Sunday, February 28, 2010
BMW luxury cars have not always been popular candidates for modified car projects, but with the horse power wars between the top German car manufacturers of the last few decades, they have become quite popular with aftermarket car tuning houses such as Geiger and Reiger. As a result you'd always find the latest BMW cars, such as the BMW M3 and the other BMW 3 Series models at custom car shows.
Below is our gallery of some of the hottest BMW cars from different custom car shows...
Saturday, February 27, 2010
This is the proposition altogether more serious was established in Cagiva broadly replicated fashion airbox and short, fat tailpipes carbon. This provides 82kW of trampling and speak with authority.
98x66mm twin very interesting from around 3000rpm but the steps up to the cam when the tacho needle points straight up at seven and got a little out of hand for the big city traffic
This is the proposition altogether more serious.
. Opportunity to use so much less power and far between in the urban maze.
Raptor is a great out of place as a pit-bull on a poodle parlors in the city and the need to keep your right hand for smooth movement speed urban law on the door, thanks to slam the jerkiness common to most fuel injection systems on small throttle openings.
But given the gap, or a highway to play with, and it will show you what a big twin is all about - instant, the response effort and eye-compression acceleration. This will hit the 220 mile (do not ask me where) with at least 30 others arrived. Above 8000rpm motor obviously got vibratious; this, after all, the rigid mount-liter twin-class and shaky real vee fashion is part of the riding experience.
As noted above 650 (and Aprilia's RS250), the gearbox on Suzuki motorcycles sold by companies other marques far more stringent than those that gathered for himself
Motor steady as a rock.
. In one liter Raptor's weight changes and solid, down clutchless shifts unless revs high. Even then they are less than perfect, pretty well, then, that the clutch light, positive and abuse-proof - it will get used a lot.
Muscular motor depends on the trellis frame where the first sight look very similar to that of the 650 but neatly combining the three point mount to compensate for unequal expansion coefficient of steel and aluminum - is necessary because the engine is at the top of the mountain ahead of the cylinder head in the crankcase.
The rest is basically the same grille as on a smaller bike and it was a tribute to the health of the design that will handle more than 80kW, without tying itself in knots.
Frame a little wider to accommodate larger motors; all that good as a larger bike has a better pilot seat does not put more pressure on the buttocks. The pillion, however, is the same soft little hump where a lady friend politely refused to lie down.
Suspension is the same with a smaller engine with spring rates and damping is adjusted with the extra weight. The only adjustment for preload on the rear Monoshock Sachs; you up 43mm inverted Marzocchi-downies out of their way, which is very good.
Motor steady as a rock, even more than 200km / h, and have less tendency to shake my head at full tilt upchanges than his brother. This is possible because the geometry a bit more conservative - I suspect most dedicated to trying to keep the front wheels on the tar. This also does not work with the same agility, because some drivers more more conservative.
The brakes are the same as the 650, although with about 10% more mass to haul in a company required to stop squeezing. Because the feedback through the lever is not so precise, even with braided stainless brake lines, and easier to lock the front wheels in 1000.
A neat little screen in these photographs is unique to SA. It was designed by and made for Marco Liberatore of local importers. Remarkably, it was held by no more than six patches of Velcro each no bigger than a large postage stamp because actually instill a stronger push into place faster you ride.
Big V-Raptor takes more skill to ride than the younger more relaxed. It's a big and serious muscular engine and will provide XJRs Bandit and the world that kicked in the right hands. But more than that, it'll take you out on Twisties on Sunday morning and stayed with the race-replica of the corner of your favorites.
Do not be fooled: odd styling under a motorcycle very competent.
V-Raptor 1000 imported by Italmoto from Germiston, Gauteng and the cost of R77 000.
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Motor: Liquid-cooled 90-degree four-stroke V-twin.
Bore x stroke: 98 x 66mm.
Valvegear: DOHC with four valves per cylinder on the head with Twin Swirl Combustion Chamber.
Compression Ratio: 11.7:1
Induction: Electronic fuel burning.
Ignition: Electronic Transistorised.
Clutch: Cable-operated wet multi-plate clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
Suspension: 43mm inverted Marzocchi cartridge forks at front, Sachs Monoshock adjusted for preload at rear.
Brakes: twin 298mm discs four-pot opposed piston Brembo calipers in front, 220mm disc with Brembo twin-pot opposed piston calliper at rear.
Tires: Front: tubeless 120/70-ZR17. Rear: tubeless 180/55-ZR17.
Seat height: 775mm.
Dry weight: 197kg.
Fuel capacity: 18 liters.
Friday, February 26, 2010
Ducati has been shouting about the new Multistrada them, claiming it was kind of a new motorcycle is a true mixture with sportsbike handling ENDURO style comfort: the "real world real world for motorcycle riders," because they will have it.
Meanwhile, Cagiva had been quietly revised their noble Navigator: "not like a different bike. Power and comfort in an unbeatable mix - the essence of off-road and road bikes together for the first time."
Now come on children, we all know the super has been around almost trailie for old Yamaha XT500.
Navigator updates for 2004, including a stylish black frame and wheels blurred, with the same finish on the blanket cylinder and the luggage rack.
Came stonking performance offerings unburstable Suzuki TL1000S 90-degree V-twin (the previous version used Ducati motorcycles). Re-injection mapping and engine have been making this engine more docile and better suited for touring.
6000rpm engine is limited to six (top) gear. This is the perfect bike for the long haul with a decent interval between services - valves need shimming only every 15,000 miles.
Motor churned out nearly 100bhp, more than enough for this crowd cycle 210kg to 130mph.
1000cc Nav which is a pretty good control, in part thanks to the 18in wheel and right rear suspension sorted. Even fully loaded Navigator can be thrown through corners with confidence. If things do not get a little too interesting twin front discs and calipers Nissin soon bring things under control.
Half-gifts and display wind and rain continued to fall drivers and passengers, and double elliptical headlights throw a strong beam for night riding.
Trunk alloys come as standard, and there are various options panniers and top box to provide 140 liters of storage space for long-term journey.
Cagiva also give serious thought to pillion rider too. In addition to comfortable chairs in an efficient silencer heat shield.
Navigator is a comfortable two-up travelers who really motors, and is very fun when you hit the curve. A versatile top, just like the Multistrada - only much cheaper. So, what's stopping you? The bum perch only 800mm from the deck so that even shorties can give Nav try.
Thursday, February 25, 2010
Machine Cagiva Elefant 750
The Cagiva 750 and 900 are activated by Elefants standard rate of air-cooled Ducati Desmo two-valver, which proved right at home in the chassis boy offers high flexibility and poked and enough enthusiasm to make the Super Twins Teneres Africa and looks boring.
Ride and Handling Cagiva Elefant 750
The Cagiva Elefant's wheel, as you might expect from a motorcycle from an Italian company, which suggests a sharp and vivid (for large trailie) but it's quite stable and luxurious thanks to a half decent Marzocchi and Ohlins suspension components. The chair is no need to narrow and firm, yet.
Equipment Cagiva Elefant 750
Although the proper cycle (Marzocchi and Ohlins plus Brembo brakes, etc.), the rest of the Cagiva Elefant unfortunately pretty basic, crude and decoration-free. Hours and gifts do the job, but not in the same league as Honda Africa Twin. Compare and buy parts for Cagiva Elefant in MCN Shop.
Quality and Reliability Cagiva Elefant 750
Monster trailies need more durable than most so Cagiva Elefant, a typical dreary by the early 1990s, the misery of poor italian paint, doubted the reliability and corrosion resistance is inadequate, it asked for trouble. No major mechanical disaster, but they need to treat with kid gloves
Value Cagiva Elefant 750
The Cagiva Elefant seemingly represents a lot of bike for the money and a cheap way into 'Ducati' ownership. The downsides are dodgy styling and paintjobs (brown among them) - so make sure you get a Lucky Strike replica - and iffy finish and reliability, so do your homework when being used. Find Cagiva motorcycles for sale.
Insurance Cagiva Elefant 750
Insurance group: 11
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Model History Cagiva Elefant 750
January 1993: Cagiva Elefant 900 launched.
January 1994: Cagiva Elefant 750 launched.
1995: Both models receive restyled seat unit.
1999: Both models discontinued.
Wednesday, February 24, 2010
The result is a large ENDURO tool they call Elefant and so successful they offer a 900 motor and show them the way to go.
Predecessor, Gran Canyon and more stylish, elegant style body panels by South African Pierre Terblanche, still looks like a supermotard but clearly oriented asphalt; off-road ability is limited but competent tar all department
The result is a large ENDURO tool they called Elefant.
Motive power was provided by Ducati: two-valve, air-cooled L-twin motor has a pedigree going back to the middle 1970's when a talented designer Fabio Taglioni Pantah write 500cc. He will leave the cam gears bevel support belt-driven camshafts, adding rigid one-piece crankshaft and spin-on oil filter (which comes from Simca Aronde!). The design of this machine, and this, so the sound has changed slightly; some sections will remain interchange.
Current edition has Weber-Marelli fuel injection instead of the traditional Dell'Orto carburettors and gives instant, crisp response to cost-sensitive throttle action on the small hole. This is common in almost all systems spritzer - and that is better than most. Despite claims to the contrary from the manufacturer, which is equal to 54kW parents and the 900 Monster 900SS bike path
Six-speed gearbox has the same ratio as the old bike.
. Cagiva end gearing is slightly shorter, though, to improve the performance of mid-range and test it out on the bike 185km / h, with a rev-counter in the conservative 7500rpm.
Motor surprisingly went well for a big twin, abundant Taglioni statement showing that the 90-degree L-twin has perfect primary balance; the only rocking vibration is high frequency caused by a cylinder offset. It will be interesting without any juddering from the above 2000rpm, so very strong in four and remained like that until after eight.
The midrange is very torquey (72Nm at 5200rpm!) And short shifting is the order of the day, there is really no need to over seven rounds, although the famous desmodromic valve system is not possible to get up the valve.
Its main advantage is that it allows very abrupt cam profiles without the leveling curve - a large valve opening and closing like a slammed door, with a corresponding improvement in gas flow sequentially timed injections - one per cylinder - to take full advantage.
I was expecting more mechanical rattle but Gran Canyon walk very slowly without the full reward from SS to channel sound to the driver motor. Belies the dated engine and conservative pedigree (by today's standards) specifications, riding a bicycle without fuss or temperament.
This motor shares with the family only 916 multi-plate dry clutch in series production, but with different friction material. While SPS 996 tested in 1998 I had a clutch go on and off like a light switch, Gran Canyon is blessed with a progressive action outside the ordinary. Its take-up a bit suddenly, it became clear grabby when hot, but always unpredictable and just take the same point, hot or cold.
Six-speed gearboxes all have indirectly the same ratio as the old bike and have the same smooth, crisp-as-glass-breaking action, although the gear lever was again given birth again to throw. However, within 10 minutes taking the test machine from the supplier Boland Bikes in Jambi, near Cape Town, I'm making without the benefit of seamless upchanges clutch. Because the bicycle mileage so low that I did not try downshifting without the left hand but downchanges conventional light and positive, if less vocal low revs.
This user-friendly drivetrain mounted in a frame grille mediocre made of square-section steel tube with two large triangular plates stiffen the head stock area. This motor is designed to be fully stressed chassis member and used as such in this application, so no downtubes or holder under the sump. The extruded aluminum swing-arm rotated in classic Ducati fashion on the rear axle shaft gearboxes but extended to mount on the frame for extra rigidity, ahead of Honda-hyped many applications of the same idea six years.
Link rear suspension has risen, and the level of Boge shock absorber adjustable for rebound and spring preload while the 19-inch front wheel rides 45mm conventional Marzocchi forks, amazing and free from flexure stiction - and they should be given their impressive diameter - but without adjustment.
Braking is provided by Nissin Japan specialist and at first sight was dull, with twin-piston calipers on 296mm floating discs, but seen in this case deceptive. Gran Canyon has some of the most powerful brakes have not adjusted to the so-called dual-purpose bike, with no lever on the side of travel and rapid response. Lever effort is a little high and not much sense what is going on between the rubber and the road but, with a little practice, Cagiva can be made to stop within the distance that will raise eyebrows, even among sport bike riders. Rear brake also works better than I expected, considering other technologies that lower floating calliper set-up, but should be used with caution because it will lock with little provocation.
Body panels have a typical style of the signature of South African designer Pierre Terblanche all over them, there are no sharp edges or straight lines. Everything organic curved and smooth. The prize is neat waisted along the top of the fuel tank (yes, Cyril, tanks) to separate the bicycle from the center of the basket. Nothing sticks out - the indicators are installed neatly circular cut-out at its widest point and the center module built-in mirror, rear carrier tail cut line, so the only example I've seen that looks designed-in rather than added-on. The main edge is thickened and rounded, so be very practical and convenient grab-handle for the passenger.
Large air box above the throttle body fuel injection would make the conventional saddle tank unattractively hump backed, and increasing quite the center of gravity when full, so right Terblanche twin 10-liter plastic tanks on either side of the frame, the plane is identical to the filler cap style side by side in separate center panel. Tank is by Siamesed balance in the context of pipe under the fuel tank is drawn evenly from both sides but it is much easier to fill an individual - and so cool!
The only weakness of this arrangement is that the front of the saddle a little wide and I found that it caught me on the inside of the thigh, which took a little getting used to. Moreover, the position of a great seat, the saddle is very wide and soft, with just a little step into the country pillion and plenty of room for both pilot and navigator to move the long ride. Wide handlebars very little rise but the head and the wheel of the three clamps are relatively high so that the hand position just above elbow height, the right to trailie great, if slightly up to speed can be achieved.
Control the fat and positive in operation, car-style fascia is neatly styled with speedometer, rev-counter and (hooray!) A watch with real life, plus the usual idiot lights, wrapped in a faired - right in the pod - really hard to photograph because of glare from the clear cover. However, the flight deck to get the highest score for neatness, fit and finish.
With the upright position and saddle height of 825mm - high for a road bike if it makes sense to trailie - and the wide bars give a lot of maneuverability, the Cagiva commuting in heavy traffic to handle with aplomb. Motor stable up to walking pace and you can see above most of the tin-top and plan to move two and three cars in front.
On the open road to protect the small screen with a good up to more than 160 km / h, and rock-solid bike to top speed, and immune to crosswinds. A supple suspension soaked up bumps like a luxury bus and a total lack of vibration makes the bike a friend who is very relaxed. My only excuse is that the seating position a little too sit-up-and-beg-day for all the comfort, unless you're into touring at speed relatively simple - such as around the legal limit.
There are at Twisties that this bike came to himself; the Gran Canyon is a trailie who think it is a sport bike. This can be turned around like a bike that much lighter because of the leverage provided by the bar width.
The fork is a little underdamped, which appears as a slightly choppy ride in the city and different tendency to "pogo-stick" when pushed hard on bumpy corners. Never get out of hand and hold a line like the bike was on rails, but the front wheels can be made to feel nervous, not like the front end planted as Italy should be. It must be said that the bike path is not open great comfort in the small level due to the flexible suspension, so I feel that this is an acceptable compromise.
Cagiva's Gran Canyon is more than a road bike than the styling would suggest, though as sure-footed on a gravel road as the light of other tourists and 193kg better than purpose-built several mudpluggers. However, this extraordinary competent at the tar; it will go back and forth, it will tour, needed two comfortably and it will give the kind of Sunday morning to make up a valuable Motorcycles. Build quality, fit and finish will stand comparison with the best in the world and the design shows real insight into what actually motorcycle; was cohesive, smooth and very practical.
Thanks to Robbie Perold at Boland Bikes for our own loans Gran Canyon - the only cost R56 995.
Specifications Cagiva 900 Gran Canyon:
Motor: Air-cooled four-stroke 90-degree L-twin.
Bore x stroke: 92 x 68mm.
Valvegear: SOHC with 2 valves per cylinder desmodromic.
Compression ratio: 9.2:1.
Power: 54kW @ 7500rpm.
Torque: 72Nm @ 5200rpm.
Induction: Weber-Marelli fuel injection.
Clutch: Hydraulically actuated dry multi-plate clutch.
Transmission: Six-speed gearbox with chain final drive.
Suspension: 45mm Marzocchi cartridge forks at front, Boge Monoshock adjusted for preload and rebound damping at rear.
Brakes: Twin 296mm discs with Nissin twin-piston floating calipers in the front, 240mm disc with twin-piston Nissin floating calliper at rear.
Tires: Front: 110/90 - 17 tubeless. Rear: 150/70 - 17 tubeless.
Seat height: 825mm.
Dry weight: 193kg.
Fuel capacity: 20 liters.
Tuesday, February 23, 2010
Monday, February 22, 2010
Sunday, February 21, 2010
A team of researchers aims to educate people about the possibilities of hydrogen as a fuel by demonstrating the efficiency of fuel cells in two public transport buses that will operate in China’s North East. The University of Sunderland, UK, has joined forces with Shanghai’s Shen Li High Technology and local experts ComeSys Europe and AVID sustainable vehicles from Cramlington (Northumberland, England) to create ECO2Trans - the region’s first petrol-free passenger buses that will run on a fuel cell, battery and capacitor combination.
UK Regional Development Agency One North East has sponsored the £314,000 (US$525,000 approx.) project to convert the two Gulliver U500EUK buses bought from Mersey Travel in England, using expertise from leading edge companies in China, Germany and the UK.
Sunderland’s team is led by Dirk Kok and Adrian Morris from the Institute of Automotive and Manufacturing Advanced Practice (AMAP), who last year successfully adapted a Nissan Almera to run on hydrogen so that it only emits water from its exhaust.
The University of Sunderland is also looking to develop the next generation of engineers and technicians to put it at the forefront of green vehicle development.
“The visitors from Shen Li were here to help us understand the fuel cell operation, train us in its use and to help mount the fuel cell in the buses. Now, we want to get one fully driving, and one will be completely revamped with a new motor and new electrics,” says Kok.
“These vehicles will act as a test bed to evaluate novel hydrogen technologies in vehicles and will enhance the region’s status as an important automotive research and development center,” Kok says.
Peugeot released an electric version of the scooter, called the E-Vivacity. Electric model is, at least, analogous to 50 cm3 petrol scooter. Peugeot E-Vivacity is equipped with a lithium-cobalt battery capacity of about 4 000 watts, allows scooters on a single charge to overcome the 80 … 100 km.
The electric motor is capable of independently recharged during braking.
Under the driver’s seat has a board cable, with which you can recharge the batteries through an ordinary electrical outlet (230 V). Full charge the battery takes about four hours.
Specifications - synchronous motor with air cooling (equivalent to 50ss), the battery weight - 25kg., Transmission - gear, 32 mm front fork, front brake - Disk 200 mm., Rear brakes - a disc of 190 mm., Dimensions 1910 x 680 x 1168 mm., height - 786 mm., weight - 115 kg.
The engine of Honda PCX is 125 cc 4 cylinder with ECE 40 mode cycles feature. With the help of this technology, is capable of driving scooter as far as 50 km with a consumption of 1 liter of fuel only. Honda PCX will also equipped with idling stop system and combi brake.
It has been discussed among Indonesian riders that Yamaha will launch a new 150 CC sport bike in 2010. They mentioned that it will beat Honda Mega Pro, Thunder 125, and may also Bajaj Pulsar 180. Well,… you have your own opinion. Let see this Yamaha FZ150 which guess to be the original Bison type. Before it brig to Indonesia, it will be launched India market firts.
The looks of the bike can be summed up in one word as ‘muscular’. While the YZF R15 poses a stylish and sporty outlook, FZ15 presents itself like a hunk. Like the R15, it has a mono suspension and a liquid cooled engine. Yamaha is trying to grab a bigger market share by diluting the Indonesian 2 wheel market with too many models.
Yamaha FZ15 (Bison) Specifications:
Displacement: 150cc Engine: Liquid-cooled, 4-stroke Maximum Power: 17bhp@8500rpm Maximum Torque: 15 Nm@7500rpm Gears: 6 Manual No. of Cylinders: 1 Valve Per Cylinder: 4 Cooling Type: Liquid Cooling Wheel Size: 80/90 & 100/80 mm with tubeless tires!
Yamaha Bison Detail Specs:
Engine type Air-cooled, 4-stroke, SOHC, 2-valve
Bore & Stroke 58.0 × 57.9mm
Compression ratio 9.5:1
Maximum output 14PS / 7500 rpm
Maximum torque 14 N.m / 6000 rpm
Starting method Electric starter
Lubrication type Wet sump
Carburetor type BS26
Clutch type Constant mesh wet multiplate
Ignition type CDI
Primary/secondary reduction ratio 3.409 / 2.857
Transmission type Return type 5-speed
Frame type Diamond
Suspension (front/rear) Telescopic / Monocross
Brake type(front/rear) Hydraulic single disc / drum
Tire size (front/rear) 100/80-17 / 140/60-R17
Overall Length × Width × Height 1,975mm × 770mm × 1,045mm
Seat height 790mm
Minimum ground clearance 160mm
Dry weight/Curb weight 126 kg / 137 kg
Fuel tank volume 12 liters
Engine oil volume 1.2 liters
Honda Thailand is releasing new bike with have the same compact transmission CV-Matic to beat the Y.C.A.T from Yamaha. It looks like a usual cub bike, but actually it is an automatic bike that shifts like scooter do. Still using the Wave 110 engine I think, but now it featured with automatic transmission. Can provide the same power and durability like the normal manual sequential transmission like Honda Wave 110? No one have analyzed it.
Saturday, February 20, 2010
New Honda Wave Matic appearance a new cooling arrangement which apparent the affair of calefaction amount on drive belt, and was developed based on the small-motorcycle automated manual technologies Honda has been adopting over the years.
This new arrangement enhances the backbone of the drive belt and allows for a added bunched architecture with a beneath ambit amid the drive caster and apprenticed pulley. Due to this advance, the agent position does not charge to be decidedly altered, optimizing architecture blueprint freedom.