondas like the VFR1200F are busting the limit of expensiveness, the CBR250R was positioned equal to the bargain-priced Ninja 250R, due in part, De Franze says, to the favorable exchange rate from Thailand.

Honda has factories in 20 countries, and the Thai plant has been in operation since 1967. The 5400-employee facility also makes the PCX 125cc scooter, can manufacture 1.5 million motorcycles and scooters annually, and since opening has produced 18 million units. The CBR250R should therefore be as well made as anything with the – love it or hate it – mighty Honda name stamped on it. 

Honda estimates 70% of U.S. CBR250R buyers will be first-timers with less than one year’s experience. A sizable 34% are forecast to be women, compared to a more typical 10%. While the average motorcycle buyer is around 40-years-old, 66% who go for the newest CBR are prognosticated to be under 35.

Yeehaw! There is hope that more people will discover the joys of motorcycling.







The Little Engine That Could

Although Honda already has blueprints and tooling to churn out competent single-cylinder powerplants, as is characteristic of the engineering company, it penned a clean-sheet 249.4cc design just for the CBR250R.

Its engine alone has nine patents among 27 total – either granted or pending – for the new motorcycle. Fresh thinking was employed throughout the 359-lb machine (368 lbs with ABS) to make it as contemporary as possible.

Significantly at this price point is inclusion of Honda’s PGM-FI – a catch-all term that in this case denotes a 38mm Keihin throttle body working with computer-controlled ignition with digital transistorized electronic advance.

Honda says it has taken pains to straighten the flow path from intake to exhaust, but this DOHC is tuned for low-to mid-rpm grunt – more so than the parallel-Twin Ninja 250R. This notwithstanding, the 4-valve-per-cylinder’s bore, stroke, and valve sizes, nearly mirror the much-higher-revving CBR1000RR’s.

An over-square 76mm x 55mm ratio is similar to its $9400-more pricey big brother’s 76mm x 55.1mm. Likewise the 250R’s intake valves are 30mm, compared to the 1000RR’s 30.5mm intake valves. Exhaust valves are an identical 24mm. Both intake and exhaust valves utilize unimposing-to-flow 4.5mm stems.


But here’s where the engine’s family resemblance tapers off. The 250’s compression ratio is 10.7:1, while the supersport’s is 12.3:1. The little CBR also lacks the big CBR’s dual 12-hole injectors per cylinder and computer-controlled digital transistorized ignition with three-dimensional mapping, let alone similar cam lift, duration and other high-performance tricks.

No, while the 250R may copy the fire-exhaling 1000RR in some respects, it is designed for low emissions, low maintenance, quietness, and efficiency. To further enhance low and midrange power, Honda says the intake and exhaust system were analyzed and tested to optimize ideal port/pipe length.

Peak horsepower arrives at a sedate 8500 rpm, and a linear torque curve climaxes at 7000 rpm, well below its 10,500 rpm redline.

Compare this to the Ninja 250R’s 13,000-rpm parallel-Twin. At the tire on a dyno, it peaks with 25.4 hp at 10,250 rpm, and 13.2 ft-lb torque at 9500 rpm.

 American Honda makes no power claims for the CBR250R, but our Indian correspondent was told that at the crankshaft it makes 25.8 hp, and 16.8 ft-lbs torque, with variances possible from market to market.

At the wheel, frictional losses will mean about 10-12% less, and when we dyno it, if this proves true, the Ninja will be the more powerful but more peaky. Both bikes allow for substantial over-rev, but Honda’s thumper delivers linear power lower in the rev range.

To handle the abuse Honda’s little engine might still receive from all those first-time buyers, and third-world riders, other innovations include a “spiny sleeve design” for the cylinder sleeve. Small “spines” added to the cylinder sleeve’s outer surface are intended to reduce operating temperatures, and thus distortion to the cylinder’s inner shape. This in turn is said to reduce oil consumption and blow-by gases.

To reduce emissions, an O2 sensor combines with the built-in air injection (AI) system, along with a catalyzer inside the exhaust to scrub the outgoing gasses.



The primary balancer is placed as close as possible to the crankshaft.

The moly-coated piston, attached to a lightweight con-rod using a low-friction roller bearing on the big end, itself has a very short skirt. Friction is further reduced, Honda says, because the cylinder centerline is offset 4mm toward the exhaust side thereby reducing the piston’s lateral load against the cylinder wall.

Maximizing efficiency brought about a few “firsts” for a single-cylinder Honda motorcycle engine. One is a lightweight but sturdy crankshaft using a plain bearing to improve crankcase rigidity and control changes in the crank journal’s oil clearance from thermal expansion. At the same time, the design makes the motor quieter.

A vibration-quelling, gear-driven primary balancer is positioned so close in front, that its counterweight passes between the two crank weights to improve engine compactness and mass centralization.

Actuating the low-friction valve train inside the compact cylinder head are forked roller rocker arms. Honda says these are another first for a DOHC Single and are one of the nine engine features being patented.

Another patented innovation is a cooling bypass located inside the cylinder block, negating the requirement for an external hose.



Honda’s patented forked roller rocker arms are a first for a DOHC single-cylinder motorcycle engine.



Intervals for the shim-style valve adjustments are every 16,000 miles. Another novelty here is that these can be performed without removal of the cams, which means lower maintenance costs.

 

Benefitting From Elegant Solutions 



Cockpit view is elemental and functional.

All this engineering and more is just what is needed for that new rider to get to school in Philadelphia, or to the Starbucks in Seattle – or to work at the factory in Malaysia, or the call center in Mumbai.

We could go on, but if you are in the generation of new riders expected to buy this bike, according to Honda some of you may not yet know how to operate a clutch. If so, by now your eyes may have glazed over, so we’ll spare you any further agony.

Really, we just write these tech articles to placate the motorheads among us who love to read about machines, and have been at this since before Moses was riding motorcycles.

If you don’t quite know what “rocker arms” are, that’s okay. We’ll cater to you as well and simply tell you what to expect.





A Sensible Standard Cloaked as a Sportbike


 A balance of rigidity and light weight was considered when creating this cost-effective steel diamond frame for the CBR250R.

Shrouded by its VFR-like layered-style fairing, the CBR250R ought to be durable and user-friendly, offering fun even for experienced riders.

Its steel diamond-style frame is old school; simple, but effective. Its fork rake is 25 degrees, trail is 95mm, wheelbase is a short 53.9 inches. These should add up to nimble, but stable handling. And – most important of all – seat height is an unintimidating 30.5 inches.

The CBR250R’s suspension is on par with the Ninja 250R’s, utilizing the same diameter 37mm non-adjustable fork and a rear monoshock with five-position preload adjustability. While basic, the CBR'S 5.1 inches front and 4.1 inches rear travel should nonetheless provide a good compromise in road compliance for a large variety of riders.

If you happen to be exceptionally heavy or lightweight, in either case, the suspension can still be tuned – with more effort – by changing springs or oil viscosity. A shop can help you here if needed, but many will be fine with the bike as set up by Honda.

Seating position is purposeful, but close to that of a standard motorcycle, because – sporty intentions or not – that is what this bike really is.





Braking ought to be sufficient thanks to tried-and-true 296mm front, 220mm rear rotors clamped by a dual-piston front (three-piston for ABS version), and single-piston rear caliper. No adjustability is offered for the brake or clutch levers, but they are reasonably close to the bars.

A fuel capacity of 3.4 gallons means a moderate throttle hand may get around 200 miles from a tank full, Honda says, although EPA mileage figures are not yet available.

 

The Smart Way to Start



If this were ours, for max sporting capability, we’d at least make sure the suspension was correct for our weight and riding style, and when the 110/70-17 front, and 140/70-17 rear IRC Road Winner radial tires wore out, we’d replace them with sticky aftermarket skins.

Although much more could be done with 250 sportbikes, none are as focused as larger road-going scalpels because it’s believed the market won’t bear such cost-intensive efforts.

Sadly, in America, we have big-bike envy, and too many fail to realize that valid bragging rights can come in ways different than the usual my-bike-is-faster-than-yours criteria.

To be blunt, any novice can buy a CBR600RR as his first bike. And while some more testicular chaps do just that, and then wonder in short order if they should have gotten a 1000 – or a 1400 – many may not have the skills or experience to have warranted more than a 250.

Fact is, not only is a smaller bike less expensive to own and insure, it’s far easier to learn and get faster on. Further, a capable rider on a tight road should be able to use this new CBR250R to humble a less capable rider on a faster bike.

So you tell us. Which is more to be proud about? Buying a faster bike, and being just another poser, or getting a smaller bike but being able to use what you have? We think the latter.

Competitiveness and Competitors

The CBR is a variation on the Ninja 250R theme. Odds are the Kawasaki, although carbureted lean from the factory, will still be a few mph faster.

The standard Honda weighs 16 lbs less (7 lbs less with ABS), which is not much lighter, but an improvement. Its easy-pull clutch will meet somewhat superior low-end torque and make it as user friendly as can be for new riders.
 

Now there are two out of four Japanese manufacturers importing 250 sportbikes to the U.S. It 
would be nice to see more competition still, but this is a good start.

Installing a lighter-weight, higher-flowing exhaust and re-jetting the Ninja would make it more competitive. Then again, tuning tricks ought to also become available in due time for the Honda.

Another solid contender in this class would be the Hyosung GT250R, and the Bennche Megelli 250R may be worth looking at.

An odd-ball alternative would be Aprilia’s RS125. Until this year, this was an exotic, track-only two-stroke in the U.S. but is scheduled to emerge later in 2011 as a still-exotic but street-legal four-stroke.

While less powerful, its twin-spar alloy frame, wide sticky tires, and high tech throughout make it very cool, albeit probably at more money.
 

Conclusion

The $3999 CBR will come in metallic black or red/silver, with the $500 ABS option available in either color.

  
 

We think this bike is a step in the right direction. And since our wish came true once, we’ll repeat our request for Suzuki and Yamaha to join the fray.

In the meantime, we’ll look forward to further reviewing the newest Honda 250 against its competitors, and let you know more as soon as possible. 

Source : motorcycle.com

Harley-Davidson Sportster XR 1200

The Sportster is a line of motorcycles produced continuously since 1957 by the Harley-Davidson Motor Company. Sportster models are designated in Harley-Davidson's product code by beginning with "XL". In 1952, the predecessors to the Sportster, the Model K Sport and Sport Solo motorcycles, were introduced. These models K, KK, KH, and KHK of 1952 to 1956 had a flat head engine, whereas the later XL Sportster models use an overhead valve engine.

Construction
Sportster motorcycles are powered by 45 degree V-twin engines in which both connecting rods, of the "fork and blade" or "knife & fork" design, share a common crank pin. The original Sportster engine was the Ironhead engine, which was replaced with the Evolution engine in 1986. Sportster engines, the 45" R, D, G & W Models 1929 side-valve motors, and the 'Big Twin' side-valve motors, which were: the flathead 74 cubic-inch (1213 cc) Models V , VL etc. (1930–1936), Models U and UL (1937–1948), and the 80 cubic-inch (1,311 cc) Models VH and VLH (1935–1936), Models UH and ULH (1937–1941) have four separate cams, sporting one lobe per cam.

The cam followers used in Sportster engines, K models, big twin side valve models, and the side-valve W Model series were a slightly shorter version of the followers used in the larger motors, but with the same 0.731 in (18.6 mm) diameter body and 0.855 in (21.7 mm) diameter roller follower since 1929. The company used similar cam followers for decades with minor changes, from the 1929 to the Eighties.

Sportster engines retained the K/KH design crankcase design, in which the transmission is contained in the same casting as the engine, and driven by the engine with a triple-row #35 chain primary drive and a multi-plate cable-operated clutch. Models since 1991 have five speeds; 1990 and earlier models had four speeds.

The engine was mounted directly to the frame from 1957 through the 2003 model year. While this system allows the bike to be somewhat lighter with more precise handling, it also transmits engine vibration directly to the rider. Sportsters released in 2004 and later use rubber isolation mounts and tie links to limit engine movement to a single plane, which greatly reduces vibration felt by the rider. Buell motorcycles built with variants of the Sportster engine have used a rubber mount system since 1987.

The Model K, from which the Sportster evolved, was the first civilian motorcycle produced by Harley-Davidson with hydraulic shock absorbers on both wheels. Common usage calls this a K Model.

Model K series
This is developed from the earlier 45 W model, but with the revised flat head engine and new 4-speed transmission contained in the same castings as would become the Sportster. The connecting rods would be inherited by the Sportster along with many other design features and dimensions.

    * Model K and KK 1952–1953: 750 cc side-valve engines, using the 45 model bore and stroke
    * Model KR (racing only) 1953–1969: 750 cc side-valve engines
    * Model KH and KHK 1954–1956: 885 cc side-valve engines, using the 45 model bore, but with the stroke increased to 4.5625" (115.89 mm). This is the only small twin with a longer stroke than 3.8125", which is otherwise universal to the entire 45/K/Sportster line from 1929 to the present (exception: XR750, XB9 Buell).



X series Sportsters
    * XL, Ironhead, 1957–1985: 900 cc (883 cc actual) and 1,000 cc Ironhead overhead-valve engines with cast iron heads
    * XR750 (racing only) 1970–1971: 750 cc overhead-valve engines, iron heads
    * XR750 (racing only) 1972–1985: 750 cc overhead-valve engines, alloy heads
    * XLCR Sportster (cafe racer)1977–1978: 1,000 cc overhead-valve engines, iron heads
    * XR1000 (racing only) 1983–1984: 1,000 cc street model using XR racing cylinder head and other XR engine parts.
    * XLR (racing only): 883 cc overhead-valve engines, iron heads
    * XL, Evolution (also known as the "Evo"), since 1986: 883 cc, 1,100 cc and 1,200 cc Evolution overhead-valve engine, alloy heads



Source : en.wikipedia.org/wiki/Harley-Davidson_Sportster