Honda CBR125R

Since its introduction to the Canadian market in 2007, Honda’s CBR125R has proven popular, both as a first ride among novice riders and as a second runabout machine among those with more experience. It was a machine that was long overdue, as market trends showed that aging baby boomers – a sector of society that had been heavily solicited by the motorcycle industry – began an exodus from the sport in recent years in pursuit of other, perhaps less exciting interests.

The industry needed newer, younger blood, and the inexpensive, approachable CBR125R succeeded in drawing the attention of people who would not otherwise have considered a motorcycle. It even introduced a new generation of young racers through the CBR125R Challenge, a spec road racing series open to riders aged 13 and up.

Honda updates the CBR125R for 2011, borrowing styling cues heavily from the firm’s bigger sportbikes.

Aside from different color variations between model years, the bike has done relatively well in the showroom without any changes. But with CBR125R sales flattening, it was time to rejuvenate the tiny sport bike, so for 2011 it got an important facelift.

The most obvious change is in the bodywork, which now closely resembles the new CBR250R (itself taking styling cues from the VFR1200F). Although its bodywork looks identical to the 250’s, it is in fact unique to the 125. This is mostly because beneath the plastic is a steel, pentagonal-section twin-spar frame, as opposed to the tubular-steel twin-spar frame on the 250.

A wider tire and rim combination have greatly improved the CBR125’s handling.

Also new is a one-piece exhaust with an angular, CBR1000RR-replica muffler, which incorporates a catalytic converter. Like on the CBR250R, the 125’s muffler features a protective cover that’s much cheaper to replace in a tip-over than the entire system.

Although the frame is unchanged, a number of other significant tweaks were made to the chassis. These include a lengthened swingarm that stretches wheelbase from 50.9 to 51.7 inches, and a move to wider 17-inch wheels, up from 1.85 and 2.15 inches front and rear to 2.5 and 3.5 inches, respectively. The wider wheels mount wider tires, going from an 80/90-17 and 100/80-17 front and rear to 100/80-17 and 130/70-17 rubber. Suspension travel has also increased from 4.3 and 4.7 inches front and rear to 4.7 and 5 inches, respectively.

The above-mentioned changes have transformed the littlest CBR from a toy-like novelty to a real-bike-like riding tool. The longer wheelbase allows for more roomy ergonomics, and the wider tires have eliminated the previous bike’s tendency to fall into turns, while increasing stability and grip.

Neutral steering makes the 125R feel much more like a full-size motorcycle.

We had the opportunity to ride the bike at Georgia’s Roebling Road raceway, and it did indeed feel much more like a real motorcycle than its predecessor. Handling was much more neutral and planted, and it was easier to move around on the bike thanks to the improved ergos. The bike still feels smallish, even when compared to the CBR250R, but it exudes a much more substantial presence than before.

Nothing high-tech here, but the twin-pot caliper does the job.

Part of the bike’s more substantial feel derives from its increased weight. Somehow, it has gained 21 lbs, now tipping the scales at 302 lbs wet, though about 5 pounds can be attributed to the extra fuel the 2011 model carries, as its gas tank has grown from 2.6 to 3.4 gallons. Another change that may appeal to those who perform their own maintenance is that the fuel filter has been moved from inside the fuel tank to outside.

Its 125cc liquid-cooled, two-valve Single is unchanged, though EFI mapping has been revised for improved bottom-end response. Two teeth have also been added to the rear sprocket to shorten the overall gearing for better acceleration, though the shorter gearing is countered by a 21mm taller rear tire.

Despite these changes, a CBR125R rider will still hit the throttle-stop more often than not, as its claimed 13 horsepower at 10,000 rpm is just enough to keep the machine flowing with city traffic. Doing my best to tuck every inch of my winter-plumped body out of the windblast, I did see 74 mph on Roebling’s front straight.

The changes to the bike have been deemed by CBR125R Challenge organizers to provide an unfair advantage at the racetrack over the previous model and it will not be eligible to compete in the series this coming season.

On the positive side for street riders, fuel consumption is claimed to have improved by seven to eight percent, which when combined with the larger fuel tank, provides a theoretical cruising range of about 335 miles.

Tuck in all you can and you might see 75 mph on the speedo.

The good news for our northern neighbors is that despite all the changes, the 2011 Honda CBR125R lists for $3,499 (CDN), $100 less than the previous model. The bad news is that it will probably compete with Honda’s own CBR250R, which lists for $4,499 without ABS and is a much more versatile motorcycle.

It might be a 125, but it has big-bike levels of fit and finish. Too bad it doesn’t have a beginner-friendly gear-position indicator.

Of course, when considering that most riders that are interested in the CBR125R are probably just out of high school and working a summer job to pay for further studies, $1,000 dollars can go a long way, not to mention the money saved insuring the bike, which falls into the least expensive premium bracket.

One curious observation made by Honda Canada’s staff during a special presentation they hosted to introduce the CBR250R to current 125R owners was that they were more interested in the updated 125R than the 250R. This was attributed to the 125R attaining a kind of cult following among owners who had a passing interest in motorcycles before it came along, and were nudged into making the two-wheeled leap by the bike’s simplicity, low cost, ease of operation and unintimidating presence. It’s believed that these riders are not likely to trade up to something bigger or faster, but they might trade up to a flashier 125R. 

The numerous updates to the 2011 CBR125R make it ineligible to compete in the Canadian CBR125R Challenge — this year…

How well the new CBR125R does is yet to be seen, but one thing is certain, it has carved its niche in the motorcycling world, or at least the one north of the border.

Harley-Davidson Dyna Switchback

The Switchback joins the CVO Softail Convertible as the latest motorcycle from Harley that can morph from a laidback, cool guy cruiser to a modest touring machine in a heartbeat by virtue of quick-release saddlebags and windscreen. The CVO Convertible, now in its third year, sets itself apart as a member of the CVO family by adding in a quick-release passenger backrest, an MP3 player-capable sound system and numerous upscale treatments that only CVO motorcycles enjoy.

Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities.

Powering the new Switchback is the Twin Cam 103, an engine that cranked out 66 hp and 81 ft-lb of torque when we tested it in our 2011 Bagger Shootout. The TC103 is now standard in all FL (Touring) models, Softails and Dynas, save for the Street Bob and Super Glide Custom. Keeping the Twin Cam 96 in the Street Bob and SG Custom was more a matter of maintaining a price point for these models rather than randomly denying them the upgrade to the 103, according to Harley-Davidson.

The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103.

In order to make good on the claim that the Switchback is “all about the handling,” Harley’s team of engineers weren’t going to simply tweak the front-end of an existing model in the Dyna platform to fit the SB – a new front-end was crafted specifically for this cruiser/tourer.

While both 41mm fork tubes employ triple-rate springs, the SB’s fork also uses a cartridge assembly rather than the less sophisticated damping-rod technology found on many cruiser motorcycles. According to Harley’s staff, utilizing cartridge-type damping in only the left fork leg proved an efficient method to achieve the advanced levels of damping engineers were after while helping to reduce the bike’s overall weight.

A great front-end ’tisn’t much without a balanced rear.

Eschewing the more traditional dual coil-over spring shocks found routinely on many cruisers, the Switchback instead benefits from a pair of 5-way preload adjustable nitrogen-charged, “cigar tube” (monotube) emulsion shocks. This rear suspension, says Harley’s Bjorn Christensen, better matches the ride comfort and handling performance of the front-end than does suspension action from traditional coil-overs.

Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys.

Front suspension travel of 3.8 inches, and 2.1 inches for the rear, doesn’t sound like a significant difference from many of Harley’s cruisers, but don’t let these numbers fool you into thinking the Switchback provides less than average ride comfort.

The SB’s plush saddle sits 27.1 inches off the tarmac and offers CVO-seat levels of comfort. However, it’s the suspension package that deserves most of the kudos for providing remarkable-for-a-cruiser bump damping. The SB’s suspenders gobbled up most road imperfections without effort; it was only the most cavernous expansion joints or chuckholes that succeeded in overcoming the Switchback’s firm but compliant fork and shocks.

New five-spoke cast-aluminum wheels (18-inch front, 17-inch rear) were designed for weight savings – again to aid in the goal of giving the Switchback quick, low-effort handling – as well as style. Concern for handling performance even extends to the headlight.

The headlamp assembly is a sizeable unit that sits on the highest portion of the fork, raising the bike’s CoG, and therefore impacts the amount of energy required to swing the bar left or right to initiate a turn. In light of this, Harley opted for the weight savings offered by die-cast aluminum (compared to the usual zinc die-cast used for the headlight housing) when it came time to choose materials to fabricate the nacelle.

Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel.

After a day’s worth of riding freeways, 25-mph surface streets and meandering canyon two-laners, my time aboard the Switchback in these environments allowed me to give the SB the guilty verdict: guilty of handling and riding as advertised.

Harley has achieved in the SB the low-effort steering it set out to give this new motorcycle from day one. The ’Back’s handling/steering is also accurate as well as easy. The chassis remains composed throughout a corner’s arc – even while dragging the floorboards past the Switchback’s 29-degree lean angle (left and right sides).

Reeling in the Switchback’s 718-lb curb weight is the work of a single 300mm rotor/4-piston front caliper combo, and a 292mm rotor with single 2-piston caliper for the rear. The brake set performs sufficiently, offering decent stopping force. Our test unit was fitted with Harley’s simple but effective ABS system – an option for all 2012 Dynas, as well as many other non-Sportster Harleys.

The SB’s quick-release windshield deflected windblast from my 5-foot 8-inch frame, keeping my helmet visor bug-free and my torso relaxed since buffeting was virtually nonexistent. I also found the rider triangle ideal, with no amount of discomfort in my reach to the mini-ape handlebar, my hands falling naturally to the grips. Seat-to-floorboard relation was also close to ideal – my only wish is for a heel-toe-shifter instead of the solo toe shifter gracing the SB.

The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…

According to the Switchback’s lead engineer, Brian Scherbarth, the single-sided exhaust and dual hard-shell saddlebags were designed specifically to this motorcycle, with styling as a key focus.

I usually find the symmetry of dual exhausts more visually appealing, but also realize the added physical weight of such a design. The long, right-side-mounted single pipe the SB exhales through is a styling coup; the absence of a pipe on the left side goes largely unnoticed. Exhaust sound, too, was zeroed-in on by Harley.

Anymore I expect most 45-degree V-Twins to sound nearly identical regardless of displacement thanks to EPA edicts. Somehow, though, the Switchback’s tone stood out to me as ideally throaty and bossy while the Twin was under load. And yet the single can was satisfactorily muted while idling at a stop next to Officer Scowler.

Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired.

In order to keep the Switchback’s silhouette trim and alluring, its hardbags had to depart from the design used for Harley’s other hard saddlebag systems. Ultimately, the SB’s bags had to lose volume to meet styling criteria.

According to Scherbarth, the Switchback’s luggage has 25% less volume than FL model bags, holding 15 lbs per bag compared to the bags on, say, the Street Glide or Road King that can handle up to 25 lbs of your stuff. Where the hardbags on the FL models require removal of two Dzus fittings and a bit of finagling to remount, the Switchback’s bags only need an outward pull and twist of a single dial located on the bags’ interior edge, followed by an affirmative rearward push on the bag for complete removal. A practiced hand can remove a bag in just a few seconds, with installation taking slightly longer.

The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust.

The SB’s bags’ outward facing lid latch is familiar looking; a ringer for the latch on FL models. However, due to space constraints, the Switchback’s lid hook (on the inner/bike-side edge) required a complete redesign from the dual latching hooks of the FL’s bags.

Had the FLs’ latch system been utilized on the new SB, the SB’s bags would’ve been forced too far away from the rear fender/saddle area, creating an unsightly gap. An unfortunate drawback of this fresh lid latch design for the Switchback is that the engagement point for the lid’s clasping mechanism (the latch on the bike side, not the visible chrome closing latch on the outside of the lid) is too shallow to hold the lid shut securely 100% of the time.

On the particular Switchback I rode, the right-side box lid either popped open entirely while riding (at least once) or failed to mesh perfectly with the box, resting askew of the box, either at the front or rear corner. Taking time to deliberately and slowly close the lid, listening and looking as best as possible for some indication of positive and secure engagement, I then purposely pulled up with force on the lid only to have it pop open every other time.

At day’s end Scherbarth revealed to me a trick necessary to ensure the lid was latched: once the lid is resting atop the saddlebag a slight outward push of the lid from its inner edge (fender side, at the lid’s inner hook area) will then properly align the lid to the rest of the box, at which time you can push shut the outer latch/lock.

Scherbarth admitted that any number of future owners/riders will likely encounter this same nuance of a less-than-perfect fit, and acknowledged the design could improve. Scherbarth was working on a redesign at the time. Regrettably, he was visualizing and verbalizing this latch makeover real-time while running me through the above lid-closing trick, rather than months ago when in the design lab.

The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles.

In fairness, I’ve encountered hardbag latching/closing issues, or some other simple but annoying defect on other brands of motorcycles, so the Mighty Bike Maker from Milwaukee isn’t alone here. However, it’s at times like this that I wonder who runs the final testing processes on products in the moto biz?

My best guess as to what drives a company to look beyond a known issue like this is an accepted risk that hopefully most of the time the product will work as designed. As for those that don’t, well, it looks like a case-by-case basis for resolution.

Two Harleys for the price of one

At $15,999 the 2012 Harley-Davidson Switchback offers a lot of motorcycle for the money. It is at heart a Saturday night boulevard prowler, but its light, accurate handling and generally unflappable chassis belie the laidback appearance it sports when the bags ‘n’ blade are stowed in the garage.

When the weekend or a few extra days off from self-imposed illness roll around, the SB provides lockable, removable storage for a couple days’ worth of whatcha got, paired to solid wind protection that’ll keep you from arriving at your destination beat up by windblast and weather.

The noted sometimes-poor operation of one bag lid was a disappointment for a wholly new model from Harley-Davidson, but otherwise H-D has hit its mark with the Switchback.

Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern.

Monkey Sport Aprilia RS 125 cc

Monkey fever struck not only among young people is also among the middle aged. Originally had a lot of money, anything can be done. The more expensive the cost of modifications to it, the more cool it looks.

The author's intent here is not an animal but Monkey Motor Monkey abbreviated quirky. Eccentric Motor Sport the coolest kind, quirky Price Motor Sport (Sport monkeys) are not cheap. The price is commensurate with his performance.

Recently the author had visited the site: facetheword.wordpress.com / automotive (source: Daily Cash Tuesday, March 17.2009) reported that the Legendary Motor Sport Aprilia of Italy will go into the ground water. Typenya Aprilia RS 125 cc Sport, quite quirky appearance.

By PT Sentra Creative Commerce (SKN) is said to be priced at 90 million rupiah.

Yamaha YZF R1

 Yamaha launched their latest sport bikes YZF R1 which is the incarnation of Yamaha's M1 MotoGP rider Valentino Rossi of motor sport and make it the mainstay for Yamaha in the U.S. and Europe in 2009.

At the launch of YZF R1 2008 last September in Las Vegas, United States four Yamaha MotoGP rider, participated in this launch.

Valentino Rossi, Jorge Lorenzo, Colin Edwards and James Toseland, to witness the launch of this 800 cc sport bikes. Yamaha dealer in the 3,000 scattered throughout the United States participated meyesaki Mirage Hotel, the location of the launch.

Model YZF claimed to inherit the same technology as Yamaha M1 Moto GP model. When the four drivers are sitting on it, they commented as riding their motorcycles while on the circuit.

"It's a nice bike, just like the M1 and adopted many features of MotoGP. Now that MotoGP could be brought in the streets," said Valentino Rossi.

The same comment is also given teammate Rossi, Jorge Lorenzo. According to the driver who twice won the 250cc class, the YZF-R1 motorcycle would be a popular production model.

"I believe Yahama berkeja hard to make the same motorcycle with our M1," said Lorenzo.

For 2009 this legendary motorcycle is equipped with all the new line 998cc engine and new systems as well. Four cylinder in line with crossplane crutch-as that run by interfal shot flames 270 º - 180 º - 90 º - 180 º.

This new design innovations add more accuracy to the position of feeling the gas throttle rotation system, providing an accurate feeling of spin gases by the rider to control the rear wheel traction.

This new machine gives flavor and a smoother sound than usual ever, and suppress the level of loudness of the muffler.

Giving out the pressure by 182 PS at 12.500 rpm with 115.5 Nm of torque at 10.000 units for rpm, MotoGP technology inspired engine without denying, that the motor uses the latest technology and advanced ever been paired in supersport Yamaha motorcycle engine.

And for convenience and ease of control, a new generation R1 was wearing kind of frame / chassis deltabox a truly new and compromised with balance, endurance and violence that is ideal.

Will YFZ R1 who admired the drivers of this world gliding in Indonesia? It seems that for those of you who are interested must be buried deep in the dream because 1.000cc engined motor is still too tight to slide on the streets of Indonesia.

Suzuki GS250F

It's like a tradition in Indonesia, since last 10 years the issue of the presence of a new motor that will be sold by the car manufacturers begin to blow at the beginning of the third quarter every year. Because generally there was a significant increase in motorcycle sales volume during the month of Ramadan and the day before Christmas and new year.

Increasingly sharp competition force car manufacturers to change stance

monotony in the 90s ATPM products offered do not occur only in the motorcycle industry but the same was experienced by four-wheeled vehicle market. An example is BMW's product under the Astra and Volkswagen Audi Group which is under the Indomobil (which is also a two-wheeled Suzuki ATPM). At that time variant is offered by the BMW 3 series variant and 5 series with a similar engine capacity of 1800 and 2300 cc for the 3 series, while 2000 and 2800 for series 5. While the luxurious 7 Series variants or species Z3 roadster (now replaced Z4) was not a menu that offered by car manufacturers BMW. But since Indomobil Group include Audi Volkswagen-made products under the PT Garuda Mataram Motor and sell variants are more varied ranging from the Audi A3, A4, A6 to A8 luxury variants and Sport TT would not want to change the founding of Astra as car manufacturers BMW Indonesia and forced them to products include Series 7, the X5 to the Z3.

Just as experienced by four-wheel car manufacturers. A similar incident was experienced by two-wheel car manufacturers. If previously we only have two choices types of motor bike, black duck (only the colorful striping) with SW and motor cruiser wheels little man with a similar option with a duck, is now more diverse motor variants with a rich assortment of types, types, engines up to choice of shades of color. Commonplace due to the presence begins with Tornado Suzuki, Yamaha Kawasaki F1ZR and the rise of force car manufacturers to further improve quality and product variants they offer to consumers.

Now the 150 cc is not enough

If the first 150 cc engine was considered large enough and qualified to serve as engines of motor sport now it has become outdated. There are two factors that make the 150cc sport bikes become stale or becomes no longer qualified.

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      Duck motorcycle and scooter capacity has reached 125 to 150cc. Cause the performance of ducks such as Jupiter MX and Suzuki Satria FU 150 is approaching or even exceeding 150cc motor sport, especially sport bikes are 4 stroke engine. It is impossible for car manufacturers to use products with the same engine capacity motorcycles duck (bulk) to be the flagship product.

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       4 stroke 150 cc engine has performed well below the 150 cc 2-stroke engine. Meanwhile, although the claim is now two-stroke motorcycle engine Kawasaki Ninja 150 RR able to pass the Euro II standards but the image of society already considers 2-stroke engine is an ancient machine and wasteful. So the only way for manufacturers to make motor sport 4 stroke that has the same performance with 150cc two-stroke motor is to increase the engine capacity from 150 to 250 cc.

Two factors above are also encouraged by the emergence of the general importer of small motors (under 500cc) and the more easily consumers to obtain information about the development of the automotive industry in the foreign countries especially neighboring city and country white elephant.

In the near Motor 250 cc will be coming soon

By the third quarter of 2007 of certainty the presence of 250 cc sport bikes is getting widely heard. But of the four major car manufacturers of two-wheeled Kawasaki only have confirmed their intention to enter the 250cc variant of motor sport. As for Suzuki and Yamaha, although not yet to give formal assurance to the public about the entry of 250 cc sport bike on its product, this seems a matter of time. Because it's too difficult for them to cover up the their intention in producing motor sport to the national market. As for Honda seems we still doubt their intentions to enter the 250cc variant of motor sport. Even if there is even a small chance of inclusion as a supplement 250cc cruiser motorcycle Tiger Revo.

Aprilia Mana 850

This motor was first introduced in the arena EICMA Milan Bike Show 2006, the name Aprilia Mana 850, and immediately invited a lot of click amazed, because motor sport is applying an innovative feature that does not exist in other sportbike, the automatic gear-style scooter matic.

Automatic transmission is electronically controlled, but the driver still can control the motors manually, because Aprilia create two methods in the design girboksnya, namely sequential manual mode and automatic mode full autodrive. how to move the switch located on the handlebar.

Sequential mode allows the driver sped up to seven teeth with a pedal on the left leg or pressing a switch on the left handlebar. This feature is similar to shifting move the teeth on the Yamaha FJR 1300 AE. so when decelarasi, if drivers can not move down to the teeth, then the computer in the transmission will automatically move the teeth.

Autodrive transmission mode is an option that is fully driven by the electronics, there are three engine mappings for autodrive mode, that is touring, sport and rain, except that there are also features semi-autodrive where pengendra can do down gear manually when wanted additional acceleration or engine power braking.

Where aprilia engine uses the V-twin engine with a capacity of 839 cc 90 degree. composition step of 88 bore diameter and 69mm stroke. Aprilia claimed by this machine can produce power 76hp and 53lb-ft of torque. Special support is used a fuel supply from the Weber Marelli EFI system with 38mm throttle body.

Aprilia 850 Mana sportbike Automatic

Motor sport is also equipped with a large trunk and many, such goods can be stored dibagai fullface helmet on which is usually used to place the gas tank, the tank itself is under the seat with a capacity of 4.5 gallons.

BMW S1000RR

Description About BMW S1000RR 

Having discussed since 2009 ago, motor sport BMW S1000RR ready to appear in the next year. Attractive appearance that has been promised will actually materialize.

But unfortunately the engines on offer this time will be no different from its form that has been introduced since 2009 ago.
As reported by topspeed, Tuesday (10/25/2011) BMW S 1000RR will be born with a carrying capacity of 193 horse power engine.
BMW wants to improve ridability by increasing the thrust and torque increase strength and harmony contained in the body of the BMW S1000RR.
But the changes also occur in the suspension that has been modified, using the fork upside down.
Form a machine that offered this kQ was more visible so it will be much easier to see than the power of the machine.
However, changes to the BMW S 1000RR this time was seen from the form of a much more slender body. This was reflected in an asymmetrical panels on the sides and the cover display box which makes viewing sports is much more viscous.
Interested in buying the motorcycle?

Mazda Nagare Concept

The one that I like the most about the future is car, it’s amazing how people design a very futuristic design and not so little can make it happen, some even already have the prototype. Now let’s see about Mazda Nagare concept from Mazda, the word itself pronounced as “na-ga-reh”, this cool car was first shown at the Greater Los Angeles Internation Auto Show, and also as the first series of design concepts that Mazda will show in this global auto show season.Laurens Van Den Acker as Mazda’s new global design director, the team was challenged to invent a means of registering motion in vehicles, and Nagare was born, the meaning of its name is flowing (in Japanese), this design achieves the goal also signaling a fresh design of future Mazda vehicles.

Harley Davidson VRSCF V-Rod Muscle

Harley-Davidson VRSCF V-Rod Muscle is a power cruiser with an overenthusiastic quality. Its engine is rubber-mounted in a hydro-formed steel edge frame. There is a shell that covers airbox located on the top of the engine. The engine has the super-power to produce around 125 hp at 8250 rpm and up to 85 ft-lbs. of touque at 7000 rpm. You will get an Anti-Lock Braking System i.e. ABS installed in your Harley Davidson VRSCF V-Rod Muscle. It is available in Vivid Black, Brilliant Silver, Dark Blue Denim and Red Hot Sunglo. The bodywork of this motorbike surely stands apart from all the rest. Another amazing work of Harley Davidson.

With sculpted bodywork stretched taut over a powerful new physique, the VRSCF V-Rod Muscle rides its way onto the Power Cruiser scene with a broad-shouldered presence. Gaping air scoops, sweeping side-pipe exhaust and a huge rear tire spinning under a clean, clipped fender speak to a contemporary, urban sense of style and performance. The Muscle pushes the Harley-Davidson V-Rod platform into a new turf, where it aims to hold its ground.VRSC Key Features

1250cc Revolution V-Twin: Standard on all 2009 VRSC models, the 60-degree Revolution 1250cc V-Twin is liquid-cooled and features Electronic Sequential Port Fuel Injection (ESPFI), dual overhead cams, four-valve heads, and a five-speed transmission. The engine is rubber-mounted in a hydroformed steel perimeter frame. A shell covers the large-volume airbox located over the engine. A five-gallon fuel tank is located below the seat on all VRSC models. The engine is tuned to produce up to 125 hp at 8250 rpm and up to 85 ft-lbs. of torque at 7000 rpm.

Optional ABS: Each VRSC model is available with optional, factory-installed Anti-Lock Braking System (ABS). Designed to work in conjunction with high-performance Brembo triple-disc brakes, this is the most advanced braking system offered on any power cruiser. ABS is designed to help the rider maintain control during braking events, especially those that happen in less-than-optimal conditions. The components of the Harley-Davidson ABS have been designed and packaged to be virtually invisible, preserving the uncluttered styling of the area around the wheels. Unlike many motorcycle ABS, Harley-Davidson ABS is not a linked system, meaning the rider maintains full, independent control of both front and rear brakes.

New V-Rod Muscle
The wide, angular air-box cover and chopped tail section look as solid and smooth as billet and give the new V-Rod Muscle lines that are clean and powerful. The size of the massive 240 mm rear tire is accentuated by the new broad, clipped and clean rear fender. The combination stop/tail/turn LED light is tucked under the edge of the rear fender, and the side-mount license plate leaves the fender surface smooth and uncluttered. Front-end styling balances the rear, with a trimmed fender that’s blacked out behind satin-finished inverted forks and LED turn signals integrated into the mirror stems. The radiator shrouds are restyled and color-matched to the rest of the bodywork, while the new airbox side covers incorporate air scoop inlets covered with woven wire mesh. The silver five-spoke cast aluminum front and rear wheels are a new design for the V-Rod line.

A new deep seat holds the rider firmly in place against the thrust of the Revolution V-Twin engine. The Muscle features forward foot controls, and a new handlebar with internal wiring. The handlebar is 1.5-inch cast aluminum with tubular steel ends and integrated risers. Bold polished forged aluminum triple clamps secure the inverted forks and frame the distinctive V-Rod teardrop reflector optic headlamp, housed in a satin black bucket.

The long profile of a 34-degree fork rake is stretched visually by new “sidepipe” dual exhausts in satin chrome with fat, turn-out mufflers exiting behind the rear axle. The V-Rod Muscle is available in Vivid Black, Brilliant Silver, Dark Blue Denim and Red Hot Sunglo.

New VRSCF V-Rod Muscle features:

• Liquid-cooled, 1250cc Revolution V-Twin engine
• 122 hp at 8250 rpm/85 ft. lbs. torque at 7000 rpm
• Pewter powdercoated powertrain with polished covers
• Assist/Slipper Clutch with reduced lever effort
• New clutch cover with relocated dipstick
• New Satin chrome dual side exhaust with turn-out mufflers
• New Five-spoke cast aluminum 19-inch front wheel
• New Five-spoke cast aluminum 18-inch rear wheel
• New Triple clamps
• New 43 mm Inverted forks
• New stylized rear shocks with black springs
• New airbox cover and side covers
• New front fender with black-out section
• New smooth rear fender
• New LED stop/tail/turn light
• New LED front turn signals integrated in mirror stems
• New seat shape
• New Internally wired handlebar cast with riser
• New instrument graphics and housing
• New side-mount license plate
• Black frame
• 240mm wide rear tire
• Forward foot controls
• Brembo triple-disc brakes
• Teardrop reflector-optic headlight
• 25.6-inch seat height
• Optional ABS
• Optional Smart Security System
• VRSCAW V-Rod

The evolution of the original Harley-Davidson power cruiser continues in 2009. The V-Rod rolls on a fat 240 mm rear tire. The sweeping exhaust ends in bright chrome slash-cut mufflers. A scooped seat cradles the rider just 26 inches off the pavement. Welded pull-back handlebar frame the clamshell instrument pod and teardrop reflector optic headlamp. Raked out to 36 degrees, 49 mm forks hold an anodized aluminum Profile laced front wheel. The V-Rod is available in six production color combinations, including new Red Hot Sunglo, Flame Blue Pearl, Vivid Black/Pewter Pearl, Flame Blue Pearl/Pewter Pearl and three new Custom Color combinations: Black Ice/Blue Ice, Light Candy Root Beer/Dark Candy Root Beer, and Big Purple Flake/Brilliant Silver.

lamborghini sport car

At first I thought it was a surprise Lamborghini, but looking in the next second, the images that I knew that the dream of a crazy fan of the Lamborghini Alar is the masterpiece of the e-Lamborghini Diablo fantasy by Joan Ferci turned into a crazy child.


lamborghini sport car

This car has disrupted anything, a spirit of Lamborghini super sports cars and models. It has nothing to do with fast machines, but it's all about extraterrestrial. The front end has too much light, each shape is a curve, and it flows like a F50. It looks like a cheap body kit designed to transform your damaged Firebird in a Murcielago. Some ideas of God, but there is not a straight line on the car, the car seams will never be able to catch the speed. It's like a small car melted. Thans God there are real designer of the world, so I can be happy. Please do not bring it to production!

Honda FC Sports Car with V Flow Fuel Cell Technology

The new FC Sport fuel based car from Honda was recently displayed at the LA Auto Show is one traffic stopper. The designers have taken into their advantage the flexibility which is extended by the fuel cell powertrain as it is placed on the back of the driver. It’s a 3-seater with the styling of sports car major McLaren F1 vehicle, where in the driver is in the middle with passenger seats on side and back. The concept car is right now under study and testing to understand the full utility of the product. Though there may be a possibility of Honda releasing a full fledged version for commercial use.[Press Release]Honda FC Sport Design Study Suggests Hydrogen Sports Car Future LOS ANGELES, Nov. 19, 2008 – Honda today revealed the Honda FC Sport design study model, a hydrogen-powered, three-seat sports car concept, at the 2008 Los Angeles Auto Show.

The FC Sport emphasizes the design flexibility and potential of Honda’s V Flow fuel cell technology – already deployed in the Honda FCX Clarity sedan – and reconfigures it into a lightweight sports car design with an ultra-low center of gravity, powerful electric motor performance and zero-emissions. The design study concept is inspired by supercar levels of performance through low weight and a high-performance, electrically driven fuel cell powertrain.

“The Honda FC Sport explores how to satisfy automotive performance enthusiasts in a world beyond petroleum,” said Dan Bonawitz, vice president of American Honda Motor Co., Inc. “People who love sports cars will still have a reason to love in a hydrogen-powered future.”

The high-output Honda fuel cell powertrain and a sleek, aerodynamic body contribute to the vehicle’s performance potential. A modular approach to fuel cell component packaging and the electric drivetrain contribute to the FC Sport’s low center of gravity with the majority of vehicle mass distributed between the axles, creating the balanced weight distribution sought after in sports cars.

The ideal placement of the Honda V-Flow fuel cell stack and related components demonstrates the benefits of a platform-specific, hydrogen-powered fuel cell powertrain. The FC Sport is configured to accommodate a custom-formed high-power fuel cell stack, located between the rear seats, and a battery pack placed low in the middle of the vehicle. The electric motor resides just forward of the rear axle. Two fuel storage tanks, visible from above, are located above the rear axle.

The optimal placement of fuel cell components for performance also allows for a relatively large passenger cabin by conventional supercar standards with enough space for three seating positions. The interior layout focuses primarily on the driver with a racecar-like center driving position. The enclosed canopy opens upward from the rear to allow for entry and exit. Two rear passenger seats flank the driver’s left and right side.

The sleek, low-profile body is designed to convey a high-technology appearance with sculpting that combines angular shapes in the front of the vehicle that taper into geometric, hex forms in the rear. The rear hex forms house cooling radiators for the fuel cell. Formula 1-style barge boards behind the front wheels enhance high speed aerodynamics and convey the vehicle’s racing pedigree. The hydrogen storage tanks, visible from the rear deck, showcase the FC Sports fuel cell technology in much the same way that a “naked bike” motorcycle showcases its engineering technology.

The glacier white body color conveys the FC Sport’s clean environmental aspirations while the dark wheels and deeply tinted glass provide a symbolic contrast befitting of the vehicle’s unique combination of clean power and high performance. Green construction techniques further contribute to a reduced carbon footprint. An organic, bio-structure theme is carried through to the body construction where exterior panels are intended to use plant-derived bio-plastics.

The Advanced Design Studio of Honda R&D Americas, in Pasadena, California, developed the FC Sport design study with the primary objective of using existing fuel cell technology as the basis for an ultimate Honda sports car. Designer Jason Wilbur led the design efforts.

Honda R&D Americas, Inc. began its operations in California in 1975 with local market research activities and has steadily grown its capabilities over the past 33 years to include all aspects of new vehicle design and development. Recent development efforts include trend-setting products such as the Honda Pilot, Ridgeline, Element, Civic Coupe and Civic Si.

In 2008, the company opened two new design centers in Southern California: the Acura Design Studio (Torrance), for the research and design of new Acura products; and the Advanced Design Studio (Pasadena), for the exploration and development of advanced design themes for both Honda and Acura.

The company operates 11 major R&D facilities in North America, including a full vehicle development center in Raymond, Ohio, and three design studios in Southern California. Honda R&D designers, engineers and support personnel are engaged in the development of Honda and Acura automobiles, powersports products, and power equipment for North America and global markets. The company’s main centers of operation include the Los Angeles Center (Torrance, California), responsible for market research, concept development and styling design; the Ohio Center (Raymond, Ohio), responsible for complete product development, testing, and support of North American supplier and manufacturing operations; and a dynamic test facility in Cantil, California.