Thursday, February 26, 2009

PAL-V Gyrocopter - Flying Motorcycle Concept

A Dutch company, PAL-V, says it's only two years away from making available to consumers of what they describe as a "flying motorcycle".

It's actually more like a trike with built-in helicopter.

Dubbed, "Gyrocopter", it's hoped it will solve traffic jams by allowing owners to lift up into the air, and over the cars.It might work if the Gyrocopter was so expensive that only a few could afford them. Otherwise, if everyone could afford one, there'd be traffic jams in the air, and the roads would be wide open.

Here's the irony of all this...

Governments could already allow many people to avoid traffic jams if they made motorcycle lane-splitting legal.

Yet, here's a company that wants the average Joe to fly Gyrocopters above traffic? Is this more safe than allowing motorcycles to lane-split?

Source: PAL-V Website

Wednesday, February 18, 2009

Motorcycle images












Motorcycle History

The Past

The future of motorcycling is really anyone's best guess. Since there are very few opinions on this subject on the internet (believe it or not) I thought I would write this section and I'll give you my best guess on the future of motorcycling.

I've studied motorcycle history, trends, sales, model failures and successes over the years for many different manufacturers and here is what I think...

Before we get to the future though, we have to understand the past.

1800's --- First motorcycle


Sylvester Howard Roper 1869 Steam Cycle

Motorcycles are descended from the "safety" bicycle, bicycles with front and rear wheels of the same size, with a pedal crank mechanism to drive the rear wheel.

The first motorbike was built in 1868. It was not powered by a gasoline engine, but by a steam engine. Its builder was Sylvester Howard Roper. His steam-powered bike was demonstrated at fairs and circuses in the eastern US in 1867 and did not catch on, but it anticipated many modern motorbike features, including the twisting-handgrip throttle control. There is an existing example of a Roper machine, dated 1869. It's powered by a charcoal-fired two-cylinder engine, whose connecting rods directly drive a crank on the rear wheel. This machine predates the invention of the safety bicycle by many years, so its chassis is also based on the "bone-crusher" bike. "Bone-Crusher's" appeared around 1800, used iron-banded wagon wheels, and were called "bone-crushers," both for their jarring ride, and their tendency to toss their riders.


World's first gasoline-driven motorcycle, the 1885 Daimler Reitwagen

1900-1955 --- Creation of Current Large Motorcycle Companies

1902 - Triumph
1903 - Harley-Davidson (Harley-Davidson Motor Company)
1946 - Honda (The Honda Motor Company)
1952 - Suzuki (Suzuki Motor Co., Ltd.,)
1954 - Kawasaki (Kawasaki Heavy Industries)
1955 - Yamaha (Yamaha Motor Corporation)

1945-1985 --- Motorcycle Growth

1945 - 198,000 motorcycles registered in the U.S.
1955* - 450,000 motorcycles registered in the U.S.
1958 - Over 500,000 motorcycles registered in the U.S
1962** - 646,000 motorcycles registered in the U.S.
1965*** - 1.4 million motorcycles registered in the U.S.
1970**** - 2.8 million motorcycles registered in the U.S.
1975***** - 5 million motorcycles registered in the U.S.
1985****** - 5.4 million motorcycles registered in the U.S.
1990******* - 3,650,000 million motorcycles registered in the U.S.
1998 - 4,809,000 million motorcycles registered in the U.S.

* 1953 --- Movie The Wild One released
** 1959 --- First Japanese motorcycle manufacturer (Yamaha), enters U.S. market
***1962 --- “You meet the nicest people on a Honda” campaign launched
****1969 --- Stock motorcycles run quarter-mile in less than 13 seconds, 1970 --- Movie Easy Rider released
***** 1972 --- FMVSS 123 standardizes motorcycle controls, 1973 --- MSF created
****** 1978 --- Stock motorcycles run quarter-mile in less than 12 seconds, 1980 --- First International Motorcycle Safety Conference sponsored by MSF, Stock motorcycles run quarter-mile in less than 11 seconds
******* 1986 --- Superbike ban proposed and defeated, Stock motorcycles run quarter-mile in less than 10 seconds

1978-1987 --- Motorcycle Sales Decline

The motorcycle market was timed spot on for the baby boomer generation. In 1944-46, servicemen (and women) were returning from World War II and has a thirst for life and living and wanted to do more than settle down. Motorcycles were popular in WWII and people wanted to try them, and they did and they sold in good numbers. But it was not untill the 1960's when their kids grew up that motorcycling took off like a rocket. 1962 argueably the most famous and successful motorcycle campaign was launched on earth from Honda and it changed everything. The “You meet the nicest people on a Honda” ads took North America by storm! In just 3 years (1965), the number of registered motorcycle doubled, 5 years later (1970) doubled again, and 5 more years in 1975 doubled again! From 646,000 to 5 million in just over 10 years, thank you Honda!

So to fully understand the BUST you need to understand the BOOM. For argument sake the average motorcycle buyer in 1962 was 16-18 years old, they were happy with the cheap 50-450cc motorcycles of the time. Roads were being expanded on a massive scale across North America as years propressed. They gained riding experience and wanted to go faster and futher than the small bikes would let them. So they moved up to larger motorcycles as they grew older such as the 1969 Honda CB750K (750cc) and thus sales increased again. As the 1970's were here, even larger and more specialized motorcycles were produced and again they bought. Standard motorcycled ruled the earth.

Unfortunately, as the 1970's grew to a close the motorcycle industry was suffering as sales dropped drasticly. Those 16-18 year olds in 1962 were now wanting to start families, settle down and raise their own kids. Their spirit of adventure was put on the back burner. They stopped buying and Motorcycle manufacturers started to panic. Motorcycle magazines from the time (1979-1983) and manufacturers didn't know the cause (we do today) and it was spelling DOOM for the motorcycle industry. The manufacturers even tried new designs such as the Cruiser, Tourer and Sport Bike, but few were listening. New motorcycles sat on the sales floor for years, dealerships didn't want to order more because they couldn't sell what they had already (even with very steep discounts). The manufacturers needed to sell what they had too many of and discounted new motorcyles lower than the previous year(s) models. It was bad...

That is why it is hard to find a good used 1980-1988 motorcycle.

Very Late 1980's --- The Motorcycle Rises Again!

It was bad near the end of the 1980's. Sales were just horrible from 10 years before. Those motorcycle dealerships who survived were in bad shape. But, there were a light at the end of the tunnel that only a few forsaw.

Two things most unexpected happened. The baby boomers came back to motorcycling and so did their kids. Seems they never forgot the fun and good times and with increased incomes could now purchase large and more expensive motorcycles. Their kids also wanted to get into the action and they did. Suddenly, things were looking up... but for how long?

The popularity of Cruisers and Sports Bikes took off which isn't surprising when you look at it closely. Older riders (baby boomer crowd) like luxury and comfort and don't need the rush of speed thus Cruisers. The younger croud can take the riding position of the Sport Bike and wanted the new rush of speed...

The Standard motorcycle was being left behind the new race of owing a Cruiser or Sport Bike. By the early 1990's you almost couldn't find a manufacturer offering one!

Present --- Times Are Good.

Times are indeed good for motorcycle dealerships and manufacturers. We are now approaching the highest registered motorcycle numbers yet again and the motorcyclists are happy. We are seeing more and more models of Cruisers and Sport Bikes offered every year and what is this? the Standard is back in the line up and it is now the largest increasing sales category. Today those "standards" are now fashionably called "Retro", "Naked", "Streetfighters" but with their re-tuned sport bike engines, comfortable riding position and do-it-all attitude, they are a glimpse into what is to come.

Update October 24th, 2003

We enter the 2004 model year with excitement as even more bikes are available with little to no models dropped. It does seem like a boom time for the motorcycle industry! Massive cruisers of 2000-2300cc's, super ultra light weight 180+hp sportbikes and surprise, many more standards/naked bikes introduced. In fact, there has never been this much selection!

Since the year 2000 it really does appear that almost every manufacturer is getting the style, choice, comfort, price and performance mix right! This has truely never happened before in this industry.

The Future of Harley-Davidson...

With all these positives, what can be bad? Indian and Harley-Davidson.

World wide sales in the retro type cruiser are again starting to go down. Sales seem only to be strong in the USA. Indian Motorcycle has closed up shop, yet again, due to slow sales of the cruiser models. Harley-Davidson is still ignoring a huge market (younger crowd) and is still continuing to design models that appeal to fewer each year at prices even fewer can afford. With HD's 2004 "major" updates really being a "minor" change, has HD missed its mark again? Will Harley-Davidson be the next to go? (Sorry Harley riders)

Honda is now selling the Honda Rune, a style that is very impressive to see with your own eyes. This is a bike that looks like Harley-Davidson will make 20 years from now. Not only is the Honda Rune a big problem for HD, but the Vulcan 2000, Triumph Rocket III and even the Kawasaki/Suzuki Mean Streak are as well in the future design department. It used to be everyone copied HDs style, it was "the" cruiser look. Now you can have a sea of HD bikes, and if one of the above bikes shows up, it just gets noticed more.

So, what is Harley gonna do? They made the V-Rod. Beautiful lines, great engine, fuel injected, sporty looking... But... it doesn't sound like a Harley, doesn't look like a Harley, infact, it looks like a "Japanese" bike! The V-Rod as much an"outsider" to the HD community as a Buell, horrible shame that is too...

So, does Harley-Davidson keep making retro looking cruisers with very old and outdated technology so they have the look and sound? OR do they gamble on newer designs like the V-Rod? With an average consumer age of 46+, and thus you see the problems facing Harley-Davidson's future today.



The Near Future

A very new (and now in production) is the Alligator A6 (A6 = 6th Generation), built by Dan Gurney, an American driving legend, the Alligator is built around the benefits of its main principle: a low center of gravity. Before you start to snicker or laugh at the looks, read this:

When Cycle World tested an A6, its 0-30-mph time of just 1.1 second turned out to be quicker than any streetbike the magazine has ever tested! When Cycle World tested an Aligator A6, its 0-30-mph time of just 1.1 second turned out to be quicker than any streetbike the magazine has ever tested!

How about the low center of gravity on braking? Just as impressive was the A6's braking performance, stopping from 60 mph in just 114 feet, nine feet shorter than the radial-mount brakes slow Kawasaki's new ZX-6R.

When Cycle World tested an A6, its 0-30-mph time of just 1.1 second turned out to be quicker than any streetbike the magazine has ever tested!

Eddie Lawson quotes: "It's pretty amazing in this day and age that you can build something unique and that hasn't already been done," Lawson continues. "I enjoy it because I can get on a motorcycle and it's different and it's fun." and yes, he purchased an Alligator A6 for himself.

So, thank you Dan Gurney for living your dream, and quite possibly revolutionizing the motorcycle industry at the same time.

More Photos Here. Full Story Here.

With gas and oil prices going through the roof and supplies of the non-renewable resource getting lower everyday motorcycles should continue to grow in demand. Today most of us ride motorcycles in North America for fun or as a hobby but it is not this way in other parts of the world. Even in first world countries (like the UK) people are riding them due to the savings in gas, oil, insurance over other vechicles and even riding them year round. Will that happen here as well? Yes, and probably sooner rather than later. As I write this, gas is over $2.10US a gallon in the U.S.A, and here in Canada (I'm Canadian BTW) we are paying up wards of 91 cents a litre! Last year it was 33% less (in both Countries).

So there is a greater need for motorcycles than ever before, but what will they evolve into?

Updated: September 24, 2003:

Revealed at 2003 Milan Motorcycle Expo: Kawasaki ZZR-X

"Probably the most radical machine of the show has yet to turn a wheel under its own power. The ZZR-X is Kawasaki's forward-looking concept bike that combines advanced technology, super-sport potential and touring capability. "This is the ultimate high-speed tourer,” reads the Kawasaki press material. “The future of supersport touring."



The ZZR-X features hub-mounted steering that uses a two-pronged aluminum swingarm actuating a shock absorber instead of the ubiquitous telescopic fork. Handlebars sweep through the area that looks like a fuel tank; the actual tank is placed near the center of the bike. Perimeter rim-mounted disc brakes are fitted to both wheels.

Touring amenities include a shaft drive hidden inside the aluminum rear swingarm, an adjustable-rake, flip-up windscreen and a large storage area in front of the seat. Kawasaki doesn’t mention any details about the ZZR-X’s engine, but it’s safe to say there will be ample power if the bike is ever built. The rear seat cowl flips up into a backrest, probably to keep the passenger from flying off at 186 mph."

Updated: October 24, 2003:

Revealed at 2003 The Tokyo Motorshow : Suzuki G-Strider

Suzuki presented their G-Strider concept motorcycle, a cross between a scooter and a motorcycle. The two wheeler is powered by a 916 cc engine with automatic transmission.

Revealed at 2003 The Tokyo Motorshow : KTM

The new 990RC8 is a streetfighter type, with a 75° V2, 999.8 cc engine.

The seat is the fuel tank, giving this 175 kg (385 pounds) motorcycle a low center of gravity.

Top speed: 280 kilometers per hour ( 174 miles per hour)


Car manufacturers to make motorcycles?

Dodge introduced its Tomahawk V-10, 8.3-liter (505 cubic inch) concept motorcycle at the North American International Auto Show in Detroit on January 6, 2003. The superbike features independent four-wheel suspension, and its engine, borrowed from the Viper sports car, can propel the Tomahawk at speeds of nearly 400 mph [sic], according to Dodge. REUTERS/Rebecca Cook

The 1,500-pound Tomahawk can reach 60 miles an hour in about 2.5 seconds, and has a theoretical top speed of 300 mph. Each pair of wheels is separated by a few inches and each wheel has an independent suspension. [Chrysler Chief Operating Officer Wolfgang] Bernhard said four wheels were necessary to handle the power from the engine.… Chrysler executives said while the chrome-draped Tomahawk was outlandish, they were seriously considering whether to build a few hundred at a price of at least $250,000 each.

Official Dodge Tomahawk website



The Evolution has already begun...

Hybrid Gas/Electic Motorcycles?


Learn more about the Hybrid eCycle here
eCycle is developing a 180mpg motorcycle. The motorcycle features a 219cc direct injected diesel engine and a 8kW electric motor drive. The weight is 230lbs, with a top speed of 80mph and acceleration of 0-60 mph in 6 seconds.

We all know that a motorcycle is not only fun but cheap to own over other types of vechiles. With cars evolving into Hybrid (Gas/Electric), Hdrogen and fully Electric vechiles it wouldn't be long before motorcycles would follow. Those types of vechiles are getting great fuel milage and even better than a lot of motorcycles! (e.g. Honda Insight* 70mpg).

*Honda tested EPA mileage for the Insight at 61 for city and 70 for highway driving (compared to 32 city and 37 highway for the Honda Civic 3 Door).80mph).

Diesel Motorcycles?

Not to be outdone in the engine development area, the US Army has a Kawasaki KLR650 that runs on Diesel fuel rather than normal gasoline! With a range of 120 miles per gallon the bike develops 33ftlb of torque and has a top speed of 85 MPH.

Read more about the Kawasaki Diesel KLR here

Electric Motorcycles?

So, does that mean motorcycles will be going electric? It is quite possible.


This electric motorcycle does a 1/4 mile in 9.450 seconds @152.07 mph. Link: http://www.killacycle.com/page1.html

So, should you be worried about loosing a gasoline engine and having an electric one instead?

That all depends, there are positives and negatives (of course) of anything new over something old. The internal combustion engine has been around for more than 100 years. We have pretty much done everything we can with the basic design. The biggest reason we haven't "evolved" to another type of engine (electric/hydrogen/ect) is money (or the loss of) from the oil companies. Oil (as if you didn't know already) companies make Billions of dollars an hour worldwide, they don't want to give that up.

Electric engines offer advantages that could never be offered by an Internal Combustion engine such as:

- There is almost no noise at all.
- No vibration at all.
- Total Linear power availability.
- Zero moving parts.

Imageing cruising down the road, all you hear if the sounds around you, the wind on your face and nothing disturbing that. Not even virbration gets in the way (at any speed) of this feeling that is like flying. With a twist of the throttle you can go from 0 to 100mph in one gear if you want to with no hesitation, stuttering or loss of power anywhere, a perfect power curve.

As with the horse and buggie, we will all be sad to see them go. The Film camera industry is going though the same drastic change with Digital camera's. I own 9 professional SLR film cameras and don't want a Digital, I enjoy film and the process of taking a photo on film. To me that is what photography is all about and I don't want to change to digital at all. Some of you will be in the same boat when it is time for the internal combustion engine to leave the motorcycle and electric engines are all the rage. For you, you should hang on to those old outdated motorcycles then and enjoy it while you can. Personally I dread the day a roll of film costs $20 and developing is scarce, and you have to drive 20 miles out of the way to find it... But that is life and on a positive note, the world didn't end when we gave up a real horse for the iron horse (car).

For more details see at : http://www.totalmotorcycle.com/future.htm

Motorcycle Motor Oil

by Mike Guillory

This article was written by Mike Guillory and he has curmudgeonedly allowed me to post it here. I think it offers an excellent perspective and discussion on oil! It certainly has helped to shape my opinion on this complex subject. And to frequent visitors, this article was updated in June 2002.

Brief Introduction

Along with keeping things adjusted properly, using a good quality motor oil and changing it regularly is the key ingredient to keeping your motorcycle running happily for a long time. You cannot go wrong using one of the various "motorcycle-specific" oils, now available also from some of the major oil companies. However, many motorcyclists object to the higher prices of those oils and for convenience prefer to buy oil at their local automotive supply store, which is a still a good option. This article will provide you with information to make an informed choice.

Price of Motor Oil

So how do you make an intelligent choice? Will $1.00 a quart automotive oil work okay or do you need to pay $4 to $12 a quart for "motorcycle" oil? You have to answer that question yourself, but here are a few facts to help you make the best decision for your situation.

The owner's manual of your motorcycle probably says something very similar to the following:

Use only high detergent, premium quality motor oil certified to meet API Service Classification SF or SG (shown on container). The use of additives is unnecessary and will only increase operating expenses. Do not use oils with graphite or molybdenum additives as they may adversely affect clutch operation." That's pretty clear. But what do you do since automotive oils now say on the container "meets SL Service?" That's easy! By consensus of the API and the manufacturers, the current SL classification meet all requirements of SF, SG, SH, and SJ plus all earlier API gasoline categories. The current SL actually offers some additional benefits over the older classifications. So, if the motorcycle requirement says "SG", be confident that "SL" indeed meets that requirement.

The Vanishing Zinc and Phosphorous

It is a fact than many SL oils now contain lower levels of ZDDP (the zinc/phosphorous extreme pressure additive) and that is a big concern to a lot of motorcyclists. ZDDP is a last resort protection against metal-to-metal contact. Whereas a few years ago the zinc level was typically 0.12% to 0.15% in SG automobile oils, some SL oils now have as little as 0.05%. However, this in itself may not be a problem since normal operation of a motorcycle on the street would never result in metal-to-metal contact any more than it would in your automobile. Remember these SL oils meet the most demanding protection requirements of modern, high-reving, powerful 4-stroke automobile engines (among others). And there is no reason to believe the lubrication requirements of street motorcycles is measurably different.

However, if you race you probably need higher levels of ZDDP and should use appropriate oils or ZDDP additives.

NEW Motorcycle Oils

Seeing an opportunity to bridge this perceived gap between motorcycle oils and automotive oils, many traditional oil marketers like Castrol, Mobil, Pennzoil, Quaker State, and Valvoline now sell their own "motorcycle" oils at very competitive prices, and alongside their automotive oils. I have found them at several of my local autoparts stores and even at one WalMart store. Call or visit the auto supply stores in your area and ask. Even if they don't routinely stock them, they probably can order a case for you at substantial savings because their mark-up is generally quite a bit less than motorcycle shops.

Although not a motorcycle oil, oils with the designation "Racing Oil" are not intended for street use, generally meets "SG" requirements and has somewhat higher levels of additives, like ZDDP. An example is Valvoline's VR1 Racing oil available in 20w50 weight. These should work fine in our motorcycles.

Energy-Conserving Oils

Some are concerned that the new "energy-conserving" motor oils may have "friction modifiers" which will cause clutch slippage. Since that is a legitimate concern it is best to use only oils which are NOT "energy-conserving for motorcycles with wet clutches." Read the back of the container. It clearly identifies this. In general, only the very lighter oils, like 10w30, 10w20, 5w20, are energy-conserving. All 5w40, 5w50, 10w40, 15w40, 15w50, and 20w50 oils which I have found are not energy-conserving and can be recommended for general motorcycle use.

It is commonly mis-stated that "SJ and SL oils have friction modifiers which will cause wet clutch slippage." In reality, all oils have friction modifiers, that's how they work. ZDDP itself is a friction modifier. The real issue is to avoid getting the friction so low, with very thin oils containing extra amounts of friction modifiers, that clutches will slip under normal use. Stay away from energy conserving oils and you should be fine, if your clutch is in good working order.

Synthetic or Conventional

What about synthetic vs. semi-synthetic vs. "dino" oils? All motor oils have several special additives formulated into the oil to protect from corrosion and wear, plus detergents to keep combustion products in the oil. For normal (non-extreme) use, "dino" oils protect as well as the synthetic oils. However, if you plan to race, run at extremely high temperatures, or plan to extend oil-change intervals, or simply want the best, then a synthetic or semi-synthetic may be your best choice.

Real World Test Results

Are there any "real world" examples of long motorcycle engine life using automotive oils? There is a good one in the June 1996 issue of Sport Rider magazine in a report called the "100,000 mile Honda CBR900RR." The owner used conventional Castrol GTX oil, 10W40 in the winter, 20W50 in the summer. He changed it every 4,000 miles, changing the filter every OTHER oil change. No valve clearance adjustments were required after the initial one at 16,000 miles. And a dyno test against the same model with only 6,722 miles showed torque and horsepower virtually identical. The 100,000 mile bike was even used for some racing. In a subsequent follow-up, the same CBR had passed 200,000 miles and was still going strong! Plus, many motorcyclists have emailed me with their very positive results using nothing but automotive oils for years in a variety of rides. Oils have changed over the past 10 years, but that just means we need to be more careful in our choices.

Frequency Asked Questions

1. What is a reasonable oil-change interval?

Most manuals recommend not to exceed 8,000 miles after break-in. But short-trip riding is considered severe service and the most common oil change interval is 3,000 to 4,000 miles. However, a long trip is the easiest service for the oil and going 6,000 to 8,000 miles between changes while on a cross-country ride is routine. Also, the use of synthetic oils can easily double the oil-change interval.

2. Will changing the oil even more frequently, like every 1,000 miles, prolong the life of the engine?

Not very likely, because even at 3,000 to 4,000 miles, the oil and additives are not degraded very much. Changing more often just wastes money.

3. What about the claims that motorcycle-specific oils contain "special polymers which are resistant to breakdown caused by motorcycle transmissions?

Oils usually require the addition of polymers, called VI improvers, to create a multi-viscosity oil, like 10W-40. Whether it is a motorcycle oil or an automotive oil, all polymers are subject to some degradation in the transmission. Full synthetic oils tend to have less polymer than conventional oils and therefore degrade less.

4. Why are motorcycle oils so much more expensive than automotive oils?

Cost of doing business is higher per quart of motorcycle oil. Large oil companies make so much more product that their profit margin per quart does not have to be so high. That's why the newer motorcycle oils being marketed by some oil companies are only marginally more expensive than their automotive counterparts.

5. What about the claims by specialty motorcycle oil manufacturers, that their oil is better?

That's a good one. Next time you hear that line, simply ask, "What evidence do you have?" I've never seen any. If you do get any, please let me know! I don't believe that there is any.

Now, armed with all this information, you are ready to make your choice between automotive oil and motorcycle oil. Either will work fine. Your motorcycle probably cannot tell any difference. There are many riders, the author included, who use nothing but good quality automotive motor oils. There also are many who use nothing but motorcycle oils. All indications are that both choices work equally well because motorcycle engines are designed so well that the oil really doesn't make any measurable difference. As long as it meets SG, SH, SJ, or SL service requirements.
Addendum

In the past several years, various reports went around regarding independent studies that showed "automotive" oils that are not energy-conserving (EC) work just as well as motorcycle-specific oil and in many cases better. In former revisions to this article I listed the oils I found locally (Houston, Tx) that were 10w40 and heavier and not energy-conserving. I've discontinued that as it adds little value. All one needs to do is look at the back of the oil container where the lower half of the identification circle will have the words "energy conserving" if it is. Don't use those in wet clutch motorcycle applications, as they may cause clutch slippage. If the lower half of that circle is blank, as all 10w40 and heavier oils should, that means it is NOT energy conserving and should be fine in wet clutch applications.

Heavy-Duty Oils

My favorite oils and the ones I most mostly recommend for motorcycle use, are the "heavy-duty" oils. They are commonly misunderstood, and often referred to as "diesel oils." They are NOT energy conserving, have higher zinc levels, as high as 0.16%, and by virtue of their multi-duty have a better engine protection package than an oil that is only rated "SL". These heavy-duty oils are rated SJ or SL, plus CH-4. They are currently closer in formulation to the motorcycle specific oils and to the "SG" oils that many motorcycle makers recommend. Following are some examples of these oils, generally 15w40 oils by industry convention. There may be several other 15w40 oils that I am not familiar with.

1. Castrol RX Super 15w40
2. Chevron Delo 400 15w40
3. Mobil Delvac 1300 Super 15w40
4. Pennzoil Long-Life 15w40
5. Quaker State 4X4 Synthetic Blend 15w40
6. Shell Rotella-T 15w40 (my personal favorite)
7. SuperTech 2000 (WalMart) 15w40
8. Valvoline All Fleet 15w40
9. Castrol Syntec Blend Truck and 4X4 15w40

Full Synthetics - for Maximum Protection

For years Mobil One 15w50 has been a favorite of motorcyclists. In recent years it has gone from its original formulation to an improved SJ "TriSynthetic", and more recently as SL "SuperSyn." several of us have received conflicting information on this new "flavor" of Mobil One, but the consensus appears to be that the new SuperSyn has additional friction modifiers and may no longer be a good choice for motorcycles. However, I have heard from several VFR owners still using it with favorable results. Therefore, YMMV. Mobil naturally recommends their motorcycle Mobil One.

A fairly new player in the synthetic market is Shell with Rotella-T Full Synthetic 5w40. It is not energy-conserving and according to Shell performs competitively with Mobil Delvac One full synthtetic, which means it offers even more protection than does Mobil One 15w50. A number of motorcyclists have reported to me good results so far with his use of the new Synthetic Rotella-T. I put it in my own VFR at my last oil change.

Delvac One should be an excellent motorcycle oil but is generally available only at truck stops or in commercial quantities. For those who may have connections with a long-haul trucking operation, where Delvac One is known to be used in oil change intervals up to 150,000 miles, or even more, you may want to try it if the price is right.

There are a number of other synthetic and semi-synthetic oils available and I have no reason to believe they are in any way inferior. Just follow the advice and use one which is not energy conserving.

Important Note: Be sure and use the recommended viscosity range, e.g. 10w40, 20w50, etc. for the climate in your area. In general, to protect your motor use the heaviest oil you can that still meets the manufacturer's guidelines. For example, 20w50 is better in warm weather than 10w40, because it gives you a thicker oil cushion between bearing surfaces at operating temperature. For racing, a thinner oil will offer less resistance and thus more power, but will offer less protection.

I personally believe in these oils and use nothing else in my motorcycles. As always, you have to make your own, informed decisions.

A Note on Warranties

Since it is generally accepted within the industry that current classifications also meet all older ones, there can legally be no warranty issue. In fact, some oils actually say on the package "SG" in addition to SH , SJ and SL. However, if any of the very newest motorcycles specify oil meeting the new JASO, or other motorcycle-specific oil specifications, and no reference to "SG" or similar automotive specs, then you may have a potential warranty issue so behave accordingly.

And finally, it is gratifying to have received so many emails the past three (3) years from motorcyclists finding this oil and oil filter information useful to them. Keep them coming. I am happy to help, and I plan further updates as things change significantly. Please refer to Oil Filter Alternatives - Honda Motorcycles also by Mike Guillory for a comprehensive review of various oil filters.


Source : http://www.vfrworld.com

Invest in Your Safety, Get a Good Motorcycle Jacket

A leather motorcycle jacket is one of the most essential pieces of gear that you'll have with you out on the road. When you're riding, a motorcycle jacket is what's protecting you from many of the different dangers out there. As you're riding, you'll of course kick up objects, or have them kicked up at you, and a jacket will protect you from these. It will also help to protect your skin from the elements, and from the sun. And finally, should you be involved in an accident, a good jacket will protect your skin from damage. So if you haven't already, it's time to invest in a good motorcycle jacket.

Your good motorcycle jacket is really one of the foundations to safe riding, in whatever conditions you may face. Other then your helmet, your jacket is the essential piece of gear you'll need while riding, and the one most likely to protect you from serious injury or even death. This is why you need to be serious about getting a great, safe jacket, because unless you have a jacket that can keep you safe, you're putting your health and life at risk every time you ride.

One of the easiest ways to ensure that your motorcycle jacket is safe is to make sure it's a good motorcycle jacket, made out of the appropriate grade of leather. You will always want a one made of leather, or a similar material, that is very resistant to rips or tears. This means that it must, in most cases, be quite thick. In an accident, you and your jacket may be dragged or thrown along the pavement. Getting a good motorcycle jacket for those situations means buying one thick enough to not rip under extreme conditions.

A good motorcycle jacket will also be a comfortable one. This may seem silly, but unless your jacket is comfortable, you won't wear it on every ride, which means it isn't keeping you as safe as it could be. Always make sure that you buy a jacket with closeable vents. This means that you can open them, and let cool air in during the summer, and close them, to keep the cool air out in the winter. Also make sure that it hugs your waist tightly, and allows you the room to move your arms into a comfortable position to hold the handlebars.

Investing in a good jacket is a serious investment in the safety of your skin even if you're never involved in an accident. When you're riding, your skin is constantly being pounded by UV rays. By making sure you're protected by your jacket, you're saving your skin from that damage.

A good motorcycle jacket is an investment that as a rider, you need to make in your future. As a rider, you want to make sure you're as protected as possible in the event of an accident, and a good one can help you and your family have the peace of mind you deserve.

When you want to make sure you're protected, you need the right motorcycle safety gear. That's why a good leather motorcycle riding jacket is a key investment. They're on sale now at Splat Hat.

Article Source: http://EzineArticles.com/?expert=Frank_Medley

Tuesday, February 17, 2009

Modifikasi Yamaha Fino

Yamaha Fino fire airbrushFino Steal Your FaceFino Fantasy 1Fino Fantasy 2yamaha fino back sideModifikasi Yamaha FinoIf we look at the foundations of Yamaha Fino, it is 115cc 4 a race SOHC, 2 valve, engine cooled by air. And officially the engine is an engine 113.5cc (but conjecture 114cc Fino made not resounded fresh enough for the marketing of Yamaha).We always begin our agreement/to modify with

Yamaha Mio 2009 Special edition

Yamaha did not stop the time to create sensation, After the beginning of the year this issue mio 2009, would now have been released Yamaha Mio 2009 Special edition. This step taken by the factory based in japan is to spoil our customers. Already for some years, this Yamaha Mio got best predicate as a motor. This proves the existence of yamaha motor mathic as a barometer. Hopefully it Yamaha Mio

BODY KIT FOR JUPITER MX 2006

Jupiter MX was first issued by the yamaha to the Indonesian market around 2006. Jupiter MX until now been used as the motor that can rival Suzuki Satria FU in Indonesia. The following are accessories from Body Yamaha Jupiter MX 2006. Jupiter MX behind Spakbord 2006 Jupiter MX front Spakbord 2006 Jupiter MX Cover jog 2006Jupiter MX Machine Cover 2006

Monday, February 16, 2009

2009 Yamaha FZ6R Review

Wanna fit in at the burger barn but don’t have the bank account to support the high cost of a pure supersport? Are you interested in a comfortable ride on the street as well? You just might be interested in the retooled and freshly faired version of the existing FZ6 – the all-new Yamaha FZ6R.

While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers.

Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.

Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.

While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.

New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6.

The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.

Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.

But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook.

These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R.

Efficiency runs deeper than just through your wallet. When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6.

The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radius.

Upon my initial seating, I noticed how easily I could flat-foot with the saddle in its low position. I kept it in its low position and didn’t experience any knee pain after 150 miles.

Comparing the FZ6R to the FZ6 (last ridden in 2006), one will notice the lack of punch at the whack of the throttle. The 6R has a milder state of tune, and this pays off with power being available at revs that are more easily accessible – no need to zing it to redline. The engine gains speed slowly but deliberately, accompanied by a slight buzz after 7000 rpm.

When it’s time to slow down, the front and rear Brembo master cylinders pipe that stopping power through a 5-way adjustable lever to a pair of dual-piston pin-slide Akebono calipers up front gripping two 298mm rotors. Providing adequate power for the bikes intended audience, they’re not up to the standards of power and feel as racier sportbikes. The rear single-piston pin slide Nissin caliper chomps on a 245mm rotor, the same as found on the FZ6 model.

The all-black FZ6R Raven model has an MSRP of just $6,990 while the Team Yamaha Blue/White, Cadmium Yellow and Pearl White paint and graphic schemes run slightly higher at $7,090. Each color has a different graphics package – two are traditional Yamaha and two are more in line with the flashy and cool R6 designs.

The FZ6R is a worthy option for someone who wants a practical and easy-to-ride bike yet wants some sporty styling and responses. It’s at your local dealer now.

Sunday, February 15, 2009

Honda Readies Sinister EVO6 Concept for Tokyo

Amid the automotive weirdness that typifies the Tokyo Motor Show, there are to be found a few truly stirring examples of mechanical art. Honda's EVO6 concept is just such a machine. The bike uses a version of the 1832-cc horizontally opposed six-cylinder powerplant from Honda's big Gold Wing touring bike. But expect the EVO6 version of the engine to belt out a good deal more than the Gold Wing's 118 horsepower and 128 pound-feet of torque — and expect the EVO6 itself to tip the scales at considerably less than half the Gold Wing's dry weight. The 40th Tokyo Motor Show starts Oct 26 at the Makuhari Messe convention center, and runs through Nov 11.

Sunday, February 8, 2009

2009 Yamaha T-Max 500 Review The ideal combo of scooter and motorcycle?

While the T-Max has long had a solid Euro-following, Yamaha USA has always been skeptical about the market for such a functional but unglamorous bike in America. The thinking is that, in America, motorcycles are used more for recreational purposes so they have to be cool. While we get that whole Gregory Peck and Audrey Hepburn, Roman Holiday classic Vespa thing, we often don’t know what to make of these neither-fish-nor-fowl maxi-scooters.

But now, the T-Max is sold here. It arrived just in time for four-buck gas in SoCal, when Yamaha couldn’t keep the smaller Vino in stock. The tuning forkers had visions of selling a freeway-capable scooter to people with longer commutes. I, for one, hope that the current blip back towards a buck-something gas doesn’t dampen the company’s willingness to promote this product. Although the high end of the scooter market will take some developing, I believe there’s role for the motorcycle as a primary vehicle.The T-Max was totally revamped for the 2008 model year, which is the version we now get Stateside for 2009. A new body style, which grows on you, conceals an all-new alloy frame, which replaces the old tubular steel chassis.

The first impression on approach is that it’s extraordinarily long. Then, when you sit on it, the seat feels firm, high, and wide. The T-Max does not have a completely flat floorboard, like a classic scooter. Still, the relatively low step-through threshold makes it easier to get on and off than a conventional motorcycle. The seat height comes into play when paddling the bike into and out of parking spots. I found myself sliding forward off the seat, so that I could plant more of my own weight on the ground when pushing it around.

With a full tank of fuel, it weighs close to 500 lbs. It takes a fair amount of effort to get it up on the center stand, but the passenger grab rail provides a solid grip for that job. I found I noticed the weight more when I had to rock it off the stand. It is also the first bike I’ve ridden with a parking brake.

The starting protocol is simple: With the key and kill switch in the ‘on’ position, there’s a momentary delay while the fuel injection system pressures up. Then you hold either brake lever in and hit the starter button. (There are no foot controls. The rear brake is operated by the lever on the left handlebar, and the front brake, as usual, on the right.) There is no kick starter, nor is it possible to bump-start it.

An automatic centrifugal clutch engages when you increase revs. I noticed a slight delay in the clutch engagement that was frustrating when I was trying to get away at low throttle openings. To set out perfectly smoothly, I found myself holding the left (rear) brake in until I felt the clutch bite, then easing off the brake to roll away. I own a Yamaha Vino 125, which clutches flawlessly, so I suspect this glitch might come down to a minor setup problem on Motorcycle.com’s particular test bike. As soon as you’re underway, the low center of gravity keeps it unthreatening even at parking-lot speeds.

Despite being half a foot longer than say, an R1, the T-Max is very maneuverable in town. If you’re out running errands, there’s room for a good-sized bag of groceries, or a full-face helmet under the seat. The seat is held in the open position by a pair of hydraulic lifters, and there’s even a light in the storage compartment. There are also two non-locking ‘glove compartments’ in the front cowl. I imagine that, in Europe, commuters usually these for a pack of Gauloise cigarettes in one and a flask of Grappa in the other. Or maybe just coins for tolls.The combination of 15-inch wheels and almost five-inches of suspension travel, make this the most capable scooter I’ve ever ridden when it came to soaking up the bumps in crappy urban asphalt. The suspension setup and overall geometry also make carrying a passenger a piece of cake. I can’t remember ever riding a scooter – or motorcycle – as good as this for two-up duty. I could hardly tell the chick was back there. Her comments were also favorable as she loved the seat, secure grab rails, and specifically noted the comfortable footpeg position.The new alloy frame feels as stiff as a modern beam frame. The fully-stressed motor bolts to the back of the frame. The swingarm pivots on the engine castings, so unlike most scooters the motor is sprung weight. That takes some pressure off the single rear shock, which is positioned about where it would be on a sportbike.

The net effect of fork, frame, shock and Dunlop Sportmax tires is taut, confidence-inspiring handling that easily compares to conventional motorcycles. It’s capable of carrying a downright surprising degree of lean angle through the corners. More importantly (considering its daily commuting brief) the T-Max is amply capable of cruising in the fast lane on the freeway without the alarming vagueness of some other maxis.

The 360-degree parallel-Twin is an interesting piece. It’s a long-stroke, undersquare motor; a choice made to emphasize torque and provide a good spread of power. You’d expect that the two pistons, moving back and forth together, would create vibration. There is a third piston that’s 180 degrees opposed to the two ‘real’ ones. The result is an essentially vibration-free ride. As with all counterbalanced motors, the price for smoothness is paid with the currency of inertia, so the motor doesn’t want to spin up too quickly.

Although Yamaha claims the motor was designed for low and mid-range power, our consensus is that it is a little anemic off the bottom (for a motorcycle) but that it has lots of power up top (for a scooter.) Most motorcyclists are used to gauging speed by the sound of the motor, so having a bike accelerate while it maintains a nearly constant engine note can actually be quite disconcerting. I didn’t do a top-speed test, but it feels as though there’s still a bit on tap at an indicated 95 miles an hour.

Up at freeway speeds, or at any speed for that matter, the mirrors are crystal-clear. They’re positioned well forward on the fairing, offering exceptional rearward visibility.

For California readers, it’s worth noting that the narrow overall layout combined with a fairly tall seat and an upright riding position make the T-Max one of my all-time favorite lane-splitters. The only thing you can’t do on it is pull in the clutch and blip the throttle to politely remind car drivers to make a little room.

If something happens in front of you, the brakes are more than able to reel the T-Max in on short notice. There are twin 267mm discs up front, gripped by four-pot monobloc calipers. The long, low geometry also allows the rear brake to contribute, even in hard braking situations.After a few days on the 2009 T-Max, I could easily imagine choosing it as a primary vehicle for daily commuting. As equipped, it’s not perfect for that assignment, but Yamaha’s already anticipated one of my key desires by offering a nice accessory top box. Even with the capacious underseat storage compartment, there’s no such thing as too much luggage space.For every day, year-round use, I’d like to see heated grips, or at the very least better wind protection for the rider’s hands. A wired-in accessory power socket located in the underseat compartment would allow for onboard charging of a modern commuter’s various PDAs, cell phone, laptop and the like.

Riding through dark winter nights is made easier by the best headlights I’ve used in a long time. But I’d like Yamaha to add four-way flashers. Last but not least, I’d like to see ABS, at least as an option.

If you’re looking for the two-wheeled equivalent of a Honda Accord, this is a strong contender for your next bike. At $8,099 (for the yellow version seen here) it’s priced competitively close to the base-model Suzuki Burgman 650 or about $800 more than Yamaha’s venerable FZ6 all-rounder - if you’re comparing it to real motorcycles.

Changing the attitudes of American motorcyclists towards maxi-scooters will take some time. I for one hope Yamaha hangs in there with the T-Max, since it’s a great bike that deserves a real following.

Source : http://www.motorcycle.com

Thursday, February 5, 2009

YAMAHA MAJESTY SPEC AND PICTURES

Yamaha’s Majesty 400 has got the lot – luxury to keep you smiling on every ride, performance to take you way beyond the city streets and the kind of practical features that genuinely make life easier.Based around a punchy 34-horsepower engine with twist-and-go transmission, Majesty 400 makes effortless work of traffic-clogged streets, but maybe you’ll be even more surprised by its mile-eating

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YAMAHA VEGA

This is not the modification of yamaha vega motor bike, this is so cool motor bike that i ever watch. Some people interested in having yamaha motor bike is because it have a high resale value. Yamaha motor bike is one of the best bike by yamaha indonesian. it is one of the cheapest yamaha motor bike which usually owned by some one i the middle low budget.

Yamaha 2009 YZF-R6 Spec ,Price and Pictures Gallery

Price :$10,190 (Vivid Orange/Raven) Available from September 2008$10,190 (Pearl White) Available from September 2008$10,090 (Team Yamaha Blue/White) Available from September 2008$9,990 (Raven) Available from September 2008Specification :EngineType 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valvesBore x Stroke 67.0 x 42.5mmCompression Ratio 13.1:1Fuel Delivery Fuel Injection with

YAMAHA R15 Modification

One of the owners has done a small modification to his original screen. Here is a look!We had told you about the new color combination for the Yamaha R15. Here are more pictures taken from another blog on the same:Yamaha R15 Modification Pictures

New Colour Yamaha R15

The Yamaha R15 always has looked very good in black and red colors. Here are some pictures of how the bike will look in a combination of both

Mio : Scooter of 3 Years Endless

For the modification affair, Yamaha mio indeed his champion, from the aspect of body has been drafted in such a way as to be easy in the modification. His machine then was not inferior great compared to the other scooter motor. In other words, if you the lover of the modification of the motor was not wrong it seems chose the motor mio this. In several last years, yamaha mio was proven could