tag:blogger.com,1999:blog-35116738095983624772024-03-12T17:02:09.654-07:00Aerox auto motocafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.comBlogger160125tag:blogger.com,1999:blog-3511673809598362477.post-85908094429860766542012-09-17T08:07:00.000-07:002012-09-17T08:07:31.096-07:00 MT Motorsport<div dir="ltr" style="text-align: left;" trbidi="on"> <br />
<h2>August 14, 2012</h2><div class="post-12093 post type-post status-publish format-standard hentry category-random tag-370z tag-500 tag-650cc tag-amf tag-autobianchi tag-automotofoto tag-blog-2 tag-boost tag-ferrari tag-fiat tag-g37 tag-general-motors tag-gm tag-infiniti tag-ls tag-maserati tag-mazda tag-miata tag-mt-motorsport tag-mtm tag-nissan tag-twin-turbo tag-v6 tag-v8 tag-vq37vhr" id="post-12093"> <h3 class="storytitle">Live from MTM | AMF HQ: Engines Galore!</h3><div class="meta">Filed under: — Tags: 370Z, 500, 650cc, AMF, autobianchi, AutoMotoFoto, , Boost, Ferrari, FIAT, G37, general motors, GM, Infiniti, LS, Maserati, Mazda, Miata, MT Motorsport, MTM, Nissan, Twin Turbo, V6, V8, vq37vhr — Giancarlo Pawelec @ 1:00 PM </div><div class="storycontent"> This week at the MT Motorsport | AutoMotoFoto.net headquarters, we take a look at some of the engines scattered around the shop waiting a good (engine bay) home. By now most are aware of the incredible capabilities of our affiliate MT Motorsport ranging from regular vehicle maintenance, custom project builds, full fabrication, and race car setups. Reinforcing the fact that <strong><em>MTM</em></strong> is quite possibly one of the most unique shops in Canada let alone North America, is the wide assortment of vehicles that pass through the garage doors. If the cars on the engine hoists don’t speak volumes, then the power plants being built should – have a look.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-2.jpg"><img alt="" class="aligncenter size-full wp-image-12096" height="434" src="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-2.jpg" title="Live from MTM | AMF HQ - Engines Galore! (THUMBNAIL) 2" width="650" /></a><br />
The first engine and most noted at the shop is this 6.0-liter LS-engine sitting in the Project LS Miata. Yes, this very same engine was once twin turbocharged making it not only a <em>death wish</em> behind the wheel, but also the <strong><em>1st twin turbocharged LS Miata in Canada!</em></strong> Version 2.0 of Project Miata will be naturally aspirated and putting down serious power thanks to a new camshaft, GM Performance Parts ported cylinder heads, and an <strong><em>MTM</em></strong> custom stepped long tube header system.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-3.jpg"><img alt="" class="aligncenter size-full wp-image-12097" height="433" src="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-3.jpg" title="Live from MTM | AMF HQ - Engines Galore! (THUMBNAIL) 3" width="650" /></a><br />
This little putt-putt of an engine is a Fiat 126 650cc, 2 cylinder that puts out 24 horsepower! It may not be ranked high in way of performance figures, but it is enough to move the tiny and rare <em>Autobianchi Bianchina</em>.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-4.jpg"><img alt="" class="aligncenter size-full wp-image-12098" height="434" src="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-4.jpg" title="Live from MTM | AMF HQ - Engines Galore! (THUMBNAIL) 4" width="650" /></a><br />
If you can’t tell already, this is an Italian V8 based on the number of spark plug holes and the incredible red textured valve covers. This Maserati 4.2-liter V8 engine has four valve per cylinder, overhead cam, dry-sump, and is tuned for 400 horsepower revving to 7,600 rpm! The most impressive thing about this all-Italian power block is that it delivers 333 lb-ft of torque at 2,500 rpm – something which few engines could ever achieve. The engine is currently in tear down mode and ready for a full rebuild for some forced induction goodness! Once the engine is complete, it will be put into a fully custom tube chassis car and hitting some prestigious <em>concours d’elegance</em> events.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-5.jpg"><img alt="" class="aligncenter size-full wp-image-12099" height="433" src="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-5.jpg" title="Live from MTM | AMF HQ - Engines Galore! (THUMBNAIL) 5" width="650" /></a><br />
Nearby the exotic V8 is the more commonly found V6 amongst tuners, the VQ37VHR. This 3.7-liter V6 from Infiniti (Nissan) is also getting a full rebuild for a 370Z – the rest will be mystery for now.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-6.jpg"><img alt="" class="aligncenter size-full wp-image-12100" height="434" src="http://www.automotofoto.net/wp-content/uploads/2012/08/Live-from-MTM-AMF-HQ-Engines-Galore-THUMBNAIL-6.jpg" title="Live from MTM | AMF HQ - Engines Galore! (THUMBNAIL) 6" width="650" /></a><br />
There is also another VQ37 sitting nearby complete with transmission and all the fixings. This fully built power plant boasts low compression in way of pistons, connecting rods, etc. for an Infiniti G Coupe and some much needed boost!<br />
From the common to the exotic, the MT Motorsport crew has their hands in everything so long as it needs fuel and spark to produce power. From a little 24-horsepower Fiat engine to pushrod GM V8 and high-revving Italian engineering 8-cylinder, there is no feat too great for these unique techs! While most shops turn away customers with vintage or rare projects, <em><strong>MTM </strong></em>embraces the opportunity and delivers beyond expectation – then again, who else is capable of the same in Toronto let alone Canada? Thought so.<br />
Stay tuned next week as we give you more insight as to the happenings at the <em><strong>MTM | AMF HQ</strong></em> each and every Tuesday!<br />
For more information, please visit MT Motorsport and ‘<em><strong>Like</strong></em>‘ them on Facebook!<br />
MT Motorsport<br />
31 Colston Court – Unit 1A<br />
Richmond Hill, Ontario, Canada<br />
L4C 9Z3<br />
905-597-6668<br />
<br />
<strong>Words & Photos:</strong> Giancarlo Pawelec<br />
<div class="ngg-galleryoverview" id="ngg-gallery-470-12093"> <div class="slideshowlink"> [Show as slideshow] </div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20602"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-001.jpg" title=" "> <img alt="live-from-mtm-_-amf-hq-engines-galore-gp_amf-001" height="75" src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-001.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-001" width="100" /> </a> </div></div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20603"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-001_0.jpg" title=" "> <img 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src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-003.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-003" width="100" /> </a> </div></div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20607"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-003_0.jpg" title=" "> <img alt="live-from-mtm-_-amf-hq-engines-galore-gp_amf-003_0" height="75" src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-003_0.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-003_0" width="100" /> </a> </div></div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20608"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-004.jpg" title=" "> <img alt="live-from-mtm-_-amf-hq-engines-galore-gp_amf-004" height="75" src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-004.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-004" width="100" /> </a> </div></div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20609"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-005.jpg" title=" "> <img alt="live-from-mtm-_-amf-hq-engines-galore-gp_amf-005" height="75" src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-005.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-005" width="100" /> </a> </div></div><div class="ngg-gallery-thumbnail-box" id="ngg-image-20610"> <div class="ngg-gallery-thumbnail"> <a class="shutterset_set_470" href="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/live-from-mtm-_-amf-hq-engines-galore-gp_amf-006.jpg" title=" "> <img alt="live-from-mtm-_-amf-hq-engines-galore-gp_amf-006" height="75" src="http://www.automotofoto.net/wp-content/gallery/live-from-mtm-amf-hq-engines-galore/thumbs/thumbs_live-from-mtm-_-amf-hq-engines-galore-gp_amf-006.jpg" title="live-from-mtm-_-amf-hq-engines-galore-gp_amf-006" width="100" /> </a> </div></div></div></div>s <div class="feedback"> Comments (0) </div></div><h2>August 8, 2012</h2><h3 class="storytitle">TOPP Drift Day</h3><div class="meta">Filed under: Events — Tags: 180SX, Audi, BMW, Boost, Canada, drift day, drift posse, drifters anonymous, Drifting, FR-S, JDM, M3, Mazda, Miata, Nissan, Ontario, Pat Cyr, RHD, S13, S14, s15, Scion, Shannonville Motorsports Park, Silvia, SR20DET, topp, Toyota, Turbo — Ben Fry @ 3:00 PM </div>TOPP Drift Day<br />
Shannonville Motorsports Park<br />
Shannonville, Ontario, Canada<br />
August 6th, 2012<br />
It was the round two of the TOPP’s drift events for 2012 at Shannonville Motorsports Park and you couldn’t of had a better day. It was beautiful as there were only a few clouds in the sky, but it was fairly windy so smoke and dirt flew everywhere. I swear I came home with at least a pair of tires in my hair. It was a pretty huge turn out with the home team <em>Drifters Anonymous </em>out along with<em> Drift Posse </em>and several other drivers. As per usual, with drifting comes accidents and there were a few wall taps, crashes, mechanical issues, but everyone was okay!<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-2.jpg"><img alt="" class="aligncenter size-full wp-image-11961" height="432" src="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-2.jpg" title="TOPP Drift Day (THUMBNAIL) 2" width="650" /></a><br />
<em>Drift Posse</em> team mates Patrick Cyr (FR-S) and Francisco Becerra (180SX) were getting getting close on turn 14 by the notorious wall. Pat seems to be loving the new car and I’ve heard there is some amazing stuff to come, just imagine what he will be capable of in the new car!<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-3.jpg"><img alt="" class="aligncenter size-full wp-image-11962" height="432" src="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-3.jpg" title="TOPP Drift Day (THUMBNAIL) 3" width="650" /></a><br />
When I first arrived to the track, there was a lonely purple 240SX sitting in a littered paddock looking very sleeping. It needs the rest as it has a huge day of tire slaying ahead of it!<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-4.jpg"><img alt="" class="aligncenter size-full wp-image-11963" height="432" src="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-4.jpg" title="TOPP Drift Day (THUMBNAIL) 4" width="650" /></a><br />
I was happy to finally see a Miata out there drifting, it was quick through the corners and could just fly through the entries with no problem. Miata’s usually have a bad name in way of drifters especially as everyone fetches for the Nissan 240SX / Silvia first, but by the looks of it they can stand their ground.<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-5.jpg"><img alt="" class="aligncenter size-full wp-image-11964" height="441" src="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-5.jpg" title="TOPP Drift Day (THUMBNAIL) 5" width="650" /></a><br />
<em>Drifters Anonymous </em> team mates started a team drift train, as you can see in the photo Miguel was leading the train with Marin closely trailing him! Brent and Jordan were following behind Marin out of frame and holding their own. There truly is nothing like drifting at the home track!<br />
<a href="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-6.jpg"><img alt="" class="aligncenter size-full wp-image-11965" height="432" src="http://www.automotofoto.net/wp-content/uploads/2012/08/TOPP-Drift-Day-THUMBNAIL-6.jpg" title="TOPP Drift Day (THUMBNAIL) 6" width="650" /></a><br />
This wasn’t even half of the cars in attendance, there were over 62 drivers and 222 spectators for the day. It was a different then most drift days as there was a large mixture of cars from the usual 240SX to even a BMW M3. Drifting and lapping held together at the same track is always a rarity, I actually even saw a Honda Civic E-brake on one of the corners resulting in a tandem drift with Dugan in his Nissan S14 – truly epic.</div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com1tag:blogger.com,1999:blog-3511673809598362477.post-7424354344909791752012-09-17T07:18:00.000-07:002012-09-17T07:18:30.025-07:00BSA Super Rocket<div dir="ltr" style="text-align: left;" trbidi="on"><h1>BSA Super Rocket</h1><div><div><div><div><div> </div></div></div></div></div><div><div><div><div><div><img alt="BSA Super Rocket" height="207" src="http://www.classicbikersclub.com/files/article_images/BSA%20Super%20Rocket-8.jpg?1339671921" title="BSA Super Rocket" width="310" /> <div>BSA Super Rocket</div></div></div></div></div></div><div><div><div><div><div><div><div><strong>BSA’s well loved pre-unit twins culminated with the Rocket Gold Star, pretty much a hot Super Rocket twin engine in the Gold Star cycle parts. Overshadowed by its Triumph Bonneville counterpart, the Super Rocket was arguably as good a machine. Jim Reynolds takes a ride out on one, which is probably as good as it gets…</strong><br />
</div></div><div><div>Bob Hall’s Super Rocket came from an impeccable source – a <em>CBG</em> Small Ad. “I saw the ad, called the chap and he said it was a really good one,” he remembers. “It was expensive though, but I went down to see it and took cash – got it for £500 less than he was asking.” Canny man, this Bob.<br />
Nine years later the bike is as he wants it, and he’s out on the roads using it and getting some return on his investment, in the form of enjoyment. It wears Dunlop TT100 tyres and Bob reckons to get through two rear boots in a normal year, which does suggest an active life. I recently looked at a well known tyre website, and we’re talking £155 plus for a pair of sports-bike boots; that’s a price most classic riders can’t afford.<br />
<img alt="BSA Super Rocket" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket22_0.jpg" />Bob’s bikes started with a 50ccNSU `Quickly’ that was all his dad would let him have at 16. He took his test on it in his native Crosby, and was told to follow a figure-of-eight through the local streets until the examiner stepped out to simulate an emergency stop. He passed that bit, and the Highway Code questions, but failed on his riding. He was told: “Just because I can’t see you when you’re riding away from me, I can still hear you, and I didn’t hear the exhaust note change, which meant you weren’t slowing down and showing proper caution. I suggest you apply again and remember what I’ve said.” He did re-apply, remembered and did pass.<br />
One day the ‘Man from the Pru’ (Prudential Insurance Co monthly premium collectors) mentioned a widow who wanted rid of her late husband’s old bike. Bob and his dad called round, to find a 1947 350cc Matchless G3L in original but shabby condition – a deal was done. The two of them brought it back to decent health and young Bob found himself the owner of his first serious motorcycle.<br />
Bob then moved on to a 500cc G9, which he fitted with a Steib sidecar as an aid to staying upright on the Merseyside winter cobbles and tram lines. Later he changed allegiance to BSA’s Super Rocket, with a sidecar. The traditional move to cars followed and motorcycles faded from his life; gone but not forgotten.<br />
Working life started in the police, but the need for more cash moved him to the building industry and then to the Post Office telephone service that morphed into British Telecom. He’s a long time Red Cross volunteer, driving the welfare ambulance for handicapped kids in his area; there’s no money in it, but the human reward is good. In an increasingly cynical world, it’s good to know that there are still people who simply wish to help others.<br />
<img alt="BSA Super Rocket" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket9_0.jpg" />Maybe it was the millennium that stirred his memories into a serious yearning, but nine years ago Bob was browsing through <em>Classic Bike Guide</em> and spotted the 1961 Super Rocket. There was work done, like a later twin leading shoe front brake fitted and a Mikuni carburettor – the owner had commissioned the work to be done by a local engineer, as and when he could afford it and never bothered with bills. Bad move if you’re trying to sell a nice bike for top dollar. Bills to prove what you’ve had done and how much it all cost adds to the attraction of any bike. The result of no detailed work record did help to negotiate the lower price.<br />
Back home, Bob decided to have everything checked out, for his own peace of mind. Having moved from Crosby to Wales, it made sense to visit BSA specialists SRM, at Abersystwyth. They undertook a thorough inspection and a careful rebuild, fitting Thunder Engineering conrods, insisted upon by Bob. “They’re beautifully made. SRM reckon they’re the Rolls-Royce of rods,” he explains. Produced to order by Steve Campbell, using 7075T6 spec aircraft alloy, they easily exceed the requirements of any road riding use. SRM then overhauled the magneto, adding an automatic advance/retard in place of the original manual control and setting the timing with 5⁄16in full advance rather than the standard 3⁄8in. They also sorted out a jet kit for the Mikuni and got that running sweetly, while an SRM touch is the conversion of the dynamo drive from chain to toothed belt, though Mr Lucas’s magneto still relies upon a chain to spin it round.<br />
<img alt="BSA Super Rocket" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket3_0.jpg" />Out on the road, Bob found the gearbox slightly rough, so he and a mate stripped and rebuilt it, with new shafts and seals. Primary drive remains the standard simplex chain and the clutch is similarly as BSA built it; they also fitted taper roller bearings to the headstock. The twin leading shoe front brake drum was skimmed and the shoes fitted with green racing linings.<br />
Paintwork was entrusted to Geoff Allison, over in Wisbech, a refugee from Manchester who used to trade as Miracle Finishers: “Some of the lads still call me Miracle Geoff,” he told us. “I remember doing that bike for a chap in Wales. It must be five years ago that I did it.” Well, five years on it’s a tribute to the man’s standards. “I don’t want to blow me trumpet, but I’ve been in the business 44 years, started with me dad when I was just 16,” Geoff explained.<br />
It’s a handsome motorcycle with black cycle parts and red pressed steel components and I was glad to notice the Stadium rear view mirrors. “I didn’t have them at first, but one day a modern bike came past with a few inches gap and doing 30mph or more than me,” explained Bob. “I needed to see what was behind me.” That’s a logic against which it’s hard to argue.<br />
Fired up at first kick, this is not a soft spoken motorcycle, thanks to pattern silencers that look the part but seem to lack a baffle or two; good audible warning of approach, I reckon. The brake and clutch levers are set up to suit Bob, but were too downward pointed for me, with no natural stretch of the fingers from grip to grasp. Also, moving the bike about before we headed out into the country, the front brake felt very grabby – mental note made to take care.<br />
<img alt="BSA Super Rocket classic motorcycle test" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket5_0.jpg" />Once on the road the bike’s rideability shone through, that Mikuni helping low speed pull; the engine felt really smooth and responsive with the promise of a good spread of power. There’s nothing to add to the solid, predictable BSA chassis. The gearbox was as sweet as a nut, light in operation, with never a hint of a gear missed; excellent. The forks however were seriously under-damped, which combined with a snatching front brake could have made for a rough ride, but once the brake had warmed up its operation smoothed out and it performed progressively and strongly. The forks definitely didn’t like potholes.<br />
Following snapper Wilkinson, with Bob navigating across rural Wales, I enjoyed a country cruise, our speed limited by the Welsh constabulary’s reputation for pointing cameras at passing bikes. They’ve had one £60 dip into my wallet and I don’t intend to open it to their greedy fingers again.<br />
Bob led us up country to the winding climb of the Horseshoe Pass, where we stopped at the Ponderosa Café, to admire the view. As this is a family magazine, I won’t quote Bob’s words regarding the police habit of hovering in the valley at the bottom of the Horseshoe to film traffic unseen… Far better to tell anyone who’s never been up this stunning climb that a diversion from their journey is well worth the effort to stand on that hilltop and drink in the scenery. I ride a lot in Wales and I’ve never yet run out of new vistas to savour – look at Wilko’s pictures to get a hint of what the place offers.<br />
<img alt="BSA Super Rocket classic motorcycle restoration" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket7_0.jpg" />The riding shots involved giving the Super Rocket some stick up and down a stretch of the Horseshoe on a quiet, sunny day. We used a succession of bends of varying tightness, and the flexibility of the Mikuni equipped engine was impressive. On one tight climbing bend I had initially dropped into second, but I realised even in third the bike would comfortably swoop through this right-hander and accelerate strongly up the following climb.<br />
This is the first Mikuni equipped British bike I’ve ridden and I was most impressed. I remember the late Phil Allen explaining how tuneable they were, and here was proof. I can also recall an interview with Barry Johnson, long time Amal sales manager, who said that he would call on big customers like BSA every autumn to discuss the coming model year’s requirements, only to be told that they couldn’t possibly accept a price increase in the current market conditions. Mr Johnson, nobody’s fool, put it: “If you couldn’t put material price increases on the invoice, you took it out of the product.” Mikuni today seem to be in the happy position of selling to the classic bike market on quality and not subject to customers’ dictation.<br />
Making progress with minimum waste of time (how the Institute of Advanced Motorists and their bike branch put it) up and down the Horseshoe on a noisy BSA could have been prize bait for officialdom, but in half an hour or so of enjoying myself there was no interruption. When I stopped, Bob thanked me for letting him hear his own bike at work, which made me realise that few of us get to hear the sound our classics emit and could see why mates swap bikes – the listening can be almost as good as the riding.<br />
<img alt="BSA Super Rocket" src="http://www.classicbikersclub.com/files/imagecache/node-gallery-display/BSASuperRocket1_0.jpg" />You couldn’t describe the Super Rocket as an overlooked classic, because any member of the BSA A10 family line is going to be a good motorcycle, but with a genuine RGS now fetching five figures and the basic A10 to be found for £3000 for a good ‘un, the Rocket should be worth any serious rider’s attention. Its power unit is virtually the same as the RGS, (8:1 cr against the RGS’ 9:1) and a less generous selection of specification alternatives, but it’s damned nearly an RGS engine, housed in a capable rolling chassis with the added benefit of a comfortable riding position. A bike to live with very happily.<br />
<strong>Is the A10 BSA’s best ever?</strong> The 650cc A10, better known by the more glamorous title Golden Flash, was launched at the 1949 Earls Court Show, the established 500cc A7’s big brother for the 1950 season. Engine dimensions of 70mm bore x 84mm stroke gave a capacity of 646cc and the bike was an instant success, used either to haul a sidecar or cover ground at speed. At 105mph, it was the fastest bike tested by the weekly<em>Motor Cycling</em> that year. In 1953 came the Super Flash, aimed at the American market with its tweaked engine, a power output of 42bhp and a genuine top speed of 110mph. A serious piece of kit in 1953 and very rare today, but all that power in the old plunger sprung frame was pushing the envelope somewhat.<br />
The line’s natural development came in 1954 with the swinging arm frame, and the rather dated Super Flash was joined and then superseded by the Road Rocket, using the new frame. That model in turn became obsolete when the Super Rocket arrived in 1958 and stayed in production until the pre-unit construction line expired in 1963. It has a slight power deficiency when set against the more glamorous Rocket Gold Star, but it’s much cheaper to buy and the chiropractor’s bills will be fewer. As a blend of traditional BSA sensible riding values and enough performance to easily lose your licence today, I would suggest it is the best of the Beesas.<br />
</div></div></div></div></div></div></div></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-38116450792018133242012-09-17T07:08:00.000-07:002012-09-17T07:08:59.931-07:00Yamaha Aerox<div dir="ltr" style="text-align: left;" trbidi="on"><h1 class="CommonSubTitle">The Yamaha Aerox </h1><ul class="BlogPostList"><li class="BlogPostArea None"><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr> <td width="100%"> <div class="BlogPostContent"> Well.. the Aerox has been going so perfectly and still feels very fast. The next bits I was to put on are a bigger front brake disc and caliper adaptor. I will have to source these from the UK so I may as well order a few more pieces.. maybe Halogen headlights and EGT (exhaust Gas Temp) Guage.<br />
I am tempted to midify the headlight myself and put in 2 x Halogen lamps and relay. I should be able to mould the Lamps into the headlight internal part that moves with the adjuster screw, therefor stil giving me lamp adjustment, higher and lower.<br />
If you focus above the rear tail lamp, you'l see I've hotglued in and wired up a bunch of 6 x high bright red 10mm LEDs. These look very bright from behind and are wired to be on always when engine is runing and headlight switch is 'on' position. I've been running stainless steel braided fuel line and oil lines. I have also modified the exhaust tip of the Giannelli Sprint. I've cut off the end and welded a stainless angles bend to it. I think it looks nicer. lol<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2585/4018192169_f58c9ae966.jpg" width="500" /><br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3536/4018953160_4cb436fbf3.jpg" width="500" /><br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2685/4018942356_5c1b7b1abc.jpg" width="500" /><br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2593/4018181333_e5a0957930.jpg" width="500" /><br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2542/4018941094_e01c432025.jpg" width="500" /><br />
<img alt="" height="500" src="http://farm3.static.flickr.com/2583/4018940432_30b00d9bbe.jpg" width="375" /><br />
</div><div class="BlogPostFooter"> Posted Oct 17 2009, 07:16 PM by Aeroxracer with 2 comment(s) </div></td> </tr>
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<li class="BlogPostArea None"> <h4 class="BlogPostHeader">Other Bits and Parts.. Pics </h4><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr> <td width="100%"> <div class="BlogPostContent"> <img alt="" height="500" src="http://farm4.static.flickr.com/3579/3468028034_e25dc02a6a.jpg" width="375" /><br />
Some pics of Dellorto 22mm Carb Malossi Kit<br />
<img alt="" height="500" src="http://farm4.static.flickr.com/3513/3465996708_7633088385.jpg" width="375" /><br />
<img alt="" height="500" src="http://farm4.static.flickr.com/3653/3466001038_7b66206192.jpg" width="375" /><br />
Currently I'm using an 88 Main Jet<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2676/3851302503_4a63fd646e.jpg" width="500" /><br />
MHR Delta Clutch Malossi<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2664/3905691365_cdd5dbbf7f.jpg" width="500" /><br />
<img alt="" height="500" src="http://farm4.static.flickr.com/3499/3905694099_21e45c595c.jpg" width="375" /><br />
Prodigy Rear adjustable Pulley. <br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2566/3905725133_b9483e37ea.jpg" width="500" /><br />
On below setting at the moment.<br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3504/3905724433_54f079b730.jpg" width="500" /><br />
The old original pulley has worn out badly..<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2661/3770733657_5dd3e9acd3.jpg" width="500" /><br />
I tried a Leo Vince ZX Exhaust also but decided to stick with the Gianelli Sprint for now. I'm needing a more racey pipe like a Yasuni.<br />
The ZX peeked at 7000rpm but I'm lookin to peak engine at 9000-10000rpm.<br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3454/3852098382_e4c5e36c6b.jpg" width="500" /><br />
The Sprint is a slightly shorter pipe over the ZX. Sprint sounds raspy and the ZX sounds a bigger and more powerful sounding exhaust.<br />
</div><div class="BlogPostFooter"> Posted Sep 10 2009, 06:25 PM by Aeroxracer with 1 comment(s) </div></td> </tr>
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<li class="BlogPostArea None"> <h4 class="BlogPostHeader">Reed pettles, Valves and gearing issues.. </h4><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr> <td width="100%"> <div class="BlogPostContent"> Well with Cylinder done, run-in and running oh so sweet, it was time to play with the reed valve.<br />
I fist remove the standard reed block, removed the metal standard reeds because I am revving the motor to 9500rpm now (1000rpm over standard redline), so I was conserned about the metal reed pettles snapping off and potentially destroying my engine. I next installed some Malossi 0.3mm Carbon reed pettles into it..<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2520/3770733667_d1374fbe26.jpg" width="500" /><br />
I didn't notice any speed increase with this modification but it gave me some peace of mind because if carbon reeds break off at high RPM, there little chance they will do any damage to the engine. Strangely enough though, the engine did begin to start up much easier in the mornings from being dead-cold. Starting on very first turn of the key, with a little choke on. Hmm <br />
I got a call 2 weeks later from GPS Imports (my usual dealer for parts here in Melbourne), telling me the Malossi Reed blocks for Aerox 100cc had just arrived.. yes I couldn't resist to get one and find out if they were different to the original, and if so, how.<br />
About $100bux later and here it was. <br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2440/3770733665_ec78b74e3b.jpg" width="500" /><br />
The first thing I had noticed was that the whole body was coated in rubber, as opposed to the original which is bare metal and lightly rubber coated on the surface the pettles flapped on. Also on the new Malossi unit the pettles were slightly larger in length and width. I thought there was not a great deal of difference to the original.. until I turned it upside-down.<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2468/3770733661_116157a92d.jpg" width="500" /><br />
From this view I could see that the total valve area was much much larger than the original. Longer opening and wider opening. If I was to guess, I'de say the Malossi value could pass/flow about 30% more volume of Air-fuel mix through it.<br />
The full thick rubber coating on the Malossi value body also allowed me to not have to use a paper gasket on the mounting surfaces as the rubber coatings provide a good seal to engine and intake manifold.<br />
With the new valve installed, the easy cold starting was still there and I've noticed more top speed of about 5kph although its getting hard to measure top speed now because the numbers on speedo end at 120kph. The needle looks like its pointing at about 130-135kph so the Aerox winds off the speedo heaps.<br />
<strong>Gearing issue's..</strong><br />
For a long while now, the Aerox has had 20-60kph problems not excelerating hard like it does after 60kph. This is because the gearing is shifting up taller too early and not letting the engine use its most powerful RPM's of 8000rpm+. At 20kph-60kph it revving from 6000rpm-7500rpm, which its still putting out decent power but no where as much as it does after 8000rpm. <br />
I've been stratching my head for ages trying to figure out what could be causing the gearing to up change too early. I've tried changing Contrast springs from standard to yellow (which I use now) and even tried a red spring with no difference at all. I've tried different belts and even adding a spacer washer in-between the variator, thinking maybe the gearing issue was to do with the wider malossi Kevlar belt being wider than standard and sitting too high in the variator. This wasn't the case because the spacer made no noticable different at all, only lower my top speed slightly. So I'v been running no spacer in variator and using Yellow Malossi read contrast spring now for a long time. <br />
Today I had an idea to dis-assemble the read torque pulley completely and check for anything unusual. This was a great idea lol, because it turned out that the problem is coming from badly worn out guide chanels in the rear pulley. <br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2661/3770733657_5dd3e9acd3.jpg" width="500" /><br />
As you can see the chanel where the pin run allong to control opening and closing of the pulley is very worn out and causing the pulley to open up (raise gearing) too early and too easily.<br />
So next mod is definately a new real torque pulley from either Malossi or an eBay shop from Taiwan item made by Prodigy, a standard Yamaha Item could also be used. Over the next week or two I will be working on fixing this problem up and post results and pic here in my blog. <br />
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</div><div class="BlogPostFooter"> Posted Jul 30 2009, 07:41 PM by Aeroxracer with no comments </div></td> </tr>
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<li class="BlogPostArea None"> <h4 class="BlogPostHeader">Latest progression.. </h4><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr> <td width="100%"> <div class="BlogPostContent"> Well, I haven't been able to play around with the Aerox for a couple months now until a 2weeks ago, which is when my latest addon to enhance power further a 120cc Cylinder kit was optained.<br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3392/3663966837_378fbfefb0.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><br />
Below is a comparison between the original cylinder and the new Clyinder kit. I knew my standard cylinder was hurting me makin power but when I finally stripped the cylinder off and took a close look at the ports and piston, I knew I would see nice power gains with new cylinder / /piston kit. Its also a bigger cylinder and piston.<br />
Original Piston = 52mm<br />
New Piston = 55mm<br />
The exhaust and inlet ports are bigger also, expecially the exhaust port, Its large and kinda wide.<br />
<img alt="" height="375" src="http://farm3.static.flickr.com/2556/3664763836_a0b78d6c2a.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><img alt="" height="375" src="http://farm4.static.flickr.com/3648/3664764590_20deabaeb4.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><br />
I raised the Aerox of the motor / rear wheel assemble and rested bike on a seat. Things are very easy to work on when apart like this <br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3333/3663964055_c39d930f29.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><img alt="" height="375" src="http://farm4.static.flickr.com/3659/3664769166_e03038c3ff.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3369/3663968901_cf15a6c0f1.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><img alt="" height="375" src="http://farm4.static.flickr.com/3414/3663965643_fcf9399390.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><br />
Here is a fast scetch of the new cylinder..<br />
<img alt="" height="375" src="http://farm4.static.flickr.com/3410/3662083552_1f0bbbd605.jpg?v=0" style="height: 375px; width: 500px;" width="500" /><br />
<br />
<strong>ENGINE MODIFICATIONS : MAX SPEED (flat road no wind, head down) (All tests with 98octane fuel and reading taken off speedo)</strong><br />
Lighter Original Rollers 6g Malossi x 6 80 KPH<br />
Malossi Red Airfilter on Original Airbox 82 KPH<br />
Malossi Kevlar Belt (was wider than original 1-2mm) 85 KPH<br />
Malossi Multivar 2000 Variator (larger rollers in it 12gr) 90KPH (Was highest top speed but was bogging under 6000RPM and slow take offs)<br />
Malossi 9.3gr Rollers 85KPH (Gave me slightly less bog under 6000rpm 55kph, but 5kph less top speed - nicer to ride tho)<br />
Gianelli Sprint Exhaust 85KPH (I was shocked to find the pipe gave me no extra power, just a better note, this is when I knew standard cylinder is robbing me)<br />
Malossi Dellorto 22mm PHVB Carburettor Kit 22mm Intal rubber also. 85KPH ( Grrr Had nicer throttle responce and very more powerful in cold weather somethimes - Cylinder must go.. )<br />
Malossi White Clutch springs in Orig Clutch. 85KPH ( Revved to 5500 to grip on and originaly used to grip at 4000rpm - felt slippyer but bit nicer to ride. )<br />
<em>At this point over the last couple months, the engine at time felt so gutless becaust the cylinder was so old and blocked and also very restictive port size and layout. Another $200 (cheap) for 120cc 55mm sport kit later and..</em><br />
<em>120cc 55mm Sport/Race Cylinder Kit with extra 20cc over stock ???120+??<strong>?</strong>Guessing but becaust the engine is only hours old I havent held open throttle very long.. It feels like total rocket .. at 10% throttle Im reaching 80kph and when I give 1-2 secs of full throttle the Aerox totally rockets off.. I'l post results here in few days when i can test more and engine can be punished more.</em><br />
<strong><em>Update: </em></strong>It has been a few days now and I'v been opening up the throttle allot more. I'm in love with my AeroxR 120cc so much more now.. It's gone from sporty Zippy 2stroke scooter to a seriously fast Machine. So with the throttle opened full for about 10secs from 60kph+ then Aerox shot off to 130kph (speedo ran out at 120kph) and there was even more still in it, I just didnt want to keep the throttle open for too long until I start using Synth Oil again and have a chance to go over the whole drivetrain of the scoot to re-tighten and re-adjust all the bolts and make 100% sure carb jetting is ok.<br />
Its a good thing the Aerox is one of the best handling scooters available, with this new found power and speed. I'v ridden about 6-8 scooters that come to mind, and some of them even didn't feel stable at 60kph, let alone 120-130kph. Yamaha Aerox come with light alloy wheels.Michelin semi-slick tyres, Brembo brakes with 2 piston calipers and braided stainless steel brake lines to prevent brake line ballooning under heavy braking. The Piaoli Suspension systems on the Aerox finish off the handling package nicely with perfect bump/rebound rates (for my weight anyway.. 66kg). <br />
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</div><div class="BlogPostFooter"> Posted Jun 27 2009, 07:19 PM by Aeroxracer with 1 comment(s) <div class="em"><span id="ctl00_ctl00_ctl00_bcr_bcr_bcr_EntryItems_ctl04_ctl06_ctl01">Filed under: aerox 100cc yamaha malossi gianelli dellorto scooter blog</span></div></div></td> </tr>
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<li class="BlogPostArea None"> <h4 class="BlogPostHeader">Modifications <span class="CommonRateControlReadOnly" id="ctl00_ctl00_ctl00_bcr_bcr_bcr_EntryItems_ctl05_ctl01" title="Rated Excellent [5 out of 5]."></span></h4><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr> <td width="100%"> <div class="BlogPostContent"> As I'v just started the blog, I'l add more pictured as I take then while playing with the bike ect.<br />
The first thing I changed was the rear tyre because the Michelin Bopper was worn. The rears seem to ware out much quicker than the front.. obviously this is because its carrying the most weight. I replaced it with a Michelin Pilot Sport Scooter 140/60/13. The Front Michelin Bopper is still fine althought it will be replaced soon, the compound seems to be getting hard because of its age or ware. I'd much rather get New Michelin Boppers but I cant find anywhere in Australia that sells them and when I phoned Michelin headquarters, I was told I'd need to import the as they are only sold in Europe and U.S.A. <br />
<img alt="" height="500" src="http://farm4.static.flickr.com/3523/3471083788_1c80ca28e5.jpg?v=0" style="height: 500px; width: 375px;" width="375" /><br />
<img alt="" height="500" src="http://farm4.static.flickr.com/3498/3468044152_fe585aa2b1.jpg?v=0" style="height: 500px; width: 375px;" width="375" /><br />
Above is a recent photo.. the tyre is still great after 1year and 18000kms :D<br />
The Next mods I did was abit of Painting.. I painted wheels gold/champaine colour, rear undertray white to look more racing style and kick starter black. I also added some Red Dirtbike handgrips which dont slip like the originals in the heat and feel great. The rear mudflap also got chucked in the dump.. yuk! ..And I added matching red anodised alloy tire valve caps to the wheels.</div></td></tr>
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</ul></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-55866697211375524672012-09-17T06:52:00.000-07:002012-09-17T06:52:29.555-07:00Honda Faze 250<div dir="ltr" style="text-align: left;" trbidi="on"><div class="soustitre"><h1>Un maxi S-Wing pour 2010 ?</h1></div><h1> Honda Faze 250</h1><div class="tags txt_pt">Mots-clefs de l'article : Honda</div><div class="chapo"> <div class="img_border"><img alt="" class="spip_logos" height="210" src="http://www.scooter-station.com/IMG/arton888.jpg" width="280" /></div>Après le SilverwingGT, Honda reprend son offensive sur le front des nouveautés avec le Faze 250. Un gros S-Wing au look inédit. Préfigure-t-il une nouveauté 125 pour l’Europe en 2010 ? Coup d’oeil ! <div class="signaletique"> <div class="alt2"><div class="detail">lundi 29 juin 2009</div></div></div></div><br />
<div id="article"><div class="spip twUnmatched" id="TWP34">Quelques jours seulement après la présentation du SilverwingGT 600, Honda revient sur le devant de la scène avec l’inattendu Faze 250. Ce petit maxiscooter urbain pourrait bien illustrer la nouveau style du premier constructeur mondial. Simple, performant, pratique et dynamique, il est taillé sur mesure pour les mégalopoles japonaises. Le verra-t-on débarquer dans les capitales européennes en 2010 ? Premier aperçu.</div><div class="spip" id="TWP35"><img alt="Honda Faze 250" src="http://www.scooter-station.com/ttesimages/scooters/Honda_250_Faze_lateral_st2pz.jpg" title="Honda Faze 250" /></div><h4>Honda lance le scooter SUV</h4><div class="spip twMatched" id="TWP36">Avec ce nouveau scooter, le 1er constructeur mondial tranche avec le style de sa gamme actuelle. Suivant la voie tracée par le prototype V4 présentée à Milan l’année dernière, le Faze 250 oppose à ses rivaux Yamaha X-Max 250, Sym GTS 300 i et Kymco Dink Street 300 iune face avant applatie : le bloc optique flanqué de fine prises d’air verticales rappelle immédiatement celui de la nouvelle VFR 1200. En opposition avec le style tranchant des Yamaha ? Dans le même esprit, jouant sur les matières, peintures et volumes, ce scooter urbain affiche une allure trappue sans manquer de dynamisme. Le Faze 250 peut ainsi faire penser à un SUV sur deux roues : pratique, polyvalent et "urban proof" comme dirait Nissan. D’autres trouvent au nouveau style Honda un air de BMW sauce manga à l’image du feu arrière jaillissant de la coque arrière.</div><div class="spip" id="TWP37"><img alt="Honda Faze 250" src="http://www.scooter-station.com/ttesimages/scooters/Honda_250_Faze_lateral_stpz.jpg" title="Honda Faze 250" /></div><h4>Simple mais sûr</h4><div class="spip twMatched" id="TWP38">En revanche, à la différence de la routière sportive longtemps désirée, l’inattendu 250 Honda ne joue pas vraiment la carte de la hi-tech. La partie-cycle fait confiance à un cadre en tubes d’acier, à une fourche classique et à deux amortisseurs verticaux. Côté moteur, le monocylindre est certes refroidi par eau mais les 4 soupapes logées dans la culasse ne sont actionnées que par un seul arbre à cames. Le jeu se règle par écrou/contre-écrou et non par pastille. Il développe tout de même 23 ch à 7 500 tr/min. Toutefois, fidèle à la tradition, Honda a recours aux technologies maison : injection PGM-FI et ABS-CBS. A la clé une consommation annoncée à seulement 2,5 L/100km et un freinage à deux disques à l’agrément optimum.</div><div class="spip" id="TWP39"><img alt="Honda Faze 250" src="http://www.scooter-station.com/ttesimages/scooters/Honda_250_Faze_top_stpz.jpg" title="Honda Faze 250" /></div><h4>Chez nous... en 125 cm3 ?</h4><div class="spip twMatched" id="TWP40">Les 250 - 300 cm3 n’ont pas vraiment la cote chez nous. Mais avec ses jantes de 13’ chaussées de pneus de 110 et 140 mm de large, son large coffre, son style dynamique et sa finition dernier cri, le Faze pourrait bien adopter le 125 cm3 du S-Wing et être produit en Italie. En lui donnant un coup de jeune en phase avec le renouveau de la marque japonaise, Honda relancerait ainsi son GT 125 face à l’indéboulonnable Yamaha X-Max. Si c’est la cas, espérons que les ingénieurs nippons développent une version 125 aussi économique en carburant que ce séduidant Faze 250.</div></div><div class="spacer" id="TWP8"> </div></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-45761950960901499202012-09-17T06:48:00.000-07:002012-09-17T06:48:49.269-07:00Honda présent au Salon de Milan avec d’autres nouveautés 2009 !<div dir="ltr" style="text-align: left;" trbidi="on"><div class="post"> <h1 class="pen">Honda présent au Salon de Milan avec d’autres nouveautés 2009 !</h1><div class="post-info">Par Honda Werther, jeudi 6 novembre 2008 à 14:59 <span>::</span> Honda Evènementiel <span>::</span> #46 <span>::</span> rss </div><div class="post-chapo">A l’occasion de l’ouverture du Salon de Milan 2009, Honda est fier de présenter 3 nouveaux modèles pour la saison 2009. Dans la gamme des scooters, on note l’arrivée d’un SH125i encore plus séduisant et plus efficace mais aussi celle du nouveau SW-T400 qui se présente comme la meilleure alternative actuelle à l’automobile dans la catégorie des moyennes cylindrées. Au rang des roadsters, la désormais classique CB600F Hornet reste la référence de sa catégorie. Pour 2009, elle nous revient avec de nouvelles suspensions réglables qui améliorent encore son confort, sa rigueur rassurante et sa sportivité. Comme toujours, toutes ces nouveautés distillent un plaisir de piloter absolument unique. <br />
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<a href="http://www.werther.fr/blog/index.php?2008/11/06/46-honda-present-au-salon-de-milan-avec-dautres-nouveautes-2009" hreflang="fr"><img alt="Honda salon Milan" src="http://www.werther.fr/blog/images/honda-girl.jpg" /></a><br />
<a href="http://www.werther.fr/blog/index.php?2008/11/06/46-honda-present-au-salon-de-milan-avec-dautres-nouveautes-2009" hreflang="fr"><img alt="Honda moto concept" src="http://www.werther.fr/blog/images/honda-concept.jpg" /></a></div><div class="post-content"><br />
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<strong>SH125 i 2009</strong><br />
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Moderne. Tendance. Excitant à piloter. Plaisant à posséder… Le SH125/SH150 symbolise les déplacements sans soucis, l’indépendance et le plaisir pour de multiples utilisateurs de toutes les générations et de tous les niveaux d’expérience.<br />
Depuis son apparition en 1984, le très populaire SH (affectueusement connu sous le nom de “Scoopy”) est devenu l’une des toutes premières références en ce qui concerne les scooters urbains. Ses formes compactes et son profil unique font désormais partie de la vie des cités européennes, s’acquittant d’un nombre considérable de tâches. Ses grandes roues et sa maniabilité font merveille dans les petites rues encombrées tandis que ses performances permettent de s’échapper de toutes les situations et que ses aménagements pratiques facilitent le transport de passagers et de toutes sortes de chargements… En résumé, il est un partenaire éprouvé et irremplaçable pour des millions de citadins de tous âges tout comme il est aussi un point de passage quasi inévitable pour les jeunes et ceux qui débutent à deux roues.<br />
En 2001, les SH125 et SH150 sont commercialisés et ne tardent pas à figurer parmi les deux roues les plus populaires en Europe, au point de n’avoir pas quitté la plus haute marche du podium des ventes depuis cette date. Au premier regard, cette formule gagnante ne semblait pas avoir besoin d’être améliorée. Pour autant, Honda revient aujourd’hui avec un modèle profondément revu et modernisé. Au programme, plus d’aspects pratiques, plus de confort et de sécurité pour les utilisateurs urbains qui constituent la majorité des amateurs de SH, sans oublier de nouvelle formes et de nouveaux coloris toujours plus dynamiques et séduisants. Cette remise à jour est une réponse directe à l’évolution incessante des conditions de vie dans nos villes modernes. Le nombre croissant d’automobiles sur nos routes signifie que la recherche de solutions pour décongestionner les villes est devenue un challenge quotidien. Le prix du carburant est également un problème de plus en plus délicat, tout comme l’impact de nos moyens de transports motorisés sur l’environnement local et global.<br />
De plus, les consommateurs de toutes les générations sont de plus en plus impliqués et s’attendent à ce que le véhicule qu’ils choisissent, qu’il s’agisse d’un scooter ou d’une automobile, soit à la fois élégant et utilitaire afin de répondre à leurs multiples besoins. Dans ces conditions, le deux roues est une option de plus en plus attractive. La plupart des gens considèrent les scooters – et le SH en particulier- comme une façon intelligente, économique, pratique et rapide de se déplacer en ville.<br />
Les nouveaux SH125i/SH150i sont donc la réponse de Honda à la demande croissante en matière de transport urbain et interurbain. Honda a modernisé les lignes, amélioré le système de freinage et revitalisé les éléments les plus appréciés et les plus importants de ce modèle.<br />
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<img alt="Honda SH125 i 2009" src="http://www.werther.fr/blog/images/honda-sh125-i-2.jpg" /><br />
<img alt="Honda SH125 i 2009" src="http://www.werther.fr/blog/images/honda-sh125-i.jpg" /><br />
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Télécharger le dossier de presse du SH125 i 2009 ici <br />
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<strong>SW-T400</strong><br />
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Scooter haut de gamme doté des performances d’un modèle de grosse cylindrée sous une forme compacte et séduisante, le SW-T400 redéfinit une nouvelle fois les standards de la catégorie des scooters de moyenne cylindrée. Avec des tarifs de carburant en hausse constante et des cités de plus en plus encombrées, des milliers de voyageurs considèrent de plus en plus sérieusement la solution du deux roues pour ajouter à leurs déplacements et à leur routine quotidienne une dose de liberté et d’amusement. La possibilité de se jouer des bouchons et de se faufiler dans les ruelles étroites est un atout précieux, de même que la liberté de pouvoir stationner sans perdre un temps précieux à tourner en rond. Toutefois, le marché pour ce type de moyen de transport est particulièrement difficile : une alternative à l’automobile se doit d’offrir au minimum les mêmes avantages de confort et de commodité ; Le pilote doit être à même d’arriver à destination propre et décontracté tandis qu’il doit aussi pouvoir transporter un passager aussi bien que des bagages. La protection contre les intempéries, la fiabilité et la sécurité sont également indispensables. Le propriétaire est aussi en droit d’attendre un certain prestige à posséder un véhicule de ce type, en accord avec son style de vie. En d’autres termes, le choix d’un deux roues ne doit en aucun cas être le résultat d’un compromis.<br />
Améliorant la moindre des qualités du Silver Wing 400, depuis le style jusqu’au confort en passant par les performances, le nouveau SW-T400 surpasse son prédécesseur et reprend sa place aux côtés du Silver Wing 600, le fer de lance de la gamme scooter Honda. Le SW-T400 débarque avec une compréhension intuitive des besoins des utilisateurs. Avec son moteur bicylindre en ligne (le seul dans cette catégorie), un confort et des performances de premier ordre et un ensemble unique de détails pratiques, il représente dorénavant la meilleure alternative possible à l’automobile lorsque l’on parle de scooter de moyenne cylindrée.<br />
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<img alt="Honda SW-T400" src="http://www.werther.fr/blog/images/honda-sw-t400-2.jpg" /><br />
<img alt="Honda SW-T400" src="http://www.werther.fr/blog/images/honda-sw-t400.jpg" /><br />
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Télécharger le dossier de presse du SW-T400 2009 ici <br />
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<strong>CB600F Hornet 2009</strong><br />
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Depuis sa première apparition sur la scène en 1998, la CB600F Hornet est devenu l’un des roadsters les plus populaires et les plus influents du marché. Affichant une parenté étroite avec la sportive accomplie qu’était - et reste- la CBR600RR, la première CB600F proposait un assortiment unique de sportivité, de légèreté et de facilité d’utilisation. Forte de sa puissance facilement exploitable, de son confort et de sa polyvalence, elle est rapidement devenue une référence pour ces utilisateurs qui, quel que soit leur niveau d’expérience, recherchaient une machine qui soit à la fois pratique et excitante à piloter. Son style intemporel la rendait séduisante aux yeux de tous, y compris des plus “branchés” d’autant qu’elle s’avérait également économique à l’achat comme à l’entretien. La qualité de sa fabrication et sa fiabilité allaient rapidement devenir légendaires, tout comme sa faible consommation de carburant.<br />
Aussi impressionnants que furent les débuts, les utilisateurs n’allaient pas tarder à proposer que des évolutions soient apportées dans plusieurs domaines. Ainsi, en 2000, Honda répondit en passant la roue avant en 17 pouces tandis qu’en 2003, le réservoir voyait sa contenance monter à 17 litres, ajoutant encore à la polyvalence de la Hornet.<br />
Ces deux évolutions furent les seuls changements majeurs apportés au cours des neuf premières années de production. Pour autant, en 2007, Honda, décida que les amateurs de Hornet méritaient un tout nouveau modèle. Le millésime 2007 de la CB600F apparue comme le résultat d’une refonte totale. Bénéficiant des derniers développements en termes de technologie, de sécurité et de protection de l’environnement, elle offrait également des lignes qui la replaçaient au sommet de la catégorie des roadsters de moyenne cylindrée. Excitant, racé et immédiatement apprécié, le résultat de cette évolution réaffirma la popularité de la Hornet auprès de ses supporters partout en Europe. Il instaura également de nouveaux standards dans cette catégorie en pleine croissance…<br />
Sans s’éloigner de l’esprit et des bases qui ont rendu possible à cette remarquable popularité, la CB600F 2009 améliore encore le confort, les performances et la facilité de pilotage de la version 2007. Une nouvelle fois, Honda a été guidé par les remarques des utilisateurs, apportant les modifications aux seuls endroits nécessaires de façon à maintenir un équilibre quasi parfait entre puissance, qualité de fabrication et rapport qualité/prix. Soigneusement sélectionnées, ces améliorations comprennent notamment de nouvelles suspensions réglables ainsi que quelques évolutions esthétiques parmi lesquelles des pièces noires métalliques, un nouveau tableau de bord ainsi qu’une nouvelle gamme de coloris qui accentue encore son pouvoir de séduction.<br />
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<img alt="Honda CB600F Hornet 2009" src="http://www.werther.fr/blog/images/cb-600-hornet.jpg" /><br />
<img alt="Honda CB600F Hornet 2009" src="http://www.werther.fr/blog/images/cb-600-hornet-2.jpg" /><br />
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Télécharger le dossier de presse du CB600F Hornet 2009 ici<br />
</div></div><div id="trackbacks"> <h3 id="tb">Trackbacks</h3>Aucun trackback.<br />
Pour faire un trackback sur ce billet : http://www.werther.fr/blog/tb.php?id=46<br />
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</div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-57916220484416478472012-09-17T06:24:00.000-07:002012-09-17T06:24:37.222-07:00Honda SW-T400<div dir="ltr" style="text-align: left;" trbidi="on"><h1>Scooter Honda SW-T400 version 2009 [spécifications + vidéo]</h1><div class="texte5"><br />
<span id="liste_tags_article"> <b>Tags :</b> <h1> 400 cm3 | Actualités scooters | Honda | Scooter | SW-T400 </h1></span> <br />
</div><span class="texte5">Par Pauline Rachwal - le Vendredi 21 novembre 2008 | réagir ? <br />
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</span> <span class="texte4" style="text-align: justify;"> <a href="http://moto.caradisiac.com/Scooter-Honda-SW-T400-version-2009-specifications-video-362/diaporama?iddoc=11894"><img src="http://moto-images.caradisiac.com/IMG/LOGOS/8/9/4/arton11894.jpg" style="border: 0px; float: left; margin-right: 3px;" /></a> <div class="spip">Le nouveau Honda SW-T400 ne présente pas cette année de réelles innovations, mais on peut noter tout de même quelques changements esthétiques et techniques pour le millésime 2009. Dans un premier temps Honda présente donc son maxi scooter avec un nouveau bloc double optique. Il faut reconnaître qu’il possède des lignes plus racées que son homologue 125cm3.</div><div class="spip">Cette version 2009 offre dans un deuxième temps un nouveau tableau de bord à 5 cadrans pour une meilleure lisibilité. Un nouveau matériau de housse de selle plus confortable a été installé, selle plus basse également et un dosseret fixe pour une position de conduite plus naturelle. Côté pratique, le coffre ,éclairé automatiquement à l’ouverture, offre une place suffisante pour deux casques et divers emplacements de rangement viennent compléter le confort d’utilisation.</div><div style="text-align: center;"><a href="http://moto-images.caradisiac.com/IMG/jpg/2/9/7/0/8/big_honda_Silver_Wing_SWT_400_08.jpg"><img alt="" border="0" src="http://moto-images.caradisiac.com/VGN/jpg/2/9/7/0/8/400x300_big_honda_Silver_Wing_SWT_400_08.jpg" title="" /></a> </div><div style="text-align: center;"><a href="http://moto-images.caradisiac.com/IMG/jpg/2/9/7/0/8/big_honda_Silver_Wing_SWT_400_09.jpg"><img alt="" border="0" src="http://moto-images.caradisiac.com/VGN/jpg/2/9/7/0/8/400x300_big_honda_Silver_Wing_SWT_400_09.jpg" title="" /></a> </div><div class="spip">Pour ce qui est de la motorisation , le scooter Honda offre un bicylindre en ligne à refroidissement liquide de 399 cm3 de 28,7 kW à 8 000 tr/min. Par ailleurs ce dernier a été conçu compact pour pouvoir être situé au plus bas pour ainsi mieux répartir les masses et gagner en stabilité et maniabilité.</div><div class="spip">Pour finir, les futurs acquéreurs s’offriront un nouveau frein à disque avant (ø256->276mm) avec système combiné. L’ABS reste en option.</div><div class="spip">Le Honda SW-T400 2009 est disponible en Argent / Blanc / Noir / Rouge. D’ailleurs cette dernière est disponible qu’en version standard. Son prix : 6 590€ avec ABS et 5 990€ sans ABS.</div><div style="text-align: center;"><a href="http://moto-images.caradisiac.com/IMG/jpg/2/9/7/0/8/big_honda_Silver_Wing_SWT_400_01.jpg"><img alt="" border="0" src="http://moto-images.caradisiac.com/VGN/jpg/2/9/7/0/8/400x300_big_honda_Silver_Wing_SWT_400_01.jpg" title="" /></a> </div><div class="intertitre">Spécifications techniques</div><div class="spip"><strong>Moteur</strong></div><div class="spip"><img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Type : Bicylindre en ligne, quatre temps, DACT, 8 soupapes, refroidissement liquide <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Cylindrée : 399 cm3 <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Puissance maxi. : 28,7 kW à 8 000 tr/min (95/1/EC) <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Couple maxi. : 37,8 Nm à 6 500 tr/min (95/1/EC)</div><div class="spip"><strong>Alimentation</strong></div><div class="spip"><img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Type : Injection électronique PGM-FI <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Capacité de carburant : 16 litres (y compris réserve de 3,5 litres) <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Allumage : Transistorisé numérique - Système anti-démarrage HISS <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Démarrage : Electrique</div><div class="spip"><strong>Transmission</strong></div><div class="spip"><img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Embrayage : Automatique centrifuge <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Boite de vitesses : Courroie V-Matic <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Transmission finale : Boite relais</div><div class="spip"><strong>Chassîs</strong></div><div class="spip"><img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Cadre: double poutres et double berceaux <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Dimensions : (L x l x H) 2 285 x 770 x 1 430 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Empattement : 1 600 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Hauteur de selle : 740 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Garde au sol : 135 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Poids tous pleins faits : 247 kg (AV : 95 kg ; AR : 152 kg), <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Poids tous pleins faits avec ABS : 250 kg (AV : 98 kg ; AR : 152 kg),</div><div class="spip"><strong>Suspensions</strong></div><div class="spip"><img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Avant : Fourche télescopique de ø 41 mm, débattement 120 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Arrière : double amortisseurs, réglables en précharge (5 pos.), débattement 115 mm <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Jantes aluminium à 3 branches en U <br />
<img src="http://moto-images.caradisiac.com/img_site/puce.gif" /> Pneumatiques : Avant : 120/80 – 14M/C 58S / Arrière : 150/70 – 13M/C 64S</div><div class="spip"><strong>Freins</strong></div><div class="spip"> - Avant : Simple disque hydraulique ø 276 x 5 mm avec étrier combiné 3 pistons (*C-ABS) et plaquettes frittées. - Arrière : Simple disque hydraulique ø 240 x 6,5 mm avec étrier 2 pistons (*C-ABS) , plaquettes frittées. - Frein de parking : 1 étrier commande par cable - Système simple CBS sur commande de frein arrière </div></span><span class="texte4" style="text-align: justify;"><div class="spip"></div><div class="spip"><br />
</div><div style="text-align: center;"><a href="http://moto-images.caradisiac.com/IMG/jpg/2/9/7/0/8/big_honda_Silver_Wing_SWT_400_03.jpg"><img alt="" border="0" src="http://moto-images.caradisiac.com/VGN/jpg/2/9/7/0/8/400x300_big_honda_Silver_Wing_SWT_400_03.jpg" title="" /></a> </div><br />
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</tbody></table></div></span></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com1tag:blogger.com,1999:blog-3511673809598362477.post-85094328532868225512012-09-17T06:07:00.000-07:002012-09-17T06:07:24.713-07:00HONDA CBR 600<div dir="ltr" style="text-align: left;" trbidi="on"><br />
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<tr><td valign="top"><div id="principal"><div class="leftside" id="contenu"><div class="c" id="<%centre%>"> <h2> HONDA CBR 600</h2>2/6/2011<br />
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</tbody></table></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-67940856667334549042012-09-17T05:55:00.000-07:002012-09-17T05:55:36.844-07:00 Honda CBR1000RR 2007<div dir="ltr" style="text-align: left;" trbidi="on"><span style="color: #000066; font-size: x-small;"><b>you are here:</b> Home --- New 2007 Models --- 2007 Honda Motorcycle Models</span> <br />
<div align="center"><span style="font-family: Georgia, Times New Roman, Times, serif;"><span>2007 Honda CBR1000RR<br />
</span><span style="font-family: Georgia, Times New Roman, Times, serif;"><span style="font-family: Georgia, Times New Roman, Times, serif;"><span style="font-family: Georgia, Times New Roman, Times, serif;"><span><b><span style="font-size: x-small;">Back to 2007 Honda Motorcycle Index Page</span></b></span></span></span></span></span></div><blockquote> <div align="center"><b><span style="font-family: Georgia, Times New Roman, Times, serif; font-size: x-small;">Click photos to enlarge. <br />
They make great desktop images.</span></b></div><div align="center"><a href="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRa.jpg"><img alt="2007 Honda CBR1000RR" border="10" height="259" src="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRa-small.jpg" width="450" /></a><br />
<i content="2007 Honda CBR1000RR">2007 Honda CBR1000RR</i></div><div align="center"><a href="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRb.jpg"><img alt="2007 Honda CBR1000RR" border="10" height="256" src="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRb-small.jpg" width="450" /></a><br />
<i content="2007 Honda CBR1000RR">2007 Honda CBR1000RR</i></div><div align="center"><a href="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRc.jpg"><img alt="2007 Honda CBR1000RR" border="10" height="260" src="http://www.totalmotorcycle.com/photos/2007models/2007-Honda-CBR1000RRc-small.jpg" width="450" /></a><br />
<i content="2007 Honda CBR1000RR">2007 Honda CBR1000RR</i></div><div align="center"><br />
</div></blockquote><b><span style="font-size: large;"><a href="http://www.blogger.com/post-create.g?blogID=3511673809598362477" name="industryrumors"></a> - 2007 Honda CBR1000RR<br />
</span></b><br />
<div align="left"><b>2007 Honda CBR1000RR</b></div>The awesome CBR1000®RR packs MotoGP technology into a Superbike equally at home on the racetrack as it is on the streets. <br />
<br />
<b>Features & Benefits</b><br />
<b>New for 2007</b><br />
- Black-painted swingarm adds aggressive new look.<br />
- Exciting new colors Black/Metallic Gray and Light Silver Metallic join Red/Black.<br />
<br />
<b>Unique features</b><br />
- Liquid-cooled 998cc inline four-cylinder engine.<br />
- Aluminum frame patterned after the RC211V® MotoGP machine. <br />
- Honda Electronic Steering Damper (HESD) for optimum steering effort and stability.<br />
- Cassette-type close-ratio six-speed transmission.<br />
- Centrally located fuel tank increases mass centralization and allows more compact frame design.<br />
- Radial-mounted front brakes.<br />
- Center-up exhaust system. <br />
- Unit Pro-Link™ rear suspension and swingarm design inspired by RC211V.<br />
- Line-beam headlight features three-piece reflector design. <br />
- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder. <br />
- Aggressive styling based on the championship-winning RC211V MotoGP machine.<br />
<br />
<b>Engine/Drivetrain</b><br />
- Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore-and-stroke dimensions of 75mm x 56.5mm.<br />
- Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with a 12.2:1 compression ratio for efficient combustion and high horsepower.<br />
- Intake valve features double-spring design for optimum performance at high rpm.<br />
- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals. <br />
- Lightweight nutless connecting rods.<br />
- Iridium-tip spark plugs improve fuel combustion and performance.<br />
- DSFI system features two injectors per cylinder--one upper and one lower--controlled by an electronic control unit (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.<br />
- Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.<br />
- Auto-enriching system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.<br />
- Forged aluminum pistons with moly surface treatment for reduced friction.<br />
- Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.<br />
- ECU provides two digital 3-D fuel-injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.<br />
- Ram-air system allows high volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.<br />
- Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.<br />
- Liquid-cooled aluminum oil cooler is lightweight and efficient.<br />
- Magnesium ACG cover for lighter weight.<br />
- Maintenance-free automatic cam-chain tensioner.<br />
- Starter gears located on the right side to produce narrow engine and increased lean angle.<br />
- Eight-plate clutch is compact and tough, featuring durable friction plate material.<br />
- Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track. <br />
- Durable #530 O-ring-sealed drive chain.<br />
<br />
<b>Chassis/Suspension</b><br />
- Lightweight, twin-spar aluminum frame utilizes RC211V technology. <br />
- Aluminum-hybrid rear swingarm is longest in class for superior traction under hard acceleration.<br />
- New aluminum subframe is lightweight and easily removed for ease of maintenance.<br />
- HESD is a rotary-type steering damper that electronically modulates steering damping based on road speed and acceleration. An ECU senses road speed and acceleration and then sends a signal to a solenoid. The solenoid controls an oil-pressure relief valve within the damper unit. At slower speeds the relief valve is open, allowing for a free flow of oil through the damper unit, resulting in reduced damping force and lighter steering effort. At higher speeds the flow of oil is restricted, resulting in increased damping force and additional stability. HESD is the first steering-damping system that makes it possible to increase high-speed performance while maintaining low-speed handling.<br />
- 43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload and rebound and compression damping adjustability, and offers precise action and unparalleled rigidity.<br />
- Unit Pro-Link rear suspension system is patterned after the RC211V MotoGP machine. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners. The HMAS shock offers rebound and compression damping and spring preload adjustability.<br />
- Front-brake system features radial-mounted four-piston calipers and 320mm floating discs, and a 220mm rear disc with a single-piston caliper for exceptional stopping power.<br />
- Super-light, aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.<br />
- Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.<br />
<br />
<b>Additional Features</b><br />
- High-capacity 350-watt AC generator.<br />
- High-tech instrument display features tachometer, LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock. A low-fuel LED light and shift-indicator light is located in the tachometer.<br />
- Line-beam headlight features three-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.<br />
- LED taillights for improved appearance.<br />
- Plastic tank shell cover protects tank and airbox.<br />
- One-piece fan assembly increases cooling efficiency.<br />
- Convenient ignition switch/fork lock for added security.<br />
- Folding aerodynamic mirrors.<br />
- Handlebar switches and controls use internationally approved ISO graphic symbols.<br />
- Convenient push-to-cancel turn-signal switch.<br />
- Maintenance-free battery.<br />
- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.<br />
- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA, dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.<br />
<b><br />
Available accessories</b><br />
- Passenger Seat Cowl (color-matched).<br />
<br />
<br />
<b>Specifications</b><br />
Model: CBR1000RR<br />
Engine Type: 998cc liquid-cooled inline four-cylinder<br />
Bore and Stroke: 75mm x 56.5mm<br />
Compression Ratio: 12.2:1<br />
Valve Train: DOHC; four valves per cylinder<br />
Carburetion: Dual Stage Fuel Injection (DSFI)<br />
Ignition: Computer-controlled digital transistorized with three-dimensional mapping<br />
Transmission: Cassette-type, close-ratio six-speed<br />
Final Drive: #530 O-ring-sealed chain<br />
Suspension <br />
Front: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel<br />
Rear: HMAS Pro-Link single shock with spring preload, rebound and compression damping adjustability; 5.3 inches travel<br />
Brakes <br />
Front: Dual full-floating 320mm discs with four-piston radial-mounted calipers<br />
Rear: Single 220mm disc with single-piston caliper<br />
Tires <br />
Front: 120/70ZR-17 radial <br />
Rear: 190/50ZR-17 radial<br />
Wheelbase: 55.2 inches<br />
Rake (Caster Angle): 23.45°<br />
Trail: 100mm (3.9 inches)<br />
Seat Height: 32.3 inches<br />
Dry Weight: 388 pounds<br />
Fuel Capacity: 4.8 gallons, including 1.06-gallon reserve<br />
Colors: Black Metallic Gray, Light Silver Metallic, Red/Black<br />
Meets current EPA standards.<br />
California version meets current CARB standards and may differ slightly due to emissions equipment.<br />
<br />
<br />
<br />
<span style="color: black; font-size: small;"><b>2007 Honda CBR1000RR Pricing</b></span><br />
<table border="1" cellpadding="2" cellspacing="0" style="border-collapse: collapse; table-layout: fixed;"><colgroup><col span="2" width="75"></col> <col width="117"></col> <col span="2" width="75"></col> </colgroup><tbody>
<tr> <td> <div align="center"><strong>Name</strong></div></td> <td> <div align="center"><strong>2007 Model<br />
("L" designates<br />
California version)</strong></div></td> <td> <div align="center"><strong>Color</strong></div></td> <td align="right"> <div align="center"><strong>Suggested <br />
Retail Price</strong></div></td> </tr>
<tr> <td>CBR1000RR<span style="mso-spacerun: yes;"> </span></td> <td>CBR10RR7 </td> <td>Black/Metallic Gray </td> <td align="right">$11,499.00 </td> </tr>
<tr> <td><br />
</td> <td><br />
</td> <td>Light Silver Metallic </td> <td align="right">$11,499.00 </td> </tr>
<tr> <td><br />
</td> <td><br />
</td> <td>Red/Black </td> <td align="right">$11,499.00 </td> </tr>
<tr> <td><br />
</td> <td>CBR10RRL7 </td> <td>Black/Metallic Gray </td> <td align="right">$11,499.00 </td> </tr>
<tr> <td><br />
</td> <td><br />
</td> <td>Light Silver Metallic </td> <td align="right">$11,499.00 </td> </tr>
<tr> <td><br />
</td> <td><br />
</td> <td>Red/Black </td> <td align="right">$11,499.00 </td> </tr>
</tbody></table>Prices are subject to change without notice. <br />
<br />
<br />
<b>Inline-Four History</b><br />
<br />
<b>Honda's new CBR1000RR traces its heritage back through 36 years of Honda inline-four Superbikes<br />
</b><br />
<br />
<br />
Honda(R) invented the transverse inline-four motorcycle concept with the CB750K0, and forged the very foundation of motorcycling for generations to come. The mighty CB750K0 and all-new CBR(R)1000RR serve as technological bookends to Honda's rich history of four-cylinder Superbikes. <br />
1969 CB750K0: The High-Performance Four-Cylinder is Born <br />
For those who didn't personally experience the revolution that Honda launched with the 1969 CB750, it's difficult to fully comprehend the impact of this landmark motorcycle. In 1969 Honda had been in America for only 10 years, and at that time European bikes--especially British--defined the parameters of high performance. In one deft move, Honda instantly elevated the entire motorcycle industry to a new and higher plane. Suddenly, the heretofore contradictory elements of jaw-dropping performance, engineering sophistication and mechanical reliability would become interwoven into a seamless whole, thanks to the CB750K0. <br />
Here was modern motorcycling's first large inline four-cylinder production bike, a SOHC 736cc marvel of engineering that introduced power and civility as flip sides of the same coin. Just as significant was the CB750's disc brake, the very first to be fitted on a production motorcycle, plus a new level of all-around competence. With more than 400,000 CB750s sold during its nine-year life, this bike single-handedly shifted the center of the high-performance motorcycling world from England to Japan and ushered in a whole new level of expectation on the part of discerning motorcyclists. <br />
1979 CB750F: Celebrating the 10th Anniversary with Two Cams <br />
How does a company go about replacing a motorcycle that had become a legend in its own time? Well, if you're a company like Honda, you do it with sheer elegance of engineering. The 1979 CB750 weighed in with some pretty impressive technical credentials, specifically a new 749cc twin cam engine with four cylinders, four valves per cylinder and double overhead camshafts that employed bucket-and-shim adjusters in place of rocker arms. <br />
Such impressive credentials boosted performance to record-high levels, with the CB750F Super Sport model in particular offering horsepower and handling unsurpassed in its class. <br />
1981 CB900F: From Super Sport to Superbike <br />
A strong case can be made for the CB900F's status as the first Superbike to be shoehorned into a mid-sized package. Springing forth from the CB750F, the CB900F featured a slightly shorter wheelbase and a mere 22.5-pound increase in weight while boasting a whopping 20 percent increase in displacement. The bored and stroked DOHC 16-valve engine now displaced 902cc and a lengthy list of upgrades made the 900 a force to be reckoned with: larger valves and carburetors, a stiffer frame made of larger-diameter tubing plus reinforcing gussets, a heftier fork, plus adjustable-damping shocks with external aluminum-body reservoirs. <br />
The CB900F also served as the basis for Honda's Superbike racing efforts in the capable hands of Freddie Spencer and Mike Baldwin, lending further eyeball appeal and prestige. And perhaps best of all, the suggested retail price of the 900F made it an irresistible bargain. <br />
1983 CB1100F: Supersports Go Large <br />
All of the attributes of the CB900F--plus a lot more--applied to the 1983 CB1100F. By punching out the cylinder bores from 64.5 to 70.0mm, the big sporting CB grew to a towering 1062cc in displacement to become the quickest and fastest bike of that era. A new anti-dive system, adjustable handlebars and a new box-section swingarm added to the CB1100F's prowess while tacking on a trifling 8.5 pounds. It was the apex of engineering refinement for the air-cooled four-cylinder series, and a worthy representative at that. Moreover, once again the CB-F was a bargain-and-a-half, thanks to a modest price increase in price over the 1982 CB900F. <br />
1987 CBR1000: A Hurricane Force <br />
When Honda's four-cylinder CBR1000 landed in 1987, it truly impacted the market with Hurricane(R) force. A new day dawned as an entire era of air-cooled powerplants yielded to the new wave of liquid-cooled big-inch inline fours. The CBR's 998cc DOHC engine featured four valves per cylinder plus liquid cooling for more consistent power, longer engine life, stricter emissions control and quieter operation. It was a complete package brimming with sophistication and refinement--and plenty of performance. This new-generation Big Four was stronger, quicker and faster than its CB1100F predecessor and also lighter--by just a pinch. With great handling, fantastic brakes and sufficient rider amenities to qualify for long-distance work, the Hurricane laid waste to tradition, proving that better is as better does. <br />
1991 Nighthawk CB750: A Classic Returns <br />
As proof that a good idea never goes out of style, the air-cooled 750 inline four-cylinder is born once again, this time under Honda's Nighthawk(R) moniker. An entirely new engine displaces 747cc, but the cylinder head still incorporates double overhead camshafts and four valves per cylinder. Hydraulic valve lash adjusters simplify maintenance chores, as does an automatic cam-chain tensioner, solid-state ignition and a spin-on oil filter. Cast in a traditional mold with touches of hot-road styling, the new Nighthawk 750 soon proves to be a favorite among people who simply enjoy being out on two wheels. And an eminently affordable price makes the Nighthawk 750 accessible to just about anyone with an urge to ride. <br />
1993 CBR900RR: Light Makes Right <br />
Unleashed upon an unsuspecting populace in the spring of 1992, the most potent pure-performance Honda ever redefined sport bike performance overnight. Weighing in at an inconceivable 408 pounds, the original CBR900RR puts liter-class horsepower in a package that is 80 pounds lighter than its lightest rivals, and just 2 pounds heavier than Honda's own CBR600F2. From the twin-spar aluminum chassis to the 147-pound, 893cc 16-valve four-cylinder engine inside, every facet of the first CBR900RR is lighter than comparable sport bikes. The result: Suddenly, there are no comparable sport bikes. <br />
Powered by an ultra-sophisticated four-cylinder 893cc DOHC 16-valve liquid-cooled engine, the aluminum-frame CBR900RR embodied the perfection of cutting-edge sporting performance. Big changes would come in 1996, with the CBR gaining a more powerful, 919cc engine and loosing nearly 5 pounds thanks to a totally new, triple-box section aluminum frame. The ultimate riding tool becomes sharper and more friendly as well. <br />
1994 CB1000: The Superbike Spirit Revived <br />
As the advent of the incredible CBR900RR redefined and expanded the parameters of the Superbike market, a niche was created between it and Honda's sophisticated Hurricane/CBR1000F. Based on the latter bike's 998cc DOHC liquid-cooled powerplant but featuring a new chassis sans bodywork, the 1994 CB1000 carried the spirit of the big-bore Superbike from the '80s into the 1990s. This robust, no-frills powerhouse trimmed more than 30 pounds off the CBR1000's curb weight yet its expanded 60.6-inch wheelbase gave a rider and passenger plenty of room to stretch out. <br />
2000 CBR929RR <br />
The overarching concept of maximum power and minimum weight remains, but all similarities to the CBR900RR end there. With 160 horses per liter propelling a 375-pound package, the CBR929RR transcends conventional sport bike wisdom as only 52 years of Honda engineering can. Integrated, computer-controlled variable intake and exhaust management systems let the compact, fuel-injected, 929cc engine embarrass larger competitors with the quantity and quality of its power. The pivotless aluminum frame is just as sophisticated, delivering a ride that explodes conventional chassis orthodoxy as thoroughly as the original CBR900RR did eight years earlier. Now as then, the ultimate CBR makes ordinary sport bikes feel pretty much the same: ordinary. <br />
2002 CBR954RR <br />
As stark evidence to the extraordinary competition driving the forward evolution of sport bikes, a mere two years passes before the new CBR929RR is reborn as the CBR954RR. Already acclaimed by many to be the best-in-class in 929 guise, the big CBR now boasts even more power with less weight to retain its premier standing for power-to-weight ratio--the ultimate virtue in the motorcycling world because it enhances so many other areas of performance. Whether you measure performance on the racetrack or in day-to-day streetability, the CBR954RR continues to offer riders an amazing advantage; an enviable balance of power, handling and rideability in a totally integrated package that has become a Honda hallmark. <br />
2002 919: A Lean, Mean Street Machine for the 21st Century <br />
Drawing from a deep and varied history, the 919(TM) could well be considered the street-going inline four created from the best of all worlds. Wrapped around a 16-valve liquid-cooled inline 919cc engine derived from the race-proven CBR900RR series in a pared-down, mid-sized lightweight chassis set up specifically for taking it to the streets--no matter what the job may be. Cruising, sport riding, commuting or long trips, all fall within the job description for this hot new and versatile high-performance machine. <br />
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</div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-48634680600583636492012-09-17T05:50:00.000-07:002012-09-17T05:50:20.336-07:00Honda<div dir="ltr" style="text-align: left;" trbidi="on"><div class="sd_top"> MOTORCYCLES </div><h1 id="ar_title">Honda to exhibit 2WD electric motorcycle at Tokyo Motor Show?</h1><div class="summary_details_left"> By Mike Hanlon<br />
<em>September 30, 2009</em><br />
</div><div class="summary_details_right"> <div class="has_comments">7 Comments</div><div class="has_pictures">13 Pictures</div></div><div id="hero_box" style="width: 530px;"> <a href="http://www.gizmag.com/honda-2wd-electric-motorcycle-tokyo-motor-show/12991/picture/99033/" id="hero_link"> <img alt="The side view of the EV-Cub electric motorcycle" height="298" src="http://images.gizmag.com/hero/honda-ev-cub-electric-motorcycle.jpg" title="The side view of the EV-Cub electric motorcycle" width="530" /></a> <div class="pic_caption"> The side view of the EV-Cub electric motorcycle<br />
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Transaxles for motorizing machines or for small electric vehicles</div>Ads by Google</div>Honda has released images of several new eco-friendly two-wheelers it will present at the Tokyo Motor Show later this month, including the EV-Cub electric motorcycle, the EVE-neo electric scooter and its previously-announced PCX global scooter, the first two-wheeler to employ an 'idling stop system'. The most interesting of the new eco-bikes is without doubt the EV-Cub, which employs what appears to be car2car and car2driver communications dubbed HELLO! (Honda ELectric mobility LOop) and a LOOP portable communication tool that fits in the palm of one’s hand and “allows people and mobility devices to communicate with each other.” The EV-Cub also appears to have electric motors in both front and rear wheels, indicating that it is almost certainly a two-wheel-drive (2WD) motorcycle. 2WD motorcycles are expected to become commonplace in the future as, like their 4WD automotive cousins, they offer traction advantages on loose surfaces and wet roads and improve rider safety, especially for learners.<br />
<ul id="gallery_images"><li><a class="image" href="http://www.gizmag.com/honda-2wd-electric-motorcycle-tokyo-motor-show/12991/picture/99077/"><img alt="Small, light, and we suspect, with motors in each hub" src="http://images.gizmag.com/gallery_tn/honda-ev-cub-electric-motorcycle-11.jpg" title="Small, light, and we suspect, with motors in each hub" /></a></li>
<li><a class="image" href="http://www.gizmag.com/honda-2wd-electric-motorcycle-tokyo-motor-show/12991/picture/99041/"><img alt="Honda's PCX will be manufactured in Thailand" src="http://images.gizmag.com/gallery_tn/honda-ev-cub-electric-motorcycle-2.jpg" title="Honda's PCX will be manufactured in Thailand" /></a></li>
<li><a class="image" href="http://www.gizmag.com/honda-2wd-electric-motorcycle-tokyo-motor-show/12991/picture/99037/"><img alt="The PCX meets current exhaust emission standards in Japan, Europe and the U.S. using PGM-F..." src="http://images.gizmag.com/gallery_tn/honda-ev-cub-electric-motorcycle-1.jpg" title="The PCX meets current exhaust emission standards in Japan, Europe and the U.S. using PGM-F..." /></a></li>
<li><a class="image" href="http://www.gizmag.com/honda-2wd-electric-motorcycle-tokyo-motor-show/12991/picture/99073/"><img alt="The EV-cub dash" src="http://images.gizmag.com/gallery_tn/honda-ev-cub-electric-motorcycle-10.jpg" title="The EV-cub dash" /></a></li>
<li id="view_all">View all</li>
</ul>Yamaha, Ohlins, Christini and KTM have been working on 2WD systems for motorcycles for almost a decade and have independently reported that the systems offer significant advantages for non-expert riders.<br />
Honda’s press statement gives no clue to the EV-Cub’s technologies other than stating it’s an electric motorcycle, and will use Honda’s HELLO and LOOP systems.<br />
The EV-Cub is also much thinner than a normal motorcycle, presumably making full use of an electric motorcycle’s lower power by requiring it to push around as little weight as possible.<br />
Honda has previously indicated that it will have an electric motorcycle on the market by the end of 2010, so it’s reasonable to assume that although the machine is dubbed an exhibition vehicle, it’s a good guide as to what we can expect within 12 months.<br />
<h2>PCX with 'idling stop system'</h2>The PCX is equipped with a newly-developed low-friction, water-cooled, 4-stroke, single-cylinder 125cc engine and is capable of achieving excellent fuel economy of approximately 50km/liter (ECE 40 MODE) according to Honda. The 'idling stop system', which automatically stops the engine when the motorcycle comes to a temporary stop, was adopted to improve fuel economy.<br />
To be manufactured in Thailand, the PCX conforms the current exhaust emission standards in Japan, Europe and the U.S. by employing Honda’s PGM-FI electronic fuel injection system and a catalyst device in the muffler.<br />
In addition to having the first stop-start system on a motorcycle, the PCX employs Honda’s ACG starter which combines a cell motor and alternating current generator and can be incorporated into a compact engine size as well as significantly reducing starting noise.<br />
Finally, all PCX models will be equipped with the CBS (Combined Brake System for the front and rear wheels) and will be introduced not just to Asian market countries, but also to Japan, Europe and the U.S. as an affordable commuter model.</div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-67814564618175504462012-09-17T05:44:00.000-07:002012-09-17T05:44:12.505-07:00 Image <div dir="ltr" style="text-align: left;" trbidi="on"><br />
<span class="wrapHead">Electric Car Htef 3 China Electric Car Electric Vehicle E Car In</span> <br />
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</h2></div><div class="contenuArticle"> <em><b> <img alt="Citroën DS3 Racing 03" class="CtreTexte" height="301" src="http://img.over-blog.com/536x301/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-03.jpg" width="536" /> </b></em> <br />
<em><b>A peine la DS3 vient-elle d’être lancée, à la suite de la C3, qu’une version Racing va débouler sur la route, dans la deuxième moitié de l’année. Alléchant ! Mais il va falloir courir vite pour en attraper une : 1 000 exemplaires seulement !</b></em> <br />
Bien plus qu’une simple GTI : 100% racing, telle se présente cette DS3 concoctée en liaison étroite avec le service compétition de la marque. <br />
<br />
Le moteur ? Un 1.6 THP porté de 156 à 200 chevaux, avec un couple qui passe de 240 à 275 Nm, tel qu’il équipera par ailleurs, très bientôt, la Peugeot RCZ. <br />
<img alt="Citroën DS3 Racing 02" class="CtreTexte" height="326" src="http://img.over-blog.com/536x326/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-02.jpg" width="536" /> <br />
La livrée annonce carrément la couleur avec un camaïeu de look carbone et de parements d’un orange des plus agressifs, qui émaillent le toit, le tour de calandre, les étriers de frein 4 pistons cachés derrière les grosses roues de 18 pouces, qui pincent des disques spécifiques, et jusqu’au bandeau de tableau de bord. <br />
<img alt="Citroën DS3 Racing 08" class="CtreTexte" height="325" src="http://img.over-blog.com/536x325/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-08.jpg" width="536" /> <br />
<img alt="Citroën DS3 Racing 09" class="CtreTexte" height="357" src="http://img.over-blog.com/536x357/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-09.jpg" width="536" /> <br />
Le châssis et les trains roulants ne font pas non plus dans la demi-mesure, pour offrir des sensations de conduite « au plus près de la route », sans trop de concession au confort. Du moins telle est la promesse de cette furieuse DS3 Racing. Toute la panoplie « course » semble bien y être, avec becquet de toit, diffuseur arrière, châssis surbaissé de 15 mm, voies élargies de 30 mm, amortisseurs spécifiques et ressorts tarés plus durs. Jusqu’à l’ESP, reprogrammé pour favoriser la vivacité et le pilotage, en retardant sa mise en action. <br />
<br />
<img alt="Citroën DS3 Racing 04" class="GcheTexte" height="300" src="http://img.over-blog.com/236x300/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-04.jpg" width="236" />Même si cette DS3 là revendique hautement être « fille de la course » (d’ailleurs il n’étonnerait personne qu’on la retrouve certainement bientôt au départ de spéciales de rallye comme son aînée en compétition, la C2), son habitacle n’en est pas spartiate pour autant. Il est au contraire raffiné et de facture luxueuse, avec de beaux sièges baquet cuir/Alcantara siglés Citroën Racing aux fins parements orangés, des touches de carbone un peu partout pour peaufiner l’ambiance. <br />
<br />
A l’heure qu’il est, il n’est pas encore question de tarif, sa commercialisation n’intervenant qu’au cours du second semestre de l’année. Mais voilà déjà une <img alt="Citroën DS3 Racing 07" class="DrteTexte" height="175" src="http://img.over-blog.com/300x199/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-07.jpg" width="264" />mauvaise nouvelle : cette DS3 Racing est programmée pour n’être qu’une série limitée à 1 000 exemplaires seulement, répertoriés sur une plaque numérotée sur la garniture du pavillon. Mais après tout rien n’empêcherait que sous la pression populaire, Citroën se décide à en faire un tirage supplémentaire. Chiche ? <br />
<img alt="Citroën DS3 Racing 05" class="CtreTexte" height="504" src="http://img.over-blog.com/729x504/2/55/11/19/marques-francaises-citroen/Citroen-DS3-Racing-05.jpg" width="729" /> <br />
</div></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-81946926843447161892012-09-17T05:23:00.000-07:002012-09-17T05:23:32.328-07:00Retour au blog de DS3-Sport<div dir="ltr" style="text-align: left;" trbidi="on"><div class="post clearfix"> <div class="text-image-container" itemprop="articleBody"> Classement après les spéciales 11 à 18 de la seconde journée<br />
<br />
<strong>Pos.Pilote = Position et écart par rapport au 1er</strong><br />
<br />
1) Jari-Matti LATVALA FORD Fiesta RS = 2:30:08.0<br />
<strong>2) Mikko HIRVONEN CITROËN DS 3 WRC = +23.0</strong><br />
3) Petter SOLBERG FORD Fiesta RS = +51.4<br />
4) Mads ØSTBERG FORD Fiesta RS = +1:02.5<br />
5) Evgeny NOVIKOV FORD Fiesta RS = +2:13.1<br />
<strong>6) Sébastien LOEB CITROËN DS 3 WRC = +2:57.5</strong><br />
7) Henning SOLBERG FORD Fiesta WRC = +3:02.4<br />
8) Patrik SANDELL MINI John Cooper = +4:31.8<br />
9) Martin PROKOP FORD Fiesta RS =+4:34.4<br />
10) Eyvind BRYNILDSEN FORD Fiesta RS = +5:08.7<br />
11) Sébastien OGIER SKODA Fabia S200 = +5:54.1<br />
12) Andreas MIKKELSEN SKODA Fabia S200 = +6:06.9<br />
<strong>13) Thierry NEUVILLE CITROËN DS3 WRC = +7:38.1</strong><br />
14) PG ANDERSSON PROTON Satria Neo = +7:55.7<br />
15) Armindo ARAUJO MINI John Cooper = +10:32.2<br />
16) Craig BREEN FORD Fiesta S200 = +10:54.5<br />
<strong>17) Peter VAN MERKSTEIJN CITROËN DS3 WRC = +11:01.4</strong><br />
18) Mikko PAJUNEN SUBARU Impreza WRC = +11:23.0<br />
19) Pontus TIDEMAND SKODA Fabia S200 = +12:28.0<br />
20) Michal SOLOWOW FORD Fiesta RS = +12:38.6<br />
<strong>21) Nasser AL ATTIYAH CITROËN DS3 WRC = +13:15.8</strong><br />
<br />
Et voici quelque photo<br />
<br />
<strong>Sébastien LOEB</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619231"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_1_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_3_bf45ZXt1.jpg" /></a></strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619249"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_2_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_5_2un7HFtI.jpg" /></a></strong><br />
<strong><br />
</strong><br />
<strong>Mikko HIRVONEN</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619273"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_3_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_7_QxWT7Ba9.jpg" /></a></strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619287"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_4_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_9_EJZqVtxM.jpg" /></a></strong><br />
<strong><br />
</strong><br />
<strong>Thierry NEUVILLE</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619369"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_5_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_11_GF29Qn7A.jpg" /></a></strong><br />
<strong><br />
</strong><br />
<strong>Peter VAN MERKSTEIJN</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619405"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_6_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_13_c3i6VcGE.jpg" /></a></strong><br />
<strong><br />
</strong><br />
<strong>Nasser AL ATTIYAH</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619427"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_7_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_15_FTYqRZ8f.jpg" /></a></strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3068941137&id_article_media=28619441"><img alt="Rallye WRC de Suède - Jour 2" class="article_image_center tagImageSkyrock skyrockData_8_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3068941137_1_17_w9ecFj6M.jpg" /></a></strong> </div></div><div class="tags tags-wrapper" id="tag-wrapper-3068941137"> <img alt="Tags :" src="http://static.v5.skyrock.net/img/icons/listicos/tag.png" /> <span itemprop="keywords"> <a href="http://ds3-sport.skyrock.com/tags/iL5FVI9gY24-WRC.html">WRC</a>, RALLYE DE SUEDE 2012, citroën, DS3<br />
<br />
<strong>Et quelque photo de l'assistance</strong><br />
<strong><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3075938375&id_article_media=29601889"><img alt="Rallye WRC du Mexique - Jour 1" class="article_image_center tagImageSkyrock skyrockData_5_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3075938375_1_3_fLDEYYBl.jpg" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3075938375&id_article_media=29601891"><img alt="Rallye WRC du Mexique - Jour 1" class="article_image_center tagImageSkyrock skyrockData_6_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3075938375_1_5_vn3L1Ble.jpg" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3075938375&id_article_media=29601895"><img alt="Rallye WRC du Mexique - Jour 1" class="article_image_center tagImageSkyrock skyrockData_7_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3075938375_1_7_pgRZMTOJ.jpg" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3075938375&id_article_media=29601901"><img alt="Rallye WRC du Mexique - Jour 1" class="article_image_center tagImageSkyrock skyrockData_8_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3075938375_1_9_9IVEYJk7.jpg" /></a></strong><br />
<br />
</span><div class="tags tags-wrapper" id="tag-wrapper-3075938375"> <img alt="Tags :" src="http://static.v5.skyrock.net/img/icons/listicos/tag.png" /> <span itemprop="keywords"> <a href="http://ds3-sport.skyrock.com/tags/iL5FVI9gY24-WRC.html">WRC</a>, RALLYE DU MEXIQUE 2012, CITROËN, DS3</span><div class="post clearfix"> <div class="text-image-container" itemprop="articleBody"> Suite à pas mal de travail, je n'ai pas pu tout suivre<br />
<br />
Mikko Hirvonen est en tête après la sortie de piste en tonneaux de Sébastien et les sorties de piste sans gravité de Latvala et de Solberg<br />
<br />
Le classement au Jour 3<br />
<a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268755"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_1_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_7_05hHukSd.png" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268759"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_2_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_9_pT7ZSu4J.png" /></a><br />
<br />
Et voici quelque photo<br />
<br />
<strong>Mikko Hirvonen</strong><br />
<a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268813"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_3_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_11_5dNg2ohq.jpg" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268819"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_4_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_13_KXrRE0Vu.jpg" /></a><br />
<br />
<strong>Thierry Neuville</strong><br />
<a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268847"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_5_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_15_sQ1Q8Tis.jpg" /></a><a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268853"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_6_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_17_ssNE2cKH.jpg" /></a><br />
<br />
<strong>Nasser Al-Attayah</strong><br />
<a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268891"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_7_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_19_eFUnHlMq.jpg" /></a><br />
<br />
<strong>Peter Van Merkstein</strong><br />
<a href="http://ds3-sport.skyrock.com/photo.html?id_article=3080583817&id_article_media=30268923"><img alt="Rallye WRC du Portugal - Classement Jour 3" class="article_image_center tagImageSkyrock skyrockData_8_MediaNumber" src="http://be.img.v4.skyrock.net/8190/75168190/pics/3080583817_1_21_V8pJGZs2.jpg" /></a><br />
</div></div><div class="tags tags-wrapper" id="tag-wrapper-3080583817"> <img alt="Tags :" src="http://static.v5.skyrock.net/img/icons/listicos/tag.png" /> <span itemprop="keywords"> citroën, DS3, WRC, RALLYE DU PORTUGAL 2012 </span> </div></div></div></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-14717895390924360082012-09-17T05:16:00.000-07:002012-09-17T05:16:18.541-07:00SXZ-5127<div dir="ltr" style="text-align: left;" trbidi="on"><div class="tabMenu"><a href="http://www.blogger.com/post-create.g?blogID=3511673809598362477" id="pro" name="pro"></a><div class="first cur" id="btnProductInfo"><a href="http://www.blogger.com/post-create.g?blogID=3511673809598362477" title="Product Details">Product Details</a></div><div class="" id="btnCompanyInfo"><a href="http://www.blogger.com/post-create.g?blogID=3511673809598362477" title="Company Profile">Company Profile</a></div></div><div id="productInfo" style="display: block;"><div class="info"> <h4><span>Quick Details:</span></h4><ul><li><b>OE Experience:</b><h3>No</h3></li>
</ul></div><div id="RichTextDetail"><h2><b>Product Name: </b>Evaporator SXZ-5127</h2><h4><span>Application: </span></h4><h3 class="marT"> FIAT</h3><h4><span>Product Description:</span></h4>Application: FIAT UNO95>R134A<br />
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<span>Songxin NO.: </span>SXZ-5127<br />
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</div></div><a href="http://www.blogger.com/post-create.g?blogID=3511673809598362477" id="img400" name="img400"></a> <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.gasgoo.com/auto-images/hvac-parts-347/35108091.html" style="margin-left: auto; margin-right: auto;" title="Evaporator SXZ-5127"><img alt="Evaporator SXZ-5127" src="http://images.gasgoo.com/MiMwMDRfMDA0IzA5NTExMTUzMA--/auto-part-evaporator-sxz-5127.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Zhejiang Songxin Auto Air Conditioner Co., Ltd. is located at the source of Oujiang River in Zhejiang Province with the plant 67,000 square meters. We have “Continuous system high-purity nitrogen protected brazing furnace” and other internationally advanced complete sets of air-conditioning ...[Read More]<br />
<h4><span>Company Profile:</span> </h4><ul class="prodetailOption"><li><b>Main Product: </b><h3>Condenser, Evaporator, Radiator, Expansion Valve</h3></li>
<li><b>Business Type: </b><h3>Manufacturer</h3></li>
<li><b>Current Export Market: </b><h3>South America, Southeast Asia</h3></li>
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</tbody></table></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-46238097649140709642012-09-17T04:32:00.000-07:002012-09-17T04:32:56.478-07:00yamaha<div dir="ltr" style="text-align: left;" trbidi="on"><br />
<h1>Peugeot Vivacity 1 Or 2 50 Upto 2008</h1><div style="width: 566px;"> <div style="float: left; width: 110px;"> <img border="0" src="http://www.ve-uk.com/product_images/thumbs/vb20616.jpg" width="100" /><br />
<a href="http://www.ve-uk.com/product_images/vb20616.jpg" rel="lightbox" title="STANDARD TYPE AIR FILTER BOX WITH CLEAR COVER"><img border="0" src="http://www.ve-uk.com/images/glass.jpg" /></a> </div><div class="content" style="background-color: white; float: left; line-height: 22px; padding: 5px; width: 440px;"><b>STANDARD TYPE AIR FILTER BOX WITH CLEAR COVER</b> <br />
Item Code: VB20616 <br />
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Make: PEUGEOT | Model: PEUGEOT VIVACITY 1 or 2 50 upto 2008<br />
<span class="price">Our Price Only £19.41</span> (inc vat) <br />
</div></div></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-23555170115219602262012-09-17T02:56:00.000-07:002012-09-17T02:56:33.332-07:00MBK <div dir="ltr" style="text-align: left;" trbidi="on"><br />
Je vends un vilebrequin Stage6 pour MBK Nitro / Aerox, moteur Minarelli horizontal axe de 10mm quasi neuf pour 100€ frais de port compris. Il est donc en très bon état, juste testé sur banc. Il vaut normalement 150€.<br />
<br />
<span rel="lightbox"><img alt="Image IPB" class="bbc_img" src="http://i47.tinypic.com/2zi4ih0.jpg" /></span></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-70357173903740854632012-09-16T16:14:00.000-07:002012-09-16T16:14:16.042-07:00triumph street triple<div dir="ltr" style="text-align: left;" trbidi="on"><br />
<br />
<h2>Triumph Street Triple : L'essai complet</h2>Régulièrement, de nouvelles motos viennent secouer l'ordre établi avec une bonne dose de non-conformisme. Dans la catégorie des roadsters sportifs de moyenne cylindrée, on connaissait déjà les quatre cylindres japonais, les bicylindres italiens et... pas grand-chose d'autre ! Désormais, il faudra compter avec Triumph et sa nouvelle Street Triple, car cette moto risque fort de semer une belle pagaille dans les convictions et les certitudes acquises. Directement issue de la sportive Daytona 675, empruntant son esthétique à la Speed Triple, la nouvelle moto anglaise devient l'unique trois cylindres de la catégorie. Certes, son moteur puissant à tous les régimes et doté d'un fort caractère est le principal argument de ce roadster, mais ses qualités ne se limitent pas là. Pour une moto européenne, son prix est relativement abordable, la partie cycle loin d'être en retrait par rapport aux autres et son look, malgré le déjà-vu, loin de donner dans le banal. Ajoutons à cela une finition en net progrès, un équipement cohérent (à défaut d'être riche) et une vraie recherche en matière d'ergonomie et nous obtenons enfin une Triumph parée pour rivaliser sans complexes avec n'importe quel autre roadster. <br />
<img alt="Essai Triumph Street Triple : Elle va faire un malheur !" src="http://www.moto-station.com/ttesimages/motodivers/nouveautes2007/Triumph_Street_Triple_675_ac5pz.jpg" title="Essai Triumph Street Triple : Elle va faire un malheur !" /> <br />
<h3>Un croisement de Daytona et de Speed Triple</h3>La Street représente donc le croisement (heureux) entre deux motos de la marque, la <a href="http://www.moto-station.com/article1699-triumph-675-daytona-triplet-gagnant-.html">Daytona 675</a> et la 1050 Speed Triple. A la première, elle emprunte le moteur et l'ensemble de la partie cycle, à la seconde son look et surtout ses deux optiques. Ainsi, on peut imaginer que tout est plus simple à réaliser... En réalité, c'est comme retaper une vieille baraque et l'adapter à son propre style de vie : cela n'a rien d'évident du tout et le risque de se retrouver face à des surprises n'est jamais à exclure ! Souvenons-nous de certaines motos auxquelles on a juste enlevé un carénage et mis un grand guidon en croyant que le public n'y " verrait que du feu "... " On avait pensé au roadster pratiquement moment où on a mis en chantier la Daytona ", nous dit Simon Warburton, le responsable du projet Street, " mais si nous avons fait des essais un mois seulement après avoir fini la sportive, il a fallu composer avec certains détails qui ont demandé pas mal de temps. Mécaniquement, le plus important aura été le travail sur le haut moteur et l'échappement, esthétiquement le travail de composition, surtout au niveau des passages des durites, câbles et autres fils ". Effectivement, les modifications au niveau du moteur se révèlent importantes (voir chapitre à retenir) et la qualité perçue semble avoir fait un bond en avant. Le moteur de la Street Triple par exemple n'apparaît pas comme une pièce rapportée, comme c'est souvent le cas dans la catégorie. Ainsi, par rapport à celui d'une Speed Triple, il comporte moins d'éléments secondaires visibles. Le pot catalytique par exemple, est bien caché sous le moteur et l'énorme radiateur ne casse pas trop la ligne. Quant au double silencieux à l'arrière, dans le même style que celui de la Speed Triple, il répond paraît-il à une requête de la filiale italienne. Ce n'est pas disgracieux, bien au contraire, mais on aurait préféré un simple trois en un plus discret, histoire de rendre cette moto encore plus fine et légère. <br />
<img alt="Essai Triumph Street Triple : Elle va faire un malheur !" src="http://www.moto-station.com/ttesimages/motodivers/nouveautes2007/Triumph_Street_Triple_675_ac4pz.jpg" title="Essai Triumph Street Triple : Elle va faire un malheur !" /> <br />
<h3>Facile à prendre en mains</h3>Si l'ergonomie se montre parfaite pour une personne de taille moyenne, elle conviendra aussi aux plus grands. Ceux-ci n'auront aucun mal à positionner correctement leurs jambes grâce au dessin du réservoir bien creusé. Par rapport à celui de la Speed Triple, le guidon est ici plus proche du conducteur et les platines repose-pieds ont été placées sur la nouvelle boucle arrière de cadre. Ils sont bien évidemment plus bas que ceux de la Daytona. Au niveau des commandes, pas grand chose à dire, à part un levier d'embrayage qui, contrairement au levier de frein, n'est pas réglable en écartement. Le tableau de bord est repris de la Speed, avec une information supplémentaire : l'affichage du rapport enclenché ! Seule manque la jauge à essence. La selle se situe à la même hauteur que celle de la Honda CB 600 Hornet (800 mm), mais reste bien plus basse que celle de la Kawasaki Z 750 (815 mm). Son étroitesse aide aussi à poser aisément pied à terre. Le seul gros reproche se situe au niveau du rembourrage. Trop peu garnie latéralement, la selle se révèle peu confortable à la longue. L'assise offerte au passager n'est pas trop étroite et les repose-pieds ne sont pas placés trop haut. Il manque toutefois une poignée de maintien, disponible seulement en option (sic). Avec sa taille de guêpe et un poids à vide annoncé à 167 kg, la prise en main de cette Street Triple se révèle évidemment un vrai jeu d'enfant. Elle rivalise même avec la Hornet sur ce point et sait se montrer bien plus facile que la Japonaise lors des premiers tours de roues. Le mérite en revient surtout à un embrayage extrêmement doux à actionner et à un guidon vraiment bien placé et parfaitement dimensionné. A basse vitesse et sur les premiers rapports, la transmission manque nettement de douceur, des petits à-coups sont perceptibles à la coupure et à la remise des gaz. Mais ce phénomène s'estompe à allure soutenue sur les derniers rapports. Autre point aurait du être amélioré par rapport à la Daytona, le rayon de braquage. Il se montre trop important en ville ou lors des demi-tours, et handicapera sans aucun doute les débutants. Enfin, coté moteur, on dispose en revanche d'une souplesse qui facilite grandement l'évolution dans le milieu urbain, tout en disposant d'une allonge généreuse dès les plus bas régimes. Déjà, sous le casque, on ne sait plus très bien s'il faut comparer le trois cylindres Triumph à un quatre cylindres japonais ou à un bicylindre italien... <br />
<img alt="Essai Triumph Street Triple : Elle va faire un malheur !" src="http://www.moto-station.com/ttesimages/motodivers/nouveautes2007/Triumph_Street_Triple_675_ac6pz.jpg" title="Essai Triumph Street Triple : Elle va faire un malheur !" /> <br />
<h3>Plein à tous les étages ! </h3>Les routes montagneuses qui bordent les rives du lac de Garde en Italie, lieu de ce premier contact avec la Street Triple, se caractérisent par leur étroitesse, le bon état du revêtement et l'abondance de lacets. Et ça tombe bien car rares sont les motos capables de tenir tête à la Street Triple dans de telles conditions. En conduite tranquille, on profite surtout d'un couple abondant à tous les régimes qui pardonne bien des choses. On peut même, comme avec un twin de plus grosse cylindrée, rester sur un rapport supérieur et enrouler tout en profitant du paysage. Entre les virages, il suffit alors de tourner la poignée d'accélérateur pour déguster la linéarité et la force des montées en régime. Mais c'est en adoptant une conduite plus appuyée que l'on se fait vraiment plaisir. Bien qu'un peu trop ferme - mais la moto n'affichait que 900 km au compteur - la boîte de vitesses se révèle précise et bien étagée. En sortie de virage, la motricité est excellente et la poussée du moteur réellement efficace. Jouer de l'embrayage pour relancer à la sortie d'une épingle ne sert presque à rien (à part si on s'est trompé de rapport...) car le trois cylindres " c'est plein à tous les étages ", comme dit Daniel, notre confrère suisse ! Il y a bien deux phases dans cette montée en régime, qui se distinguent par une poussée supplémentaire vers 4 500 tr/min puis 6 000 tr/mn. Mais dans l'ensemble, on a bien affaire à une accélération régulière et pas fade du tout. Le bruit qui accompagne cette délivrance est des plus sympathiques, y compris avec les pots d'origine, soit un mélange de grave et d'aiguë qui ne ressemble à rien d'autre dans cette catégorie. Toutefois, pour avoir fait une montée de col avec le silencieux Arrows en forme de cornet proposé en option, je peux vous dire que c'est autre chose ! <br />
<img alt="Essai Triumph Street Triple : Elle va faire un malheur !" src="http://www.moto-station.com/ttesimages/motodivers/nouveautes2007/Triumph_Street_Triple_675_optiques_stpz.jpg" title="Essai Triumph Street Triple : Elle va faire un malheur !" /> <br />
<h3>Du caractère à revendre</h3>Sur routes sinueuses, la Street Triple présenterait une maniabilité tout à fait comparable à celle de la Hornet si son rayon de braquage ne s'avérait pas aussi limité. Coté agilité cette fois dans les enchaînements rapides (deux ou trois virages qui se suivent par exemple), l'avant ne possède pas le même équilibre que celui d'une 600 moderne et a du mal à s'inscrire avec précision. Il faut juste pousser un peu plus le guidon placé à l'intérieur du virage pour faire rentrer la Street exactement là où on veut... et éviter ainsi le sous-virage ! Mais bon, ce n'est qu'un roadster, autrement dit il ne propose pas le même appui qu'une sportive sur l'avant ; et ne dispose pas non plus des suspensions perfectionnées de la Daytona. Comme sur bon nombre de roadsters de cette cylindrée, on a affaire ici à une fourche non réglable et à un amortisseur dont le seul paramètre où l'on puisse intervenir est la précharge du ressort. Les suspensions Kayaba qui équipent la Street Triple assument toutefois correctement leur rôle en matière de confort et de progressivité. La stabilité de la moto, y compris à haute vitesse et sur un revêtement " variable ", ne souffre d'aucun commentaire négatif. Il n'y a que dans les parties assez défoncées, avec petites bosses et cassures, que l'amortisseur arrière manque de progressivité. Pour sa part, la fourche est calibrée relativement souple et a un peu de mal à encaisser les freinages brusques. Sous la pluie, par ailleurs, il faudra mieux éviter d'en arriver au freinage d'urgence. Car de puissance, la Street Triple n'en manque pas non plus sur ce point, malgré des étriers avant avec double piston et des disques de " seulement " 308 mm. Heureusement, le frein arrière est lui plus facilement dosable. <br />
<img alt="Essai Triumph Street Triple : Elle va faire un malheur !" src="http://www.moto-station.com/ttesimages/motodivers/nouveautes2007/Triumph_Street_Triple_675_st2pz.jpg" title="Essai Triumph Street Triple : Elle va faire un malheur !" /> <br />
<h3>Une belle bouffée d'air frais </h3>Indubitablement, cette Triumph apporte une belle bouffée d'air frais dans la très prisée catégorie des roadsters de moyenne cylindrée. Moteur fantastique, partie cycle à la hauteur et look unique sont ses principales qualités. Certes, on aurait peut-être aimé une Street Triple un peu moins Baby Speed au niveau des lignes et peut-être des coloris plus fun. On aurait aussi apprécié un peu plus de confort au niveau de la selle et un rayon de braquage plus cohérent avec la destination aussi citadine de la machine... Mais la Street représente déjà une belle réussite comme elle est. Par rapport à la concurrence, elle est de loin la plus fun à piloter et peut-être même celle qui affiche le plus de caractère. Ajoutez ensuite un prix abordable, une personnalisation possible et une facilité de prise en main idéale et vous comprendrez facilement que cette Triumph n'a pas fini de faire parler d'elle pendant des années. Nous en tout cas, on a beaucoup aimé ! </div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-87269934834274131632012-09-16T16:09:00.001-07:002012-09-16T16:09:42.616-07:00Triumph Speed Triple R<div dir="ltr" style="text-align: left;" trbidi="on"><h3 class="post-title entry-title">Triumph Speed Triple R </h3>It was probably inevitable that at some point Triumph would introduce a higher spec ‘R’ version of its 1,050 cc Speed Triple.<br />
<br />
Now, just over a year since the basic version of the streetfighter was revamped, it’s here.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMLBw8FKSPn_Co0aSiEeXw1mqnW0kELnd7sFb-1LvmgJfPms1Nu9hGsYcdmxiKQafN3dHXEfpieAnJJ0uOBf1SW63iVORkdFZ-nPabThoITR3jHSuEio3FeHW7-0eMcjRf6ri_Ig51ccF9/s1600/Triumph+Speed+Triple+R+%25282012%2529+Side.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Triumph Speed Triple R (2012) Side" border="0" height="262" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMLBw8FKSPn_Co0aSiEeXw1mqnW0kELnd7sFb-1LvmgJfPms1Nu9hGsYcdmxiKQafN3dHXEfpieAnJJ0uOBf1SW63iVORkdFZ-nPabThoITR3jHSuEio3FeHW7-0eMcjRf6ri_Ig51ccF9/s400/Triumph+Speed+Triple+R+%25282012%2529+Side.jpg" title="Triumph Speed Triple R (2012) Side" width="400" /></a></div><br />
The 133 bhp (99 kW / 135PS) three-cylinder engine may be unchanged, but the Speed Triple R gets upgraded Öhlins suspension, lightweight PVM five-spoke forged aluminium wheels and better Brembo brakes, which feature four-piston radial monoblock calipers.<br />
<br />
Distinguishing the ‘R’ are gold-coloured front forks, a red subframe and a choice of Phantom Black or Crystal White paintwork.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRE_gvkA5FtncojWz4t-4dLDl1vn7Jxp9sr6DthyZkFVySl2meF9CVU7E3uC4GGimv_meXfN4fpAMd2dIAcf3TElpI5aRUatWCzlgdZa8p7QSVXh_TtGhJfYxPwLW_Fvl_6JmwuhCfLwOL/s1600/Triumph+Speed+Triple+R+%25282012%2529+Front+Side.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Triumph Speed Triple R (2012) Front Side" border="0" height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRE_gvkA5FtncojWz4t-4dLDl1vn7Jxp9sr6DthyZkFVySl2meF9CVU7E3uC4GGimv_meXfN4fpAMd2dIAcf3TElpI5aRUatWCzlgdZa8p7QSVXh_TtGhJfYxPwLW_Fvl_6JmwuhCfLwOL/s400/Triumph+Speed+Triple+R+%25282012%2529+Front+Side.jpg" title="Triumph Speed Triple R (2012) Front Side" width="400" /></a></div><br />
The 2012 Triumph Speed Triple R will officially be unveiled at next month’s EICMA show in Milan. Prices and on-sale dates are to be confirmed.</div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-65627039803831617402012-09-16T16:04:00.000-07:002012-09-16T16:04:38.055-07:00Xenter 125<div dir="ltr" style="text-align: left;" trbidi="on"><h3 class="post-title entry-title">Yamaha Xenter launched </h3>Yamaha has revealed its new Xenter scooter, which incorporates several big bike features.<br />
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Foremost among these are the large 16” five-spoke wheels. They come shod in bespoke tyres - 100/80 at the front and 120/80 at the rear - that are claimed to give enhanced grip.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0sNel5W6uB4FFY2XPbNcJdszfOdkLaHDlxKVr-FurNPri6Z_0g9HdRRA3_7ni8jEwuE_DBQJakjsNSptLjto0Ji44A2b4LJvnb-5GdGIORcwFauo1qHFDU-OHpLoy2hepGOvXI_6raJMo/s1600/Yamaha+Xenter+125+%25282012%2529+Side+1.jpg" style="margin-left: auto; margin-right: auto;"><img alt="Yamaha Xenter 125 (2012) Side 1" border="0" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0sNel5W6uB4FFY2XPbNcJdszfOdkLaHDlxKVr-FurNPri6Z_0g9HdRRA3_7ni8jEwuE_DBQJakjsNSptLjto0Ji44A2b4LJvnb-5GdGIORcwFauo1qHFDU-OHpLoy2hepGOvXI_6raJMo/s400/Yamaha+Xenter+125+%25282012%2529+Side+1.jpg" title="Yamaha Xenter 125 (2012) Side" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">2012 Yamaha Xenter 125. Scroll down for more images.</td></tr>
</tbody></table><br />
The Xenter also gets monocross rear suspension, as found on the TMAX maxi scooter. Such a set-up is reckoned to offer an improved ride and more precise handling, plus it should make carrying a pillion passenger easier.<br />
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Although the 267 mm front disc and 150 mm rear drum brakes may be fairly modest, Yamaha's Unified Brake System comes fitted as standard. This is designed to balance out the braking pressures being applied to the front and back wheels, so providing more effective stopping power.<br />
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There’s no doubt that the Xenter is an attractive scooter, with twin headlights giving it a purposeful look. The handlebars house an LCD dashboard, while at the rear there’s an integrated luggage carrier and an LED light unit. Weight ready to ride is 142 kg (313 lbs), and the seat height is a low 785 mm (30.9”).<br />
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Two versions of the Xenter will be available, although the only things that differentiate them are the capacity of their fuel-injected, four valve, single cylinder engines and the paintwork options.<br />
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The smaller of the two has 125 cc, and its power and torque outputs are 12.3 bhp (9.2 kW / 12.5 PS) and 11.9 Nm (8.7 lb/ft) respectively. Buyers can choose from Midnight Black, Sky Blue or Avalanche White colour schemes.<br />
<br />
In 155 cc guise, power rises to 15.5 bhp (11.6 kW / 15.7 PS), while peak torque is 14.8 Nm (10.9 lb/ft). This also comes in Midnight Black and Avalanche White, as well as London Grey. The name of that last colour choice seems somewhat ironic, seeing as it looks like only the 125 cc Xenter will be marketed in the UK.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd2b8MiptxhSRpN62Ke9TSxs2bDss703qwfKxhK7F2wgnPHvgk-KnlUw2evSwIesppWbodTEq5mHIXh-1zC29B4a1TYAyY47mq1bTBasOvrQ4p5TSF4IABiqUIfD-8siLmKXdQ2-XMCj0V/s1600/Yamaha+Xenter+125+%25282012%2529+Front+Side+2.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Front Side 2" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd2b8MiptxhSRpN62Ke9TSxs2bDss703qwfKxhK7F2wgnPHvgk-KnlUw2evSwIesppWbodTEq5mHIXh-1zC29B4a1TYAyY47mq1bTBasOvrQ4p5TSF4IABiqUIfD-8siLmKXdQ2-XMCj0V/s200/Yamaha+Xenter+125+%25282012%2529+Front+Side+2.jpg" title="Yamaha Xenter 125 (2012) Front Side" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUjcbBegxOSZYwMGqjw2wyUc2-ifi9KrEu5fO4gyO0NjiW1GorRNGhmGdoL4NF5BiS2yyflnumHqjLqhYYftYVBCSJuQjSdZwolJE8ssOC28UJI8bStcMmnUOJZlH1CJQuIWkr7ti3ie_V/s1600/Yamaha+Xenter+125+%25282012%2529+Rear.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Rear" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUjcbBegxOSZYwMGqjw2wyUc2-ifi9KrEu5fO4gyO0NjiW1GorRNGhmGdoL4NF5BiS2yyflnumHqjLqhYYftYVBCSJuQjSdZwolJE8ssOC28UJI8bStcMmnUOJZlH1CJQuIWkr7ti3ie_V/s200/Yamaha+Xenter+125+%25282012%2529+Rear.jpg" title="Yamaha Xenter 125 (2012) Rear" width="200" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwlC_eHsjJb3QeevEScg7jBY7fvleT0MIEQCkMlpQcsXV1CiopuX_F8G83p4yJSl-h2MA0ynyFNAcosRjHlkSabGWS1DS9DcbtJ1KGA1oMWNuxDghmlrQd03d3ACv0ATDN1Aaj0Ql2gMEd/s1600/Yamaha+Xenter+125+%25282012%2529+Dashboard.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Dashboard" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwlC_eHsjJb3QeevEScg7jBY7fvleT0MIEQCkMlpQcsXV1CiopuX_F8G83p4yJSl-h2MA0ynyFNAcosRjHlkSabGWS1DS9DcbtJ1KGA1oMWNuxDghmlrQd03d3ACv0ATDN1Aaj0Ql2gMEd/s200/Yamaha+Xenter+125+%25282012%2529+Dashboard.jpg" title="Yamaha Xenter 125 (2012) Dashboard" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7lh673FMyet-PnXhXcfoAsyQPYIT7p2NRRf2mQFobZlaRE5h7DN9EbIhbA2POv2b5JieuzK0c2gDcNrsiomxKo774pVU5XyVYBGemPyHlhXn6onmDwmJP5gEZcrpMzfJ_sSBUkuXmgTOM/s1600/Yamaha+Xenter+125+%25282012%2529+Rear+Side.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Rear Side" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7lh673FMyet-PnXhXcfoAsyQPYIT7p2NRRf2mQFobZlaRE5h7DN9EbIhbA2POv2b5JieuzK0c2gDcNrsiomxKo774pVU5XyVYBGemPyHlhXn6onmDwmJP5gEZcrpMzfJ_sSBUkuXmgTOM/s200/Yamaha+Xenter+125+%25282012%2529+Rear+Side.jpg" title="Yamaha Xenter 125 (2012) Rear Side" width="200" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHIPyFbV002vpqUdBM6fu2FWK9e7Q7oo5tJXTZHp0lGW00pW78JH1LsskN9OSeJOCovtPpjR_NLNvI_K0G8Kng3IlhyphenhyphenNLN-3leOnd7yvL27Xwl1iqE8dKVVmbcZf7j2okNbj_-m-CcUCkb/s1600/Yamaha+Xenter+125+%25282012%2529+Side+2.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Side 2" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHIPyFbV002vpqUdBM6fu2FWK9e7Q7oo5tJXTZHp0lGW00pW78JH1LsskN9OSeJOCovtPpjR_NLNvI_K0G8Kng3IlhyphenhyphenNLN-3leOnd7yvL27Xwl1iqE8dKVVmbcZf7j2okNbj_-m-CcUCkb/s200/Yamaha+Xenter+125+%25282012%2529+Side+2.jpg" title="Yamaha Xenter 125 (2012) Side" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuf5w4qDU6kdER96N5ndAnQs_-IagRlKuKF005DZR7xTxNvQUYmgDEdpjRXu68t-pg2-6cEUqk8D8coARGadby1gnBdbuk6U-0Y4C_CyAkxV7tCl7_Msv3fyO63ndFjDeRDIQRoyKVQeck/s1600/Yamaha+Xenter+125+%25282012%2529+Front+Side+1.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Front Side 1" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuf5w4qDU6kdER96N5ndAnQs_-IagRlKuKF005DZR7xTxNvQUYmgDEdpjRXu68t-pg2-6cEUqk8D8coARGadby1gnBdbuk6U-0Y4C_CyAkxV7tCl7_Msv3fyO63ndFjDeRDIQRoyKVQeck/s200/Yamaha+Xenter+125+%25282012%2529+Front+Side+1.jpg" title="Yamaha Xenter 125 (2012) Front Side" width="200" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvY3mtQT7g9Cqs8cc5GbZQA8UCrjr2QpXWznsYvDJXV2OYv6OQZq_nBN8A3gtVuy904uIc0qwvmbnaIUuuMbHcw0AZuTc2pLcwBFjmCPh5asLce_iaJtEFCD-A5dppn9np3HRXNYpj4L8W/s1600/Yamaha+Xenter+125+%25282012%2529+Front.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Front" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvY3mtQT7g9Cqs8cc5GbZQA8UCrjr2QpXWznsYvDJXV2OYv6OQZq_nBN8A3gtVuy904uIc0qwvmbnaIUuuMbHcw0AZuTc2pLcwBFjmCPh5asLce_iaJtEFCD-A5dppn9np3HRXNYpj4L8W/s200/Yamaha+Xenter+125+%25282012%2529+Front.jpg" title="Yamaha Xenter 125 (2012) Front" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQV7GCRBcrdPRAnCiJtT1rrjCj0W7vJVj2lNhgR94EisQA3JFj0rjMuBXkwki2eAHY9GQ2RziGcCyGFVKx8f7Xi68FiUEjhJtvW3ncE35tT_1jddJY2B8-noHPYrEIZo0jgt61UAtdUVme/s1600/Yamaha+Xenter+125+%25282012%2529+Side+3.jpg" style="margin-left: 1em; margin-right: 1em;"><img alt="Yamaha Xenter 125 (2012) Side 3" border="0" height="111" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQV7GCRBcrdPRAnCiJtT1rrjCj0W7vJVj2lNhgR94EisQA3JFj0rjMuBXkwki2eAHY9GQ2RziGcCyGFVKx8f7Xi68FiUEjhJtvW3ncE35tT_1jddJY2B8-noHPYrEIZo0jgt61UAtdUVme/s200/Yamaha+Xenter+125+%25282012%2529+Side+3.jpg" title="Yamaha Xenter 125 (2012) Side" width="200" /></a></div><br />
<b>Related posts:<br />
Vespa S 125 Zaffiro</b></div>cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-43204470212905865762012-09-15T06:16:00.003-07:002012-09-15T06:16:53.627-07:00AEROX <div dir="ltr" style="text-align: left;" trbidi="on">
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<div class="lightbox_label_images">
MARMITTA</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/200_0247_maxi.jpg" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="MARMITTA <a href='/dep/200_0247_maxi.jpg' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
<div align="center" class="col_dx_images">
<div class="lightbox_label_images">
VARIATORE</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/241_683_maxi.jpg" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="VARIATORE <a href='/dep/241_683_maxi.jpg' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
</div>
<div class="row_images">
<div align="center" class="col_sx_images">
<div class="lightbox_label_images">
PULEGGIA</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/244_572_575_maxi.jpg" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="PULEGGIA <a href='/dep/244_572_575_maxi.jpg' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
<div align="center" class="col_sx_images">
<div class="lightbox_label_images">
CAMPANA</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/250_026_maxi.jpg" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="CAMPANA <a href='/dep/250_026_maxi.jpg' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
<div align="center" class="col_dx_images">
<div class="lightbox_label_images">
VARIATORE</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/241_683_maxi.jpg" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="VARIATORE <a href='/dep/241_683_maxi.jpg' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
</div>
<div class="row_images">
<div align="center" class="col_sx_images">
<div class="lightbox_label_images">
RIALZI AMM.</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/173_0023_maxi.JPG" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="RIALZI AMM. <a href='/dep/173_0023_maxi.JPG' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
<div align="center" class="col_sx_images">
<div class="lightbox_label_images">
CARTER</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/170_0305.JPG" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="CARTER <a href='/dep/170_0305.JPG' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
<div align="center" class="col_dx_images">
<div class="lightbox_label_images">
TORSEN WD</div>
<div class="lightbox_images">
<a href="http://www.polini.com/dep/172_0016_maxi.JPG" rel="lightbox[prodotti_554f6f9348632558a2026c609b2a54db]" title="TORSEN WD <a href='/dep/172_0016_maxi.JPG' target='_blank'>Scarica immagine</a>">
</a>
</div>
</div>
</div>
</div>
<div class="spacer">
</div>
</div>
</div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-10127494834583827772012-09-14T16:40:00.000-07:002012-09-14T16:40:24.598-07:00Yamaha YZF 125<div dir="ltr" style="text-align: left;" trbidi="on">
<span class="ChapoArticle">Le premier constructeur moto en France,
leader depuis 1996 sur notre territoire au nez et à la barbe du numéro 1
mondial Honda, présente huit nouveautés au Mondial du deux-roues 2007.
Passé le dorénavant inévitable discours du maître Jean-Claude Olivier
sur "<i>la sécurité et la propreté</i>", le défilé des nouveautés Yamaha
à la presse s’est déroulé ce matin sur le stand 460 du Hall 1 dans une
ambiance très "street ! </span><br />
<span class="ChapoArticle">Hip hop, break dancers (ça existe encore !)
et les inévitables samouraï accompagnant les sportives... Comme chez
Honda ! En tous cas rien de véritablement nouveau pour les lecteurs de
Moto-Net.Com qui savaient déjà à peu près tout sur les nouveautés Yamaha
(lire Moto-Net.Com du 10 septembre 2007). </span><br />
<div align="center">
<span class="ChapoArticle"><img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-tmax-2008.jpg" width="450" /></span></div>
<span class="ChapoArticle"> A
noter la très remarquée nouvelle version du best seller des ventes : le
scooter T-Max 500 ! : Celui-ci se voit doté d’un style plus agressif et
allégé de 5 kg, ce qui est toujours appréciable ! M. Hayakawa, le
vice-président Europe de Yamaha, nous a également promis "<i>un confort accru grâce à une meilleure protection</i>", avec bulle amovible s’il vous plaît ! <br />
Les
freins ont également été améliorés, tout comme le nouveau châssis en
aluminium. Les spécialistes auront également noté la nouvelle roue avant
de 15 pouces en remplacement du 14 pouces précédent. <br />
<div align="center">
<img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-r125-2008.jpg" width="450" /></div>
Toujours
en ville mais côté frime, les amateurs pourront chevaucher l’étonnante
YZF 125 R, réplique 125 des sportives phares de la marque : R6 et R1.
Une concurrente directe pour la CBR 125 de chez Honda, qui dispose en
revanche avec la Repsol d’une version GP Replica. <br />
La nouvelle
petite Yamaha présente d’ailleurs quelques faux airs de CBR 2005 de
face, alors que de derrière elle évoque plutôt une filiation avec la R6
2006. <br />
<div align="center">
<img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-125-ybr-2008.jpg" width="450" /></div>
Et pour les plus calmes, une version YBR 125 custom est proposée, dont le look nous rappelle la légendaire XR. <br />
Côté tout-terrain, outre le XT 660 Ténéré Z Ténéré au prix canon de 6990 euros - déjà amplement présenté ici même, lire Moto-Net.Com du 10 septembre 2007)-,
la marque aux diapasons présente la nouvelle enduro WR 250 en versions R
enduro et, innovation, la version X pour Supermotard ! <br />
<div align="center">
<img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-250-WR-2008.jpg" width="450" /></div>
<div align="center">
<img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-250WR-supermot-2008.jpg" width="450" /></div>
Enfin,
séquence nostalgie chez Yamaha cette année avec la présentation du
concept bike V-Max, au look plutôt spectaculaire : énorme radiateur à
huile, double sortie d’échappements, énorme pneu arrière BT 028 de 200
mm, le V-Max ne fait pas dans la dentelle ! <br />
<div align="center">
<img alt="Mondial du deux-roues 2007 : Yamaha des villes et Yamaha des champs !" height="300" src="http://www.moto-net.com/images/nouveautes-2008/nouveautes-yamaha-2008/yamaha-vmax-2008.jpg" width="450" /></div>
</span><br />
<span class="ChapoArticle">Côté
freinage, le nouveau V-Max est doté de magnifiques disques pétales à
l’avant et à l’arrière avec six pistons radiaux. Enfin, la transmission
par cardan fait de cet engin une moto plus propre avec un entretien
moindre. </span></div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-81791002968962038302012-09-14T16:38:00.001-07:002012-09-14T16:38:21.624-07:00yamaha<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="color: red;"><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=98936875937670976076.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/98936875937670976076.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=37656082365736850941.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/37656082365736850941.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=62324670225288160990.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/62324670225288160990.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=39993011318180936541.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/39993011318180936541.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br />
صور <a href="http://forum.arabia4serv.com/t53393.html" title="موتوسيكل">موتوسيكل</a> <a href="http://forum.arabia4serv.com/t53393.html" title="ياماها">ياماها</a> <a href="http://forum.arabia4serv.com/t53393.html" title="2008">2008</a> <a href="http://forum.arabia4serv.com/t53393.html" title="Yamaha">Yamaha</a> <a href="http://forum.arabia4serv.com/t53393.html" title="125">125</a> Z<br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=05383580331718986430.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/05383580331718986430.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=89502413873950780347.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/89502413873950780347.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=99109399266922843369.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/99109399266922843369.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=73125658652892359361.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/73125658652892359361.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br />
صور <a href="http://forum.arabia4serv.com/t53393.html" title="موتوسيكل">موتوسيكل</a> <a href="http://forum.arabia4serv.com/t53393.html" title="ياماها">ياماها</a> <a href="http://forum.arabia4serv.com/t53393.html" title="2008">2008</a> <a href="http://forum.arabia4serv.com/t53393.html" title="Yamaha">Yamaha</a> <a href="http://forum.arabia4serv.com/t53393.html" title="125">125</a> Z<br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=84746909492054969106.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/84746909492054969106.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=81767653054800146940.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/81767653054800146940.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a><br /> <br /> <a href="http://upload.arabia4serv.com/viewer.php?file=43681332525563421949.jpg" rel="nofollow" target="_blank"><img alt="صور موتوسيكل ياماها 2008 Yamaha 125" border="0" src="http://upload.arabia4serv.com/images/43681332525563421949.jpg" title="صور موتوسيكل ياماها 2008 Yamaha 125" /></a></span><br /><br />المواضيع المتشابهه:<br />
<ul style="margin-left: 20px; padding: 0;">
<li> اصدار خاص من ياماها ار 15 - Yamaha R15 Special Edition</li>
<li> ياماها R1 2009 - 2009 Yamaha R1</li>
<li> صور موتوسيكل هوندا 2008 Honda CB 400</li>
<li> صور موتوسيكل دوكاتى 2008 Ducati Desmosedici D16RR</li>
<li> صور موتوسيكل ديربي 2008 Derbi Senda X SM 50</li>
<li> صور موتوسيكل بيجو 2008 Peugeot Speedfight2 50</li>
<li> صور موتوسيكل كية تى ام 2008 ktm 125 exc</li>
<li> صور موتوسيكل كى واى 2008 Keeway Focus 50</li>
<li> صور موتوسيكل ياماها 2007 Yamaha 125 Z</li>
</ul>
<div style="background-color: white; border: medium none; color: black; overflow: hidden; text-align: left; text-decoration: none;">
<br />المصدر : صور موتوسيكل ياماها 2008 Yamaha 125 Z http://forum.arabia4serv.com/t53393.html#ixzz26UDNNzI3</div>
</div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-77441066373004717192012-09-14T16:35:00.001-07:002012-09-14T16:35:03.844-07:00yamaha YZF-R125<div dir="ltr" style="text-align: left;" trbidi="on">
<h2>
YZF-R125</h2>
<div id="overview_section" style="display: block; width: 100%;">
<div id="overview_photos" style="display: block; float: right; width: 250;">
<a class="imagefield imagefield-lightbox2 imagefield-lightbox2-product_overview imagefield-field_product_overview_photos imagecache imagecache-field_product_overview_photos imagecache-product_overview imagecache-field_product_overview_photos-product_overview lightbox-processed" href="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/lightbox/yamaha_64544_2009_yzf-r125_vpbc3_eur_stu_0003.jpg" rel="lightbox[field_product_overview_photos][YZF-R125]"><img alt="YZF-R125" height="200" src="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/product_overview/yamaha_64544_2009_yzf-r125_vpbc3_eur_stu_0003.jpg" title="" width="250" /></a><br /><a class="imagefield imagefield-lightbox2 imagefield-lightbox2-product_overview imagefield-field_product_overview_photos imagecache imagecache-field_product_overview_photos imagecache-product_overview imagecache-field_product_overview_photos-product_overview lightbox-processed" href="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/lightbox/yamaha_64544_2009_yzf-r125_vyr1_eur_stu_0004.jpg" rel="lightbox[field_product_overview_photos][YZF-R125]"><img alt="YZF-R125" height="200" src="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/product_overview/yamaha_64544_2009_yzf-r125_vyr1_eur_stu_0004.jpg" title="" width="250" /></a></div>
<div class="content_heading">
Inspired by genius</div>
Ever heard the expression ‘Small is beautiful’? It could have been
created for the all new YZF-R125, the exciting new member of the
R-series family and the most advanced 125 production supersport machine
that Yamaha has ever built.<br />
This radical, high-revving, fuel-injected 125 is the work of the same
engineers who created our legendary YZF-R1 and YZF-R6 supersport bikes.
And, as you’d expect, the YZF-R125 is packed with advanced MotoGP
technology as well as a whole range of R-series type engine and chassis
features. Its liquid-cooled, 4-stroke, 4-valve, single cylinder, SOHC
engine is tuned to deliver free-revving performance right through to
maximum power at 9000rpm – and for instant response and efficient
operation this remarkable 6-speed 125 is equipped with a compact fuel
injection system.<br />
The race-inspired chassis features a Deltabox frame and aluminium
swinging arm for outstanding handling performance, and lightweight
5-spoke wheels help to minimise unsprung weight to give impressive road
holding. A large diameter 292mm front disc with a 230mm diameter rear
disc make for effective stopping power, and the aggressive R-series
bodywork lets everybody know exactly where this bike is coming from.<br />
The YZF-R125 is targeted at the discerning buyer who demands
best-in-class engine and handling performance as well as winning
R-series style. In the engine department, the new R125 benefits from a
4-valve cylinder head that delivers high levels of intake and exhaust
efficiency for ultra-responsive performance.<br />
For instant throttle response, this new high-tech 125 features a
compact fuel injection system fed by a large-capacity airbox which,
combined with the two inlet valves, delivers optimum intake efficiency
together with excellent throttle response across the rev range.<br />
Featuring bore and stroke dimensions of 52mm x 58.6mm, the compact
short-stroke engine has a free-revving character that delivers strong
acceleration. This short stroke layout – combined with the
performance-boosting qualities of the 4-valve head, fuel injection
system and free-flowing exhaust – gives the R125 the strongest overall
performance in the 125 4-stroke class.<br />
Performance is also enhanced by the fitment of a free-flowing
largecapacity R6-style mid-ship muffler, whose location helps to
centralise mass for neutral handling performance. The exhaust system
accommodates dual catalysers, as well as an air induction system which
introduces air into the exhaust to enable more complete combustion of
any unburnt gases, and in doing so it helps to reduce emissions to even
lower levels.<br />
To optimise the class-leading performance characteristics of its
all-new high-tech 125cc liquid-cooled engine, the R125 is equipped with a
6-speed transmission which keeps the engine on the boil and ensures a
competitive top speed.<br />
</div>
<fieldset class="collapsible collapsed" id="features">
<legend class="collapse collapse-processed">Features</legend></fieldset>
<fieldset class="collapsible" id="colours">
<legend class="collapse collapse-processed">Colours</legend><div class="fieldset-wrapper">
<div class="fieldset-wrapper">
<div id="product_colours_group">
<div id="product_colour_tile">
<div id="product_colour_photo" style="display: block;">
<a class="lightbox lightbox-processed" href="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/lightbox/2009-YZF-R125-static-04_tcm26-271858.jpg" rel="lightbox[colour_options][]" title="Yamaha YZF-R125 in Sunset Red"><img src="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/product_colour/2009-YZF-R125-static-04_tcm26-271858.jpg" /></a></div>
<div id="product_colour_label">
<div id="product_colour_name">
Sunset Red</div>
</div>
</div>
<div id="product_colour_tile">
<div id="product_colour_photo" style="display: block;">
<a class="lightbox lightbox-processed" href="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/lightbox/2009-YZF-R125-static-06_tcm26-271774.jpg" rel="lightbox[colour_options][]" title="Yamaha YZF-R125 in Burning Blue"><img src="http://www.yamaha-motor.com.au/sites/yamaha-motor/files/imagecache/product_colour/2009-YZF-R125-static-06_tcm26-271774.jpg" /></a></div>
<div id="product_colour_label">
<div id="product_colour_name">
Burning Blue</div>
</div>
</div>
</div>
</div>
</div>
</fieldset>
</div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-34452691780785600502012-09-14T16:32:00.001-07:002012-09-14T16:32:58.561-07:00yamaha 125<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<br />
<hr />
<h3>
Piaggio 125 X8 Premium</h3>
<h4>
Notre classement : 4ème</h4>
<br />
<h3>
Qui peut le plus...</h3>
<div class="spip twUnmatched" id="TWP34">
Le succès durable du X8 tient
autant à ses qualités mécaniques qu’esthétiques. Pratique, bien pensé et
complet en terme d’équipement, il dégage également un charme visuel
certain, lié à une ligne sobre délicatement relevée par des touches
chromées. Il plaît ainsi particulièrement à une clientèle mûre,
privilégiant la simplicité. Avec son petit vide poche et sa clef à
télécommande ouvrant le coffre et la selle, il est l’un des scooters qui
facilitent le plus la vie à bord et l’accès aux rangements, suivi de
près par le Satelis.</div>
<div class="spip" id="TWP35">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Piaggio_125_X8_acpz.jpg" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" /></div>
<div class="spip twUnmatched" id="TWP36">
Niveau motorisation, le Piaggio
125 X8 joue la carte de la puissance et de linéarité, rendant sa prise
en mains et les trajets en duo aisés. Moins vif qu’un X-Max ou un
Burgman au démarrage, moins nerveux qu’un Satelis en reprise, il est en
revanche plus globalement véloce qu’eux. Ainsi, il s’impose dans
l’exercice du trajet à deux et du 0 à 100 km/h.<br />
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Piaggio_125_X8_details_stpz.jpg" style="float: right; margin: 0 0 2px 5px;" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" />Équilibré
et facile, il garantit un niveau de confort élevé grâce à son
amortissement souple (du moins au niveau fourche) et à sa large selle.
On regrette juste de ne pas retrouver chez lui un revêtement de plancher
aussi confortable que celui du Satelis et autant d’attention portée à
la position de conduite. En effet, comme sur le Burgman, on ne peut à
son bord allonger totalement les jambes. La position assise favorise par
conséquent une conduite "au bassin".</div>
<div class="spip twUnmatched" id="TWP37">
Avec plus de 120 km/h compteur et
un bonne aptitude au voyage, le Piaggio 125 X8 souffre juste d’une
tendance à élargir la trajectoire en courbe rapide et d’une sensibilité
prononcée aux reliefs de la route. A cela s’ajoute un manque de
protection de la bulle pour les vitesses supérieures à 90 km/h. Il
accuse également le coup niveau instrumentation, simplette et sans
affichage digital, en regard de ce que l’on trouve sur la production
actuelle dans ce niveau de gamme. Même le Burgman, pourtant encore très
sobre à ce niveau-là, fait mieux.</div>
<h4>
Piaggio X8 : Notre avis</h4>
<div class="spip twMatched" id="TWP38">
<strong>Proposé pour 2007 à 3 699 €, le Piaggio X8 125 Premium
est un bon rouleur et un excellent citadin qui offre une prestation
luxueuse et des performances élevées. Ses lacunes restent malgré tout un
handicap certain à ce tarif, nettement supérieur à celui du nouveau
Burgman.</strong></div>
<div class="plusmoins">
<table>
<thead>
<tr>
<td></td>
<td></td>
</tr>
</thead>
<tbody>
<tr>
<td>
<ul>
<li>duo</li>
<li>neutralité</li>
<li>rangements</li>
</ul>
</td>
<td>
<ul>
<li>sensibilité du train avant</li>
<li>protection</li>
<li>position typée</li>
</ul>
</td>
</tr>
</tbody>
</table>
</div>
<br />
<strong>A lire aussi : </strong>Notre essai du Piaggio 125 X8
<hr />
<h3>
Peugeot 125 Satelis</h3>
<h4>
Notre classement : 3ème</h4>
<br />
<h4>
Le Gaulois !</h4>
<div class="spip twUnmatched" id="TWP39">
Apte à séduire une large
clientèle, le Satelis est une bonne synthèse du X-Max et du X8. Au
premier il reprend une bonne dose de caractère et un côté sportif, au
second il emprunte sa touche esthétique revue et corrigée, et un long
coffre à haillon arrière. Les plus du Peugeot : une instrumentation de
bord futuriste et complète, une position de conduite détendue et un
moteur de caractère au son et au comportement sportif, sans oublier un
éclairage digne de Versailles !</div>
<div class="spip" id="TWP40">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Peugeot_125_Satelis_ac1pz.jpg" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" /></div>
<div class="spip twUnmatched" id="TWP41">
La formule est efficace. Le temps
de monter dans les tours et l’injection donne la marche à suivre : il
prend vite du poil de la bête et s’élance avec vigueur à partir de 30
km/h. Passés les 70 km/h, un regain de puissance permet même de coller
aux baskets du X8 et de dépasser le Burgman 20 km/h plus tard, sans pour
autant atteindre le niveau de vitesse du X-Max, en solo du moins. Il
s’en tire également bien en duo grâce à son moteur vaillant, sans
pourtant rivaliser avec le X8, notamment en vitesse de pointe. Seul
soucis : le passager n’est pas des plus à l’aise à bord, faute de place
pour les pieds et d’une bonne prise en main des poignées.</div>
<div class="spip twMatched" id="TWP42">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Peugeot_125_Satelis_details_stpz.jpg" style="float: right; margin: 0 0 2px 5px;" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" />Le
Satelis est bien placé en terme de compromis confort/comportement, avec
un amortissement optimal, une selle bien taillée, y compris pour les
petites jambes et plusieurs positions de conduite, sans parler de
l’excellente protection de la bulle haute. Les plus petits gabarits se
retourneront pourtant plus facilement et plus naturellement vers le
Burgman, encore plus bas et à l’ergonomie générale plus adapatée.
<br />
Restent une finition perfectible, avec des rétroviseurs
high tech efficaces mais baladeurs, et un plastique ni valorisant ni
agréable à manipuler utilisé pour le petit vide poche central, pourtant
bien astucieux. Les petites mains allant avec les petites jambes
regretteront également des leviers à l’écartement non réglable.</div>
<h4>
Peugeot 125 Satelis : Notre avis</h4>
<div class="spip twUnmatched" id="TWP43">
<strong>
Affiché à 3 799 €, le Satelis représente une bonne affaire pour allier
luxe et sportivité. Bon esprit. La version toutes options atteint 4 299 €
et s’agrémente de nouveaux aspects pratiques, dont l’antivol
spécifique.
</strong></div>
<div class="plusmoins">
<table>
<thead>
<tr>
<td></td>
<td></td>
</tr>
</thead>
<tbody>
<tr>
<td>
<ul>
<li>polyvalence</li>
<li>motorisation</li>
<li>optiques</li>
</ul>
</td>
<td>
<ul>
<li>train avant flottant</li>
<li>rétroviseurs</li>
<li>creux au démarrage*</li>
</ul>
</td>
</tr>
</tbody>
</table>
</div>
<div class="spip twUnmatched" id="TWP44">
*Note : suite à une campagne de
rappel, la courroie de transmission peut être changée. Le Satelis prend
alors plus de tours et gomme un peu de sa latence au démarrage. Il perd
en revanche un peu de vitesse de pointe. A vous de voir ce que vous
préférez.</div>
<div class="spip twUnmatched" id="TWP45">
<strong>A lire aussi : </strong>Notre essai du Peugeot 125 Satelis</div>
<hr />
<h3>
Yamaha 125 X-Max</h3>
<h4>
Notre classement : 2ème</h4>
<br />
<h3>
Sport en stock</h3>
<div class="spip" id="TWP46">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Yamaha_125_X-Max_acpz.jpg" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" /></div>
<div class="spip twUnmatched" id="TWP47">
Un scooter compact, avec une
position de conduite unique et ramassée, un guidon relevé et surtout un
moteur 125 avec des prétentions sportives, il fallait oser. Yamaha l’a
fait !
Grand et costaud, c’est ce qui résume le mieux l’aspect du X-Max 125. Du
moins tant que l’on est en solo. Accélérations immédiates et vives,
petit pic de caractère à 30 km/h et bonne montée en vitesse jusqu’à 85
km/h sont ses atouts. Sur un départ au feu, il est même devant, au coude
à coude avec le Burgman, jusqu’à ce que X8 et Satelis le dépassent...
Il fléchit aux alentours de 70 km/h et le Suzuki en profite également
pour prendre quelques mètres. Dès qu’il s’agit de duo, on ressent un
manque de puissance et de couple en comparaison du Satelis, mais surtout
du X8 et du Burgman. Adieu les 110/130 km/h compteur obtenus seul et
bonjour les 80/90 km/h...</div>
<div class="spip twUnmatched" id="TWP48">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Yamaha_125_X-Max_details_stpz.jpg" style="float: right; margin: 0 0 2px 5px;" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" />Qu’à
cela ne tienne ! Avec son gabarit réduit, sa bonne protection et sa
partie cycle très rigoureuse et particulièrement intuitive, le X-Max est
avec le Burgman celui qui concilie le mieux conduite rapide/sportive
sur route et faufilage/insertion typiquement urbains... même en duo. Bon
cadre, bons freins, doté d’un espace passager agréable, repose-pieds
inclus, il est simple et complet, rapide et efficace. Il s’engouffre là
où les autres ralentissent, excepté le Burgman. Reste à composer au
quotidien avec un amortissement ferme et une fourche qui claque, une
protection moindre par rapport à la conccurence et des rétroviseurs qui
vibrent. On se consolera aisément avec la plus faible consommation de ce
comparatif.</div>
<h4>
Yamaha 125 X-Max : Notre avis</h4>
<div class="spip twUnmatched" id="TWP49">
<strong>
Pour 3 990 €, le X-Max embarque le coffre le plus imposant vu jusqu’à
présent dans la catégorie, mais pas celui de plus grande contenance. Il
plaît aux plus jeunes conducteurs et propose une alternative "grandes
roues" plus haute à un nouveau venu qui vient chasser sur ses terres :
le Burgman 125.
</strong></div>
<div class="plusmoins">
<table>
<thead>
<tr>
<td></td>
<td></td>
</tr>
</thead>
<tbody>
<tr>
<td>
<ul>
<li>vitesse de pointe</li>
<li>accueil passager</li>
<li>consommation</li>
</ul>
</td>
<td>
<ul>
<li>performances en duo</li>
<li>protection des jambes</li>
<li>une seule position conducteur</li>
</ul>
</td>
</tr>
</tbody>
</table>
</div>
<br />
<strong>A lire aussi : </strong>Notre essai du Yamaha 125 X-Max
<hr />
<h3>
Suzuki UH 125 Burgman</h3>
<h4>
Notre classement : 1er !</h4>
<br />
<h4>
Petit mais costaud</h4>
<div class="spip twUnmatched" id="TWP50">
Si vous faites partie de ceux
pour qui la taille importe moins que la façon de s’en servir, ce scooter
est fait pour vous. Suzuki réunit dans un petit gabarit de citadin
(avec quelques rondeurs bien placées cependant) : une motorisation Euro3
vive et performante, une partie cycle courte et rigoureuse et un coffre
à la forme étrange, mais pratique.</div>
<div class="spip twUnmatched" id="TWP51">
Râblé, le Burgman est court sur
pattes et sa ligne parait "basse de l’arrière". En comparaison, les X8
et Satelis semblent plus logeables avec leurs coffres prononcés, et le
X-Max plus accueillant, ce qui n’est pourtant pas le cas. L’assise ample
et moelleuse du Burgman est aussi la plus basse de ce comparatif. En
revanche, l’espace et la position de conduite, très similaires à ce que
l’on retrouve sur le X8 tout en étant plus naturels, sont aussi bien
faits pour les petites que pour les grandes jambes. Si ces dernières ne
peuvent pas s’allonger autant que sur le Satelis, la plus fine colonne
centrale et le plus large plancher du comparatif permettent d’être à
l’aise, sans écarter les genoux. Le Burgman se met donc à la portée des
moins d’un mètre soixante. Ils peuvent poser le pied à plat sur le sol.
Son poids contenu et sa bonne manoeuvrabilité sont un plus.</div>
<div class="spip" id="TWP52">
<img alt="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" src="http://www.scooter-station.com/ttesimages/scooters/comparo/Suzuki_125_Burgman_07_acpz.jpg" title="Comparo 125 Piaggio X8, Peugeot Satelis, Yamaha X-Max et Suzuki Burgman 2007" /></div>
<div class="spip twUnmatched" id="TWP53">
Injecté, doux, énergique et avec
une bonne dose de répondant, le moteur du Burgman reprend juste son
souffle entre 50 et 70 km/h pour atteindre ses 115 km/h compteur de
croisière (duo compris). Et si sa véhémence se voit bridée à 130 km/h,
c’est pour mieux préserver la mécanique.</div>
</div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-31563838760939889232012-09-12T16:42:00.000-07:002012-09-12T16:42:13.308-07:00 Yamaha <div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: left;">
<strong>DOPPLER / TUN’R</strong></div>
<div style="clear: both;">
<strong><a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/dopper_booster.jpg"><img alt="" class="alignleft size-medium wp-image-2395" height="237" src="http://www.petrolmag.net/wp-content/media/2009/11/dopper_booster-158x237.jpg" title="Doppler / BCD Booster" width="158" /></a>BOOSTER-DRAG RX:</strong>
Sporting more tuning and styling components than you can shake a stick
at, Doppler in collaboration with BCD went the whole hog and transformed
what was a humble MBK Booster into a work of art – this machine looks
it’d be more at home in the Guggenheim museum than on a drag strip. That
said, the engine appears built for speed and the lengthening and
lowering suggests this scooter is designed for sprinting. Bolted on to a
painted NRG Extreme crankcase is a polished Doppler S7R 70cc cylinder
kit, Doppler crank, Doppler S3R inlet, Dell’Orto VHSH 30mm carb, Doppler
white internal rotor system. Transmission has been beefed up with a
Malossi Over Range variator, Doppler clutch, Malossi wing clutch bell.
Doppler S3R chrome exhaust plus Doppler Evolution white silencer. And
there’s more… Polished and painted MBK Nitro rims utilising Kiesler’s
Piaggio/MBK rear wheel adaptor + Kiesler rear brake disc (Doppler 230mm
front brake disc at the front). Painted Doppler forks, Doppler white
racing handlebar and stem (polished) + prototype Doppler white/black
grips, Tommaselli quick action throttle. Kiesler fuel tank, transparent
cooling hoses, Tun’R twin headlights, BCD Limited Edition bodywork kit
RX / Evolution. All very trick indeed.</div>
<div style="text-align: left;">
<strong><a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/doppler_aerox.jpg"><img alt="" class="alignleft size-medium wp-image-2404" height="237" src="http://www.petrolmag.net/wp-content/media/2009/11/doppler_aerox-158x237.jpg" title="BLACK & WHITE AEROX" width="158" /></a>BLACK & WHITE AEROX: </strong>In
keeping with Doppler’s apparent mono theme is their ‘Black & White’
Yamaha Aerox which again showcases a whole host of Doppler and Tun’R
goodies. Instantly recognisable are the forks, the Doppler white shock
absorber and the S3R Evolution exhaust which has been varnised and
fitted with a black silencer. The bodywork is predominantly Tun’R stuff,
in fact it all is including the front mudguard and transparent black
Lexus style brake light. The funky mirror, brake levers and alloy white
kick starter are again made by Tun’R. The handlebar and stem are both
from Doppler.</div>
<div style="text-align: left;">
<strong>GARELLI</strong></div>
Italian brand Garelli presented the XO E hybrid scooter which
features a more environmentally friendly electric/hybrid engine that
could potentially be equipped to other scooters in the Garelli range.
The display model showed electrical components hidden away under the
footboards which means there’s still some storage space under the seat.
The XO E hybrid features a Brushless DC motor (BLDC) fitted in the
original crankshaft casing with a modified crankcase / drive pulley, and
Lithium-Ion Polymer (Li-poly) batteries (which apparently lasts four
hours) located under the foot boards behind the front leg shield.
Garelli’s solution to the short battery range is a mini petrol-powered
generator which can extend journey time by a further 58 miles before
refuelling. While the use of fossil fuel kind of defeats the point of
this being an eco-friendly scooter it’s certainly better than being left
stranded without any power.<br />
<div style="clear: both;">
<a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/gilera_trofeo_gp800.jpg"><img alt="" class="size-medium wp-image-2593 alignleft" height="105" src="http://www.petrolmag.net/wp-content/media/2009/11/gilera_trofeo_gp800-158x105.jpg" title="Gilera Trofeo GP800" width="158" /></a><strong>GILERA</strong></div>
If maxi-scooters and tuned four-strokes are your thing, then Gilera’s
Trofeo 839cc GP800 should be of interest… Spec as follows: Ported
engine, larger intake/exhaust valves and a larger throttle body.
Improved air flow, K&N air filter. Rapid Bike II remapped ECU.
Transmission mods include a lightened and tuned variator, lightened and
tuned clutch, lightened drum clutch, D.I.D ERV3 520 size final drive
chain, a 49-tooth ergal rear sprocket and an OEM front sprocket modified
to 520 size. The exhaust system is made from steel and carbon and dyno
tuned and flowed by FF FRESCO. To match the performance of the bike, the
handling of the GP800 has been improved with an adjustable front fork
made by Alex Racing Suspension and an adjustable MUPO rear shocker again
by Alex Racing. Stopping power has been improved with PT evo II
oversize master cylinders front and rear and sintered brake pads.
Finally, the seat has been modified for racing and is the work of
Gabriele Musco. We’d love to see the bike in action.<br />
<a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/lambretta_pato.jpg"><img alt="" class="alignleft size-medium wp-image-2596" height="105" src="http://www.petrolmag.net/wp-content/media/2009/11/lambretta_pato-158x105.jpg" title="Lambretta Pato 125N" width="158" /></a><strong>LAMBRETTA</strong><br />
The Lambretta Pato 125N mock-up that was on display at EICMA looked
more retro than other so-called ‘retro’ scooters out there on the
streets. This new Pato is apparently due to arrive on the Italian market
by May 2010. If Motom hadn’t won the legal battle which allowed them to
put a Lambretta badge on the Pato then I wonder if we’d show as much
interest in this scooter? Well we think it looks pretty sleek even
though the mock-up may appear to be nothing more than a Chinese
engine/frame with plastic bodywork.<br />
<img alt="" class="aligncenter size-full wp-image-2604" height="319" src="http://www.petrolmag.net/wp-content/media/2009/11/peugeot_hybrid3.jpg" title="Peugeot Hybrid3" width="479" /><br />
<a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/peugeot_evivacity.jpg"><img alt="" class="alignleft size-medium wp-image-2602" height="237" src="http://www.petrolmag.net/wp-content/media/2009/11/peugeot_evivacity-158x237.jpg" title="Peugeot e-Vivacity" width="158" /></a><strong>PEUGEOT</strong><br />
Piaggio may have a contender on their hands with Peugeot’s electric
three-wheeled concept ‘Hybrid3 Evolution’, “evolution” seemingly being
the latest buzz word in the scooter scene. It’s a 300cc machine
utilising what appears to be Peugeot’s existing supercharger. Zero
emissions too. The model (and the machine) certainly seemed to get a lot
of interest at the show. Also on display at the Peugeot stand was the
e-Vivacity concept scooter, another ‘greener’ scooter equipped with
Lithium-Ion batteries.<br />
<strong>PIAGGIO</strong><br />
Piaggio presented a gas-electric concept scooter at EICMA – the ‘USB’
(Urban Sport Bike). Designed by Marco Lambri at Piaggio’s Pontedera
Style Centre, the USB has a distinct futuristic look about it with its
flowing lines and Persil white cleanness. But like many concept bikes,
you just know the machine won’t ever hit the streets, however the design
ideas and the styling may eventually filter down into production
models. As it turns out the technology inside the USB has already been
incorporated by Piaggio in the MP3 Hybrid which was also on display at
EICMA. The USB runs on a gas-electric hybrid system which utilises
lithium polymer batteries to power an electric motor attached to the
rear wheel. The electric power is mated with an internal combustion
engine. Surprisingly the USB’s gas engine is a direct-injection
two-stroke as opposed to the MP3 Hybrid’s four-stroke engine.
Performance claims aren’t much to shout about with a top speed of 62mph.
Eco-friendliness and fuel economy are the main selling points for the
machine, Piaggio claim you can get 155mpg out of the bike and running on
battery power alone the USB can be ridden at an average speed of 37mph
for 31 miles.<br />
<div class="wp-caption aligncenter" id="attachment_811" style="width: 489px;">
<img alt="" class="size-full wp-image-811" height="319" src="http://www.petrolmag.net/wp-content/media/2010/01/eicma_2009_piaggio_usb.jpg" width="479" /></div>
<a class="cboxElement" href="http://www.petrolmag.net/wp-content/media/2009/11/polini_94cc_sprinter.jpg"><img alt="" class="alignleft size-medium wp-image-2607" height="105" src="http://www.petrolmag.net/wp-content/media/2009/11/polini_94cc_sprinter-158x105.jpg" title="Polini 94cc sprinter" width="158" /></a><strong>POLINI</strong><br />
Polini displayed their latest ‘evolutionary’ exhaust to complement
their new 94cc Big Evolution cylinder kit evidence of which could be
seen fitted to the Team Zocchi sprinter they had on display at the show.
Our friends at Polini tell us that the new Big Evolution setup is
capable of a massive 33bhp, that’s three more than the Malossi rival.
Speed capabilities weren’t available even with reference to the
sprinter, but everyone was smiling so we think there might be more
surprises to come. Big Evolution products will be available from July
2010 we’re told, we think it’ll be worth it.<br />
<img alt="" class="aligncenter size-full wp-image-2626" height="310" src="http://www.petrolmag.net/wp-content/media/2009/11/polini_94cc_kit.jpg" title="Polini 94cc cylinder kit" width="479" /><br />
<strong>VESPA</strong><br />
For lovers of traditional scooters the most notable scooter on
display from Vespa at EICMA 2009 was the GTS 300 SuperSport.
Fashionistas will be interested to know that a 300cc Vespa GTV “Via
Montenapoleone” version is due in 2010. This version is named after the
street in Milan made famous for its fashion boutiques. Distinguishing
features on this model apart from the Via Montenapoleone badge are the
five-spoke wheels which have been chrome-plated, ‘naked’ handlebars,
two-seater saddle and the headlight on the front mudguard.<br />
<img alt="" class="aligncenter size-full wp-image-2625" height="319" src="http://www.petrolmag.net/wp-content/media/2009/11/vespa_gtv_300ie.jpg" title="Vespa GTV 300ie" width="479" /><br />
<strong>Words, Photos & Video:</strong> Paul Robinson<br />
<span class="bg_top pngfix"></span>
<span class="bg_bottom"></span></div>
cafeaeroxhttp://www.blogger.com/profile/06771476555565385284noreply@blogger.com0tag:blogger.com,1999:blog-3511673809598362477.post-86844248278077936542012-09-12T16:37:00.001-07:002012-09-12T16:37:47.948-07:00aerox<div dir="ltr" style="text-align: left;" trbidi="on">
<br /> - Peinture nacrée rouge de feu et blanc glacier réaliser par A.Tholl carrosserie
<br /> - Face avant scooter Deluxe avec double optique BCD mastiqué
<br /> - Tablier avant STR8 avec prisse d'air d'espace mastiquée
<br /> - Sabot STR8 ajouré et retaillé
<br /> - Tablier intérieur ajouré
<br /> - Capot moteur STR8
<br /> - Coque arrière Kiesler
<br /> - Dosseret Kiesler Evo2
<br /> - Passage de roue MTKT
<br /> - Garde boue avant de Rocket
<br /> - Lèche roue arrière sur base de garde boue de Rocket
<br /> - Selle blanche TNT
<br /> - Carter de transmission Nardo polies
<br /> - Carter d'allumage STR8 polies
<br /> - Balancier Stage6
<br /> - Jante avant, arrière polies
<br /> - Fourche Stage6 rouge
<br /> - Etrier 4 pistons Stage6 r/t
<br /> - Disque avant Over Side 280mm Stage6
<br /> - Disque arrière Stage6
<br /> - Amortisseur RS24
<br /> - Levier de freins STR8
<br /> - Capot de maitre cylindre SSP carbone
<br /> - Guidons potence CRXx
<br /> - Poignées Malossi
<br /> - Starter Stage6
<br /> - Compte-tour Conti
<br /> - Tirage rapide Tomasseli
<br /> - Durite de freins Avia Doppler
<br /> - Béquille latérale TNT chromée
<br /> - Trappe à essence STR8 rouge<br />
<table style="width: 100%px;">
<tbody>
<tr>
</tr>
</tbody></table>
<div class="albumPhoto">
<a class="highslide" href="http://www.scootcustom.com/upload/photos/13776-yam-aerox-most-wanted.jpg">
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<span class="sinb11h"><img alt="" border="0" height="300" src="http://www.yamaha-rodic.com/images/motori/images-scooter/images-50ccskuteri/Aerox_Race_Replica/2008-Aerox-R-Replica-action-01_prv.jpg" width="533" /></span>
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<td class="sinb11h" height="284" width="183"> <strong>Aerox Race Replica - SPORT PERFORMANCE, MotoGP STYLE </strong><br />
Get straight to the heart of MotoGP with Yamaha's stunning Aerox Race
Replica. This is as good as it gets - powerful sports scooter
performance combined with a dazzling paintjob as used by Fiat Yamaha
team in the 2007 MotoGP World Championship. Beneath the paint lurks the
two-stroke performance of a liquid-cooled engine and twist-and-go
transmission. And with sports-tuned suspension, plus 190mm disc brakes,
it's the choice of many top MotoGP teams. It's just what you need to
feel your first buzz of riding excitement. No need for suffer for your
fun though. Aerox Race Replica features a helmet locker under the dual
seat, trick analogue dash panel, plus electric and kickstart. </td></tr>
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