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

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.

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.

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

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