Motorcycle For Kid : DR-Z70

The Consumer Product Safety Improvement Act was created in response to issues with toys containing unhealthful levels of lead content or lead paint that could harm children if ingested. Though admirable in its efforts to guard child safety, the law extends to many products that children would not put in their mouths or otherwise ingest. Our youth model off-road motorcycles and ATVs currently fall into this category. Beginning February 10, 2009, it became illegal for Suzuki dealers to retail youth model ATVs and motorcycles, as well as associated parts and accessories.

American Suzuki regrets that our dealers cannot sell affected products after February 10. Industry associations are working to obtain clarification of the Act and the approval of regulations that would permit us to resume selling our youth models. We urge you to address any concerns about this law to your congressional representatives.

Specications :

Chassis:

Brakes Front Drum brake
Brakes Rear Drum brake
Color Yellow, Black
Curb Weight 55 kg (121 lbs)
Final Drive D.I.D 428, 78 links
Fuel Tank Capacity 3.0 L (0.8/0.7 US/Imp gal) - Including Reserve
Ground Clearance 135 mm (5.3 in)
Overall Length 1320 mm (52.0 in)
Overall Width 580 mm (22.8 in)
Seat Height 560 mm (22.0 in)
Suspension Front Inverted telescopic, coil spring
Suspension Rear Swingarm type, coil spring, oil damped
Tires Front 2.50-10 33J, tube type
Tires Rear 2.50-10 33J, tube type
Transmission 3-speed constant mesh
Wheelbase 935 mm (36.8 in)

Engine:

Bore Stroke 48.0 mm (1.890 in) x 37.0 mm (1.457 in)
Compression Ratio 9.5 : 1
Engine 4-stroke, air-cooled
Fuel System MIKUNI VM13
Ignition Electronic ignition (CDI)
Lubrication Wet sump
Starter Electric and kick
Warranty: 6 months limited warranty.

Lithium-Ion Motorcycles

Better batteries are making electric motorcycles possible, providing a cleaner alternative to pollution-spewing gas-powered bikes.Advanced battery technologies are enabling a much cleaner alternative to pollution-spewing gas-powered motorcycles and could help promote a larger-scale move toward electric vehicles. Yesterday, an electric scooter with motorcycle-like performance made by Vectrix, based in Newport, RI, was delivered to its first customer. And next year at least two motorcycles powered by advanced lithium-ion batteries will be sold in the United States.

Although conventional motorcycles get extraordinary gas mileage--with many getting more than 50 miles per gallon--they emit more pollution than even large SUVs because they aren't equipped with equivalent emissions-control technology. Indeed, with new emissions standards, SUVs are 95 percent cleaner than motorcycles, according to the Environmental Protection Agency. So while motorcycles could help reduce oil consumption and greenhouse-gas emissions, these gains come at the price of dirtier air. Electric motorcycles eliminate tailpipe emissions, keeping pollution out of the city, and they can be powered with clean sources of electricity. What's more, electricity costs less than gasoline. Vectrix estimates that it will cost riders just a couple of cents a day to operate its scooter.

All three battery-powered vehicles are limited in speed. The fastest is the Vectrix scooter, which can go 65 miles per hour. The speeds could be increased if the manufacturers were to change the gear ratio, which is currently designed for urban settings and motocross, for which acceleration is more important than sustained high speed.

Electric motorcycles are practical today because of advances in battery technology. Lead-acid batteries, which have been used in electric motorcycles in the past, are very heavy, provide a short range, and last for only a couple of years. The Vectrix scooter ($11,000) uses nickel metal hydride batteries--the same type used now in the popular Toyota Prius hybrid. This type of battery is lighter than lead-acid batteries and more durable: Vectrix claims it has a 10-year lifetime. Lithium-ion batteries, in turn, are lighter than nickel metal hydride, and new chemistries have made them durable as well, lasting as long as or longer than nickel metal hydride batteries. The Vectrix scooter weighs about 200 kilograms, while the lithium-ion-powered Enertia ($12,000), made by Brammo Motorsports of Ashland, OR, weighs just 125 kilograms. Brammo hopes that the lighter electric motorcycles will be appealing to those who would be intimidated by a heavier bike.

The batteries' light weight also makes them appealing for motocross bikers. Zero Motorcycles, based in Scotts Valley, CA, sells an off-road motorcycle ($7,000) that easily makes 20-meter jumps and will be featured in the extreme-sports showcase X Games, says Neil Saiki, who invented the motorcycle. It weighs just 54 kilograms, which is made possible in part by leaving the battery charger off the motorcycle. The company plans to sell a street version next year that includes the charger. The batteries Zero Motorcycles uses are known for their high power. They come from A123 Systems, of Watertown, MA, the company that makes the batteries used in a record-holding electric drag-racing motorcycle that can finish a quarter mile in just 8.17 seconds, reaching 156 miles per hour. The Enertia uses battery cells and packs from Valence Technologies, based in Austin, TX, whose cells have been used in the Segway personal transport.

In the past, using lithium-ion batteries in a motorcycle would have been a bad idea because of safety concerns. Conventional lithium-ion batteries--the type used now in laptops and cell phones--can overheat and explode, which has led to massive product recalls and at least one death. In one of the electrodes, those batteries use cobalt oxide, a material that makes it possible to cram a lot of energy into a battery. But cobalt oxide is also volatile. If it begins to overheat, the material gives off oxygen, which feeds reactions that lead to "thermal runaway" and flames.

But the new lithium-ion motorcycles rely on advanced lithium-ion chemistries that don't catch fire. The new batteries use phosphate- rather than oxide-based electrodes. It takes much higher temperatures to release oxygen from phosphates, making the batteries very difficult to set on fire, even in safety tests designed to do so.

The motorcycles are limited in range, however. That's in part to keep down costs: big battery packs are expensive. Also, even lithium-ion batteries don't approach the energy density of gasoline. So while the safer lithium-ion batteries enable durable, light, and clean urban motorcycles, they're not going to allow electric motorcycles to compete with gas motorcycles for cross-country touring. The Zero motorcycle is now available with a 40-mile-range battery, and it will have an optional 80-mile pack, Saiki says. The Vectrix scooter can go up to 60 miles on a charge, while the Enertia can go up to 45 miles.

The greatest potential impact of electric motorcycles on greenhouse gases and pollution will likely be in China, where scooters are already a popular form of urban transportation. Electric-motorcycle use could increase there because the Chinese government has cracked down on conventional scooter emissions, according to electric-vehicle market analyst Peter Harrop of IDTechEx, based in the UK. Genevieve Cullen, vice president of Electric Drive Transportation Association, based in Washington, DC, says that electric motorcycles could also play a role in helping bring down the cost of advanced batteries by increasing the market for them.

Source : http://www.technologyreview.com/energy/19069/page2/

Metzeler Roadtec Z6 Interact Tire Review

Everyone – including us bikers – is looking to save a buck these days, or at least find more or better values. New guy, Obama, sure seems to be working furiously to calm the raging tempest that is our current economy, but by his repeated admissions, it ain’t gonna happen overnight.

Tire giant Metzeler may be able to help sport and sport-touring riders keep their pocket books in their pockets a little longer with the introduction of the company’s new sport-touring tire, the Roadtec Z6 Interact.

Like a number of tire makers, Metzeler has taken notice of the increase in performance of today’s sport and sport-touring machines. BMW, as an example, is claiming 175 hp and 103 ft-lbs from its new K1300S, with the K1300GT not far off that mark at a claimed 160 hp and 99 ft-lbs. Adding complexity to making a tire for such powerhouses is the fact that these types of motorcycles typically handle as well as they go fast. The Interact is Metzeler’s answer.

Interact is the next evolution of the successful Z6. In this latest iteration, Metzeler has bucked the current multi-compound trend in favor of using a single compound that “interacts” with a unique new tire carcass.

Metzeler’s patented 0-degree steel belt radial structure received a neat twist, literally, in the design of this latest tire. Briefly, the outer layer of steel “threads” in a tire’s structure – the portion of the tire beneath the rubber that contacts the road surface – is said to be a 0-degree belt construction when the steel threads run, or more correctly are wound, in the same direction as the tire's rotation. A primary benefit of such construction is said to be a high level of stability at high speeds. Metzeler’s patent in this process is that the winding is a single steel thread wrapped continuously to form the belt.

What makes the Interact’s steel belt different is the steel thread itself. The thread is more like a twisted cable, similar to a guitar string, rather than being a solid wire. With this construction the ability to control thread tension in specific areas of the tire is possible, therefore controlling temperatures of the tire compound in those areas.

They are approximately 120 steel threads that make up the steel belt. The number and spacing of threads allows for a progressive reduction of the winding from center to edge, with more thread in the high tension center and less thread in the lower tension/higher grip edge. Metzeler staff explained that this progressive winding method helps contribute to consistent feel and performance when transitioning into a lean or turn.

A do-it-all tire?

The perfect multi-tasking street tire would be one that retains high mileage without sacrificing grip or ride comfort. By placing more steel windings closer together in the tread center more tension is created meaning less flex in this area. Less flex means less friction, less friction means less heat, ideally meaning less wear. Conversely, in the shoulder area, more space between the steel windings means more give or flex, and as we just noted above, more friction means more heat. More heat means softer rubber which usually means better grip, in this case right where it’s needed.

Complementing this new carcass is a new, high silica content compound containing a 35-percent higher silica ratio than the previous Roadtec Z6. Claimed improvements here are better wet and dry grip, as well as consistent wear through the tire’s life.

The claimed end result of the technology in the new Interact is a single-compound tire that functions similar to a multi-compound tire while at the same time avoiding what Metzeler calls the “step effect.” The tire company defines the step effect as the different rates of wear between the different (softer on the shoulder, harder in the center) compounds on multi-compound tires, claiming the Interact’s single-compound will wear and perform more consistently from center to edge.

Mmmm… Tire taste test

Though the Interact was launched in Europe a few months ago, the new tire made its official U.S. debut last week. American journos were invited out to always-sunny Palm Springs, CA, for a taste test of the new Interact.

A variety of roads were sewn into our route: city surface streets; smoothly paved, wide-open and flat country roads; undulating, tight radius canyon corners with plenty of rough pavement. My volunteer steed for this tire sampling was a 2009 Ducati Multistrada 1100S. Though it’s impossible to fully assess a tire’s character in a single day, my sense was that the Interact operates just as advertised.

The buns came up to temp quickly, allowing as much lean angle as I dared – I did go all the way to the rear tire’s edge, in case you’re wondering. However, the two traits I was most impressed by were overall handling and ride comfort. Tipping into a turn from full upright to boot toe-scraping angles was one fluid motion, with no detectable transitions in the tire’s profile. That quality means a predictable ride, and a predictable ride equals confidence.

A 150-mile journey from Palm Springs meant plenty of superslab droning for me. This is an excellent environment in which to get a sense of how a tire impacts a bike’s stability, and if it can isolate the rider and bike from road imperfections without numbing feel. I’m happy to report that the Interact scores high marks in both areas. The tires soaked up as much cracked and jagged pavement I could throw their way at more than 80 mph, without protest.

So what’s the correlation between our current economy and the new Interact? Seems mighty Metzeler was able to bring this all-new tire tech to market with a nominal 2-percent price increase over the previous Roadtec Z6. Prices vary widely between vendors, so do your homework and comparison shop. Furthermore, Metzeler claims the Interact will meet the same mileage as the old Z6 but continue to perform at optimum levels all the way to the end, thereby adding value to the new Interact.

Metzeler for President!
Sizes currently available are: 120/70-17 fronts; 160/70-17, 170/70-17, 180/55-17 and 190/50-17 rears. Metzeler says a wider selection will be available by this summer.

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

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

Motorcycle parts and a good helmet

The most important part or accessory for a motorcycle is not its tires or the engine {although they are nearly as important} but there can only be a matter of life and death if you chose the wrong helmet. Not all the helmets offered provide you with the same benefits like those of the best ones. Confused? Lets analyze a little�

Always remember the full-face helmets are the safest ones, as nobody knows in case of an accident where you are going to be hit.

You always need a helmet wherever you ride.
Make sure your helmet fits to get all the protection you are paying for.

See these statistics-- careful bike riders� crash every 4,500 miles on the average.
Is not that scary? Well we all feel we are too good a rider to wear a helmet but wear helmet not only for the laws but also for the safety of your own.

Never under-estimate the need of a helmet.

Long rides or small ones an accident you never know might be on its way. I don�t mean to be apprehensive but facts are facts.
Now-a-days driving motorcycle has changed from safe driving to defensive driving. Who knows what state the other driver is in? Drunk? Or full of fun? They are the same for me and beware they are the same for too and everybody too.

When buying a helmet remember they meet the standard criteria. Helmets made for U.S. sale after 1999 must meet the US Consumer Product Safety Commission standard, so look for a CPSC sticker. ASTM's standard is comparable.

Coolness, ventilation, fit and sweat control are the most critical comfort needs.

Make sure you use the best helmets with most of the comforts in case you are a long distance traveler.
Here are a few helmets companies we recommend.

Bell helmets-- Visit their site for our brand new helmet line.

HJC helmets�

In case you are very serious about helmets then here is a book we suggest you read�Risk by John Adams

Motorcycle helmets are available at monster market place.

Also helmet city and helmet shop provide good ones.


Now its time to enjoy your motorcycle ride.

Motorcycle Safety Tips

Among all motor vehicles, motorcycles are the most vulnerable on the road. Because motorcycles do not have seat belts, you can be thrown off your seat in a crash, which can result in serious injury or even death. However, your chance for survival will be increased if you follow the safety tips below when riding your motorcycle.

WATCH THE NO-ZONES
Never hang out in a truck's blind spot or "No-Zone." Trucks have large No-Zones on both sides, the front and behind the truck. Truck drivers cannot see you when you ride in these blind spots, which allows for a greater chance of a crash. The front blind spot is particularly dangerous if you need to stop quickly. Because of their lightweight and braking system, motorcycles can stop much faster than trucks. A truck may not be able to stop as quickly as you do, so you need to take special precautions to avoid crashes before they happen.

DRIVE TO SURVIVE
Motorcycles are the smallest vehicles on the road. Unfortunately they provide virtually no protection in a crash. Other drivers may not see you on your motorcycle, so you must be aware of everything on the road. Be extra cautious, paying attention to the signals and brake lights of other vehicles, especially trucks. However, you still need to be prepared in the event their signals or lights don't work. Ride with caution and drive defensively. Even though your motorcycle may be small, you must adhere to the laws of the road. Never ride in between lanes in traffic or share a lane with another vehicle. Driving defensively will protect you!

CHECK YOURSELF AND YOUR BIKE
Conduct a safety inspection of your motorcycle before each ride, and wear protective clothing including gloves, boots and a jacket. Proper maintenance and protective clothing will help reduce your chance of an crash or the severity of injury if you are involved in a crash, especially with a large truck or bus. Check your bikes tires both pressure and wear to make sure that your bike is fit to be out on the road. Wearing bright clothing might not be a bad idea especially for longer trips to help assure that other drivers will be able to see you.

Remember the motorcycle is a vehicle with all of the rights and privileges of any other motor vehicles on the roadway. Always allow a motorcyclist the full lane width--never try to share a lane.

Motorcyclists should never ride between lanes of slow moving or stopped traffic.

Always make a visual check for motorcycles by checking mirrors and blind spots before entering or leaving a lane of traffic and at intersections.

Motorcyclists should assume that they are invisible to other motorists and operate their motorcycle accordingly. Position yourself to be seen.

Remember that some road conditions which may be minor annoyances to passenger vehicles can pose major hazards to motorcyclists.

Allow for sufficient following distances. When following a motorcycle, make certain the motorcyclist has enough time to maneuver or stop in an emergency. Never tailgate.

New benchmark set

5 September 2008

The 1915 Cyclone board track racer, which sold for a staggering $520,000.

On 12 July 2008 a new milestone was hit in the motorcycle market – the first American motorcycle to sell for over half a million US dollars and a world record for a motorcycle sold at auction.

MidAmerica Auctions, a St Paul, Minnesota company, was proud to offer for auction one of the rarest, most highly coveted motorcycles at the Inaugural Monterey Motorcycle Auction. The 1915 Cyclone Board Track Racer sold for $520,000.

The Cyclone was made by the Joerns Motor Manufacturing Company of St Paul, Minnesota. The engine features shaft-and-bevel driven overhead cams as its most obvious and, for the time, radical feature. The engine presaged modern practice in other ways, including a near-hemispherical combustion chamber, proper caged ball and roller bearings throughout (when other bikes used uncaged rollers or plain bushes), and recessed mating faces on crankcase halves, barrels, and cylinder heads, for a secure fit. Even with a modest 5.5:1 compression ratio, the estimated output from the engine is 45hp.

Few of these board track racers were made in the short span of Cyclone production. The engine, although very successful on shorter tracks, needed further development, especially with lubrication and the underdeveloped metallurgy of the day. It was already very expensive to build, and the factory didn’t have the resources to revamp the engine, so by 1915 the Cyclone passed into legend. The motorcycle at auction was formerly the property of ‘Shorty’ Tompkins.

Only 12 Cyclone motorcycles have been found, and some of those are roadsters. This Cyclone is one of the most correct board track racers, as some others have been heavily remanufactured. It is thought that this Cyclone has all the correct engine internals. With its rarity and unique qualities, it was no mistake this Cyclone sold for a half million dollars.

MidAmerica Auctions has auctioned vintage motorcycles for the past 20 years with over 12,000 motorcycles. The 17th Annual Las Vegas Vintage Motorcycle Auction in January had 500 motorcycles crossing the auction block with a 93 per cent sale rate and $5.3-million in sales.

The Art of Scootering

18 August 2008

The scooter scene is truly a unique one in the people it attracts, the scooters we ride and the places we visit. Featuring heavily are the classic Italian marques of Lambretta and Vespa, on their own a beautiful example of automotive design, but in the hands of a creative scooter enthusiast they are an inspirational blank canvas.

The Art of Scootering If you thought that attaching chromed spotlights and mirrors in a Mod style was the only form of scooter customisation, or that TV shows such as American chopper were some sort of new innovation, then think again! Among the 132 pages in The Art of Scooters you will find over 140 custom scooters from around the UK as well as Europe that will take your breath away. Looking at the scooter scene from the 1950s to the present day The Art of Scooters will open your eyes to the world of intricately engraved and gold plated engines, radical scooter engineering and some award winning artwork that will blow your mind.
Drawing heavily on the colour archives of Scootering magazine each page brings you a new work of art from the world of scootering, from radical chops to engine transplants, accessorised Mod style scooters to fully muralled Lambrettas, classic P-range Vespas and many more. The inspiration for these machines is just as vast; music, conflict, fantasy art of the scooter lifestyle, these and more are all represented and great examples of why many in the world of customised two-wheelers admire these little scooters so much. And after reading this names such as Spirit Walker, Wake, Headhunter, DTC, Alien, Sonic Dream and Future Shock amongst many others will not only be familiar to you, but also the inspiration to customise your own scooter.
The Art of Scooters is written by the editor of Scootering Magazine, Andy Gillard, who himself has been riding scooters around the UK and Europe since the mid-1980s.