Super & Heavy Bikes

ATV Raptor Pictures

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Gambar Yamaha ATV Raptor 700R SE 2011
250cc Raptor Honda Style 4 Wheel Independent Suspension ATV
2009 Raptor700RSE red
ATV raptor 110cc
Yamaha Raptor 700R ATV 2009
ATV raptor 110cc

ATV Tracks Pictures

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ATV Tracks Picture
ATV Tracks Picture
ATV Tracks Picture
ATV Tracks Picture
ATV Tracks Picture
ATV Tracks Picture

Kawasaki Versys 2010

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Kawasaki Versys 2010 Tyres,Engine,Accessories View
Kawasaki Versys 2010 Slide Show
Kawasaki Versys 2010
Kawasaki Versys 2010 Rear view
Kawasaki Versys 2010 On The Road
Kawasaki Versys 2010 Front View
Kawasaki Versys 2010

Kawasaki Versys

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Kawasaki has introduced a brand new multi purpose motorcycle designed for all sorts of different riding styles and needs, the 2008 Versys. It's a 649cc 8 valve parallel twin that looks pretty good.
Kawasaki press release follows:
The new 2008 Kawasaki Versys is a machine which occupies a hard to define sweet spot in the motorcycling universe. Is it a practical commuter? Long-legged urban assault vehicle? Sportbike? Light Tourer?
The answer on all counts is a resounding Yes! This isn’t a niche specialist but rather a jack-of-all-trades with user-friendly versatility as one of its many charms.
The 649cc parallel twin and the neutral handling and light steering chassis of the Ninja 650R sportbike made the perfect starting point for this comfortable gridlock commando. A swoopy gull-wing swingarm, long-travel inverted 41mm fork, six-spoke superbike-inspired wheels, adjustable-height windscreen and a comfortable cockpit were combined to create a motorcycle that just begs to be ridden wherever the pavement might lead.
The compact liquid-cooled, fuel-injected, DOHC, 8-valve, 649cc parallel twin engine was modified for the Versys motorcycle so it delivers smooth power that’s well-suited for off-the-line acceleration and flexible torque in the cut-n-thrust of a rider’s morning commute. This engine’s overall characteristics are entertaining for even the most advanced riders, yet predictable enough to inspire confidence in less-experienced motorcyclists.
Full press release and more photos below:
Its suspension offers the next level in sophistication: an advanced Showa rear shock featuring a free piston and two-stage damping valves for progressive compression damping which firms significantly as the shock moves through its stroke. This allows a longer wheel travel with a feel that is initially soft like a dual sport, but firms to near sportbike levels as suspension loads escalate. Of course, this advanced shock is fully-adjustable and connected to a beautiful aluminum gull-wing swingarm that is longer than average, thanks to a short/compact engine and chassis.
Up front, the Versys suspension continues the high-tech approach with a fully-adjustable 41mm tapered-tube inverted fork that combines the best of off-road and sportbike suspension action for a stiffness balance that is a perfect compliment to the chassis settings. In addition to a more-comfortable ride, the long-travel suspension’s soft-stroke allows easy control of the chassis’ running angle by shifting the rider’s weight.
Complimenting the able suspension is the carefully designed cockpit that features a two-piece seat constructed to provide optimum comfort to both the rider and passenger. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and get their eyes back on the road. Capping off the comfort list is an adjustable windscreen that can be raised or lowered to three positions in 20mm increments.
Engine
649cc parallel twin-cylinder, DOHC engine is the most compact in its category.
The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle
Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response ideal for negotiating city traffic
Triangular crank and transmission shaft layout makes it short front to back, a semi-dry sump oil system reduces overall engine height, and the narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width
Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization
180-degree crankshaft plus balancer shaft for extremely smooth engine operation
Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling
Liquid Cooling
Fewer external hoses because the coolant is routed through the engine cases
Digital Fuel Injection (DFI)
Utilizes 38mm Keihin throttle bodies with ECU controlled sub throttle valves for optimum performance and rideability
The sub throttles, located behind the main throttle valves, permit the DFI system a more precise throttle response, similar to a constant velocity carburetor
Automatic fast idle system makes starting and warm-up easy
Digital Capacitor Discharge Ignition (CDI) System
Microprocessor controlled timing never requires adjustment and is ultra responsive to engine needs
Spark plug mounted “stick” ignition coils are compact and help reduce weight
Six-Speed Transmission
Cassette style transmission means the shafts and shift drum are in a compact layout that is easily removed as a single unit from the case for easier maintenance
Trellis Frame
High tensile steel trellis frame is small and light
Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling
Narrow at the knees and feet for increased rider comfort and control
Single shock Rear Suspension
Aluminum gull-wing swingarm and offset, laydown single rear shock complement the frame design to create an integrated line flowing from the steering head to the rear hub
Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling
Showa shock has adjustable preload and rebound damping and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes much firmer near the end of the stroke for a more planted feel
Long-Travel Fork
41mm Inverted fork with stiff springs combines the best of off-road and sportbike-type suspension for excellent performance over a wide range of conditions
Tapered, relatively short outer tubes help provide the ideal stiffness balance to compliment chassis settings
Fork height, preload and rebound damping can all be adjusted to fine-tune the suspension to specific conditions or riding style
Triple Petal Design Brake Discs
Petal design rotors offer improved cooling and warp resistance
Same rotor design as found on the Ninja ZX-6R and ZX-10R supersport machines
Six-spoke wheels
Also found on the Ninja ZX-6R and ZX-10R; the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced
Comfortable Cockpit
Each part of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger
Passenger seat and grab bars were designed to provide a natural seating position for added comfort
Easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night
Adjustable Windscreen
Three different settings, each 20mm apart, allows riders to adjust windscreen height to suit their preferences
Specifications:
Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x stroke: 83.0 x 60.0mm
Compression ratio: 10.6:1
Maximum torque: 44.9 lb/ft @6,800 rpm
Cooling: Liquid
Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: Six-speed
Final drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front suspension / wheel travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear suspension / wheel travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front tire: 120/70x17
Rear tire: 160/60x17
Front brake: Dual 300mm petal discs with two-piston caliper
Rear brake: Single 220mm petal disc with single-piston caliper
Overall length: 83.7 in.
Overall width: 33.1 in.
Overall height: 51.8 in.
Seat height: 33.1 in.
Dry weight: 399 lbs.
Fuel capacity: 5.0 gal.
Color: Passion Red
MSRP: $6,899
Warranty: 12 months

Can Am Renegade

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can-am renegade-500 atv 2007
Can-Am's Renegade 2008
Can-Am's Renegade 500
can-am-renegade-800-Side View
can-am-renegade-800-front
2009-can-am renegade

Yamaha FZ8 Pictures

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 Review;

2010 Yamaha FZ8 second rendering

French motorcycle website Motorevue has recently come up with their take on Yamaha’s future FZ8 naked and while that is very plausible, we tend to like more what the Germans from Motorrad see behind the front end that Yamaha has been teasing us with. The black and white color scheme looks much more appropriate for this serious two wheeled piece of machinery, while the engine is obviously the same 800cc inline-four.
Expected to be officially unveiled soon, the Yamaha FZ8 naked will be in a class of its own and address to riders with a taste for sweet handling and the closest torque and horsepower figures, translating into a very smooth powerband, which we’d love to explore if the thing will ever see its way to the United States. Yamaha, make your move once and for all because we can’t take it any more!

Yamaha FZ8 Tyres ,Chain

Yamaha FZ8Rear View

Yamaha FZ8

Yamaha FZ8 Front View

Yamaha FZ8



YAMAHA FZ8 Review, Specifications,Price and Images

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words - Martin Child
The latest middle-weight street fighter to hit the streets is the 2011 Yamaha FZ8N, but can its 800cc engine set it apart from its rivals?

WHAT WE LIKE
  • Torquey engine
  • Intuitive front end
  • Value for money
NOT SO MUCH
  • Rear suspension over bumps
  • Exhaust note
They say that racing improves the breed – but if that's the case, why aren't we flooded by a million MotoGP replicas, each spitting flames through tiny exhausts from their 800cc's of pure adrenaline rush?
Much of the technology found on the track filters into our road bikes but the actual capacity breaks we're used to seem set in stone. There's 1000, 750, 600 – take it or leave it.
If you delve further and look at the history of the 800cc engine, it's about as sexy as your mum in a see-through. Sure, Honda have been packaging the VFR in that very size for quite a few years and BMW have recently introduced us to the F800 family, but it's a bit lonely being 200 cubes short of a litre.
That was until now. Yamaha have gone all Lorenzo-land on us and stuck a big FZ8-sized flag on the real estate known as 800ville.
As you can see, it's no racebike, nor the same level of tourer as the VFR. So does it make sense?

SPECIAL SPECIFACTIONS
In a period of time where roads are crowded and top speeds largely irrelevant, the specs on Yamaha's newest member of the FZ family look impressive. Nestling in between big brother FZ1 and the smaller XJ6, the 8 takes strong points from each and merges them into one package. But it's not quite perfect.
Years ago if you bought a naked bike, you bought into a long-list of givens, namely second-rate brakes and suspension so soft you could hardly nip to the shops without feeling seasick. The new Yamaha is chalk and cheese to those days but that's thrown up its own problems.
The suspension is now too harsh, and being unadjustable, means that fast riding can confuse it. The back end suffers the same fate. It's all peachy on the smoother tarmac but add in some bumps (if you need any we have truckloads here in Sydney) and not only can you get the back hopping on the entry to a corner, but slipping, gripping and sliding on the way out – enough to make you think that maybe you are a GP rider after all.
It really is only at the higher range of hard riding that the suspension's budget nature confuses the mix and if that's where you're aiming your riding arrow, then there's better (but also dearer) bikes to consider.
And it's also worth noting that at 90kg, I'm hardly a jockey, and if you're much lighter than that you'll have an even harder time to make the suspension work for you. This shortfall in the bouncy department is made more noticeable by a very sweet-steering front end. There really is little more to do than just think where you want the FZ to go and it heads there on a perfectly smooth trajectory until your next impulse.
This lightness, combined with the upright bars makes this a much better commuter than racer and the city more of a natural habitat than the track. It also makes you want to ride it like you stole it.
The brakes might not be the latest all-singing radial jobbies found on the current R1, but are more than suited to the bike's performance and offer fade-free reliability and confidence in equal doses.

THE PERFECT ENGINE?
But it's the engine of this new bike that will make or break it. At 779cc, it's a healthy mix of what you need and want over what you sometimes desire. It's got more legs off the bottom than a 600 middleweight. The torque away from the lights means you'll ride the clutch rather than ping it out as if on a smaller bike, and also the mid-range feels like it's been fed T-bones from an early age. Up top, the power tails off before litre-high stratospheric levels, but realistically you don't miss that on the road.
With a large airbox and differing-length inlets, the FZ has an induction roar similar to '90s ZXR Kawasakis and gives the bike an 'alive' feel. Lucky that, because the 4-2-1 exhaust is quieter than a one-armed man clapping in a deserted forest.
There's the usual advancement in engine fuel management, mixture sensing, and latest technology buzzwords like 'fracture split con rods.' That doesn't even sound healthy, let alone a selling point.
Styling-wise, the Yamaha FZ8 is ultra modern. The lines are angular, the dimensions slightly comic book and the overall stance is short and squat. From the front, the bulk of the tank dominates the small head of the bike, the headlight unit looking like a gladiator's head poking out of a powerful body. Just a shame then that the exhaust note's more 'Ooooh chase me,' than 'Whatcha looking at!'
There's also a faired version, the FZ8S, for those looking to hide from the elements more. However, don't think VFR-covered, but with a useful screen and upper-body protection, it offers an alternative to the wind-ripping-your-head-off look of the naked model. As usual, the fairing on the S model adds practicality at the cost of coolness.
So how much is it to buy into this neighbourhood? The FZ8N retails for $12,990 but it'll cost you another $1000 to get behind the bars of the S. Both prices are plus on-roads.
With the FZ6 and FZ1 being great all-rounders and enjoying success both over here and in Europe, the FZ8 looks set to continue the trend that has seen over 250,000 FZ6s find happy riders.
And with the saving on running costs and original purchase price over the FZ1, it's hard to believe that there's not a section of the riding community that'll welcome the new capacity with open arms and slightly less open wallets.
SPECS: YAMAHA FZ8

ENGINE
Type: Liquid cooled 4-stroke, DOHC Forward-inclined parallel 4-cylinder
Displacement: 779 cc
Bore x stroke: 68.0 x 53.6mm
Compression ratio: 12.0: 1
Lubrication: Wet sump
Fuel System: Electronic Fuel Injection
Clutch type: Wet, multiple-disc coil spring
Ignition system: Transistorized coil ignition
Starter system: Electric
Transmission: Constant mesh, 6-speed
Final drive: Chain
Fuel tank capacity: 17 L
Oil tank capacity: 3.8 L
PERFORMANCE
Max. power: Not given
Max. torque: Not given
CHASSISFrame: Diamond
Front suspension: Telescopic fork, 43mm inner tube, Front travel 130 mm
Rear suspension: Swingarm, linked monoshock with spring preload adjustment, Rear travel 130 mm
Caster angle: 25º
Trail: 109 mm
Front brake; Hydraulic dual disc brake, Ø 310 mm
Rear brake: Hydraulic single disc brake, Ø 267 mm
Front tyre: 120/70 ZR17 M/C(58W)
Rear tyre: 180/55 ZR17 M/C(73W)
DIMENSIONSLength: 2140 mm
Width: 770 mm
Height: 1065 mm (1225 mm FZ8S)
Seat height: 815 mm
Wheel base: 1460 mm
Min ground clr: 140 mm
Wet weight: 211 kg with 17 litres of fuel (FZ8N); 215 kg with 17 litres (FZ8S)

OTHERPrice: $12,990 (FZ8N); $13,990 (FZ8S)
Colours: Competition White; Midnight Black (FZ8N) Yamaha Blue; Midnight Black (FZ8S)
Bike supplied by: Yamaha Motor Australia (Yamaha-motor.com.au)
Warranty: 24 months, unlimited kms, parts and service

Karizma ZMR Price,Review,Features and Specs,And official Photos

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Hero Honda karizma ZMR Price in India – Rs. 91,000/- Indian Rupee (INR)
Karizma ZMR 225CC or new Hero Honda Karizma ZMR is the new next generation motorbike from the premium Karizma series of Hero Honda.
Features and Specifications of Karizma ZMR 225cc:
  • BS-III emission norms
  • Available in pearl white, moon yellow, panther black, sports red and vibrant blue.
  • Programmable fuel injection (PGM-Fi)
  • 225-cc engine
  • 17.6 BHP max power at 7000rpm and a peak torque of 18.35Nm at 6000 rpm
  • Hydraulic shock absorber suspension at the front end
  • 5 step adjustable iGRS (inverted Gas Reservoir System) suspension at the rear
  • Disc brakes – 276 mm at the front and 240 mm at the rear
  • Weighs 159 kg
  • Length 2110mm, breadth is now 805mm, Height 1175mm and the ground clearance is 159mm.
Price (Cost) of Karizma ZMR 225cc:
Ex-Showroom: Rs 91,000/-

On Road: Rs. 1,02,000/-

Karizma ZMR Bikes

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Bimota-DB7R-Diavolo-Rosso-Sport-Bike

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