Monday, May 31, 2010

Martin's 1920 16H Norton


From Martin in the UK:

"Attached are some pics of my 1920 16H. This is a very original machine. I bought it to rob it of the genuine original belt drive tank that was fitted, as it was clearly not correct for the machine. Now it has a nice replica tank with a Best and Lloyd semi-automatic oilpump and the original belt drive tank is soon to be adorning my belt driver... It goes rather well for such an early machine and makes one understand how they nearly scooped the pool in the 1920 Senior TT. Its such a lively performer, and so easy to ride but does have very delicate steering, so light it wanders if you try and grip the bars too tightly but is fine if you just let it find its own way.


We had a VMCC vintage training day at the Grampian Transport Museum at Alford near Aberdeen in the north of Scotland last weekend. I took the 16H and it was ridden by maybe thirty people keen to experience the thrills of riding a hand change, lever throttle early machine through the arrangements made by the Vintage Motor Cycle Club. The bike ran faultlessly all day despite the many different riders and the unexpected heat of the day, and was judged one of the most desirable bike present by most riders I spoke to."

2010 NEW SUZUKI GSX1250FA TRAVELER

2010 SUZUKI GSX1250FA TRAVELER
NEW SUZUKI GSX1250FA TRAVELER


SUZUKI GSX1250FA Traveler 2010 is able with 37-liter top box with black awning and acclimation support, from 33-liter saddlebags and windshield with addition capricious for greater aegis from air . For those absent article more, however, Suzuki Italy offers a actual all-encompassing account of alternative accessories, alignment from rear fender to bout the set central bag for panniers through elements such as bracket Navigator, the catchbasin bag (from 7 to 15 / 22 liters) the bolt awning or the aboriginal motorcycle anxiety beacon.

1255 cc, four cylinder, DOHC 16-valve administration and best achievement of 98 hp at 7,500 rpm, the Suzuki FSX1250FA offers a actual acceptable cycle, abnegating the angle elements such as backward angle while no curtailment of such affairs as rear swingarm and monoshock with accelerating linkage, admixture wheels, three-spoke sports tires 120/70-17 "ant. and 180/55-17 "post. advanced anchor discs and 310 mm. Series, such as ABS, including the adjustable bench acme (20 mm) and the centermost stand.


2010 SUZUKI GSX1250FA TRAVELER2010 NEW SUZUKI GSX1250FA TRAVELER WALLPAPER

Model Suzuki GSX 1250 FA Traveler Specification
Year 2010

Engine Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder

Capacity 1254.8
Bore x Stroke 79 x 64 mm
Compression Ratio 10.5:1

Induction Fuel Injection

Ignition / Starting Digital transistorized / electric

Max Power 98 hp
Max Torque @ 7500 rpm


Transmission / Drive 6 Speed / chain

Front Suspension Tlescopic, oil damped, preload adjustable

Rear Suspension Link-type suspension, 7-way adjustable preload, 4-way adjustable rebound

Front Brakes 2x 310mm discs 6 piston calipers

Rear Brakes Single 240mm disc

Front Tyre 120/70-ZR17

Rear Tyre 180/55 ZR17

Seat Height 805 mm - 825 mm

Dry-Weight 257 kg / 567 lb

Fuel Capacity 19 Litres

Happy Memorial Day


The Wing Nuts want to thank all the Soldiers, Sailors, Marines, Airmen and Coast Guardsmen for everything they have done for this country. Please take a moment during your bbq and beer drinking to remember the men and woman that made the ultimate sacrifice for our country and why you have the day off from work.

Sunday, May 30, 2010

A 'Successful' Bicycle Blog?

Today I received an email from a reader asking for "tips on how to run a successful bicycle blog." I get this type of question every so often, and never quite know how to respond. For starters, what exactly is a "successful bicycle blog"?... One with a readership of over x visits per day? An average of y comments per post? Placement on "top 50 bicycle blog" lists? Mentions in local publications? Probably all of the above, plus other indicators I am not even aware of.

[EcoVelo - one of my favourite "successful bicycle blogs"]

The next thing that comes to mind when considering the question, is why would one want a "successful bicycle blog" - that is, what do they hope to get out of it? If one's heart fills with desire to write about bicycles, they can simply open their computer and start typing - using free and easy platforms like BlogSpot and WordPress if they wish to make the writing public. The act of turning to an "established blogger" (reader's phraseology) for advice suggests that there is a specific end-goal in mind. I suppose the goal can include sponsorships, effective advocacy, and personal fame... but I think that such a goal-oriented attitude at the start is counterproductive.

[Let's Go Ride a Bike - one of my favourite "successful bicycle blogs"]

The main thing I would suggest, is to start the blog only if you have a genuine interest in the topic - an interest that is sufficiently strong, so that you can imagine producing hundreds of posts, day after day, with the same degree of enthusiasm as your first. Because the most important aspect of a blog's "success," from what I have seen, is its sustainability. Even though it may seem like there are tons of bicycle blogs out there, the number is actually not that great if you narrow it down to those that have been around for at least a year and continuously generate new content on a close-to-daily basis.

I would also consider how much of your time writing a blog would take, and whether that time investment would be worth it for the end-goal you have in mind. I am an unusually fast writer and constantly write anyway as part of my work. A blog entry every one to three days is possible, in terms of both time and effort. Otherwise, I absolutely would not be able to do it.

[The Mixte Gallery - bicycle blog with a unique theme]

Finally, I would suggest considering whether your bicycle blog will be sufficiently unique so as to differentiate it from all the others out there. The uniqueness can be a result of a specific focus (The Mixte Gallery is all about mixtes), of a distinct tone of voice (BikeSnobNYC's comic crankiness), of a consistent visual theme (the women on Copenhagen Cycle Chic), of being a source of cycling news in your area (the regional focus of Boston Biker), or of many other factors - but there must be something that will make the blog stand out in some way.

[BikeSnobNYC - one of my favourite "successful bicycle blogs"]

As for attracting readers, advertisers, sponsors, journalists and what have you... I feel that having this as your goal from the start could very well undermine it. It is my belief that readers can sense it when the ultimate purpose of a piece of writing is marketing-driven, and are less likely to connect with such writing.  I could be wrong, but I think that most "successful bicycle blogs" happened not by design but organically: The writer is so taken with the topic, that they keep writing and writing - until people begin to read. The best thing to do is simply to write and not think about "success" - whatever that may mean to you.

1947 Triumph 3TU Experimental


After an email about this bike, I did a little research on my own. I still don't know much about it but found this pretty good pic. Looks like a 300 of sorts with Indian style body work. Anyone know anything about these? Where any produced? Do any exist?

Early Trumpet

Saturday, May 29, 2010

Gloves? I don't need no stinkin' gloves.

Friday, May 28, 2010

Bicycles in the Field

While the Co-Habitant and I have separate dayjobs, we also work together as an artist team. The artwork we make is hard to summarise, but, among other things, it involves photography - usually in far-off, remote locations. The distance to the locations, the remoteness, the amount of photo equipment and props we use, and the need to be on location at a specific time so as to get the right light, make driving the most suitable means of transport to the sites. However, we now have at least two photo-shoots planned that are close to Boston, and the distances to these locations (13-15 miles from home) are reasonably cyclable. Prior to doing the actual photo shoot, we normally take a reconnaissance trip to the location - to take test shots, to get a feel for the light, and to try out background compositions. These trips don't require much equipment, and so we decided to try to do this on our bikes.

It took over an hour to arrive at the photo-shoot location on our roadbikes. While we have cycled that distance many times before, it has always been in a recreational context, never for work. Here are some notes as to how this was different:

It was difficult to focus on creative thoughts with my leg muscles working overtime (hills) in the summer heat. Instead, my focus is mostly on the physical process of cycling and on monitoring traffic conditions.

Also, I realised that when we cycle together we tend to talk about cycling-related matters - a habit that proved difficult to break! When we drive to photo-shoot locations, we use the trip as an opportunity to have in-depth conversations about our work. We did not succeed in doing this while cycling, as the topic of conversation kept shifting to bikes - that is, when it was possible to talk at all.

Upon arriving on location, even after a rest, it was difficult to focus on work. We were in a forest, dissected by foot-paths covered in gnarled tree roots and pine cones. The Co-Habitant got excited at the opportunity to cycle off-road. I became frustrated - both because I was too afraid to do it, and because that wasn't what we were there for. I insisted that we walk the bikes and search for potential scene backdrops instead. He agreed, but I could tell that his spirit yearned for off-road cycling and he wasn't truly able to keep his mind on our project.

Finally, we happened upon a grassy clearing with wildflowers, and now it was my turn to get distracted. I was supposed to be taking test shots of the location, but I could not resist the opportunity to take "bike portraits". Neither could the Co-Habitant. We ended up posing our bicycles amidst the flowers and then cycling around the grassy meadow, just to get it out of our system. Pathetic!

In the end, we did take the test shots we needed, and even came up with plans for the perfect backdrop. But the process took all day, and we repeatedly struggled with staying on task. The lesson? Well, I guess that we have a hard time combining fieldwork with long bike trips, as the latter is not only exhausting, but fosters a cycling-specific atmosphere that is difficult (for us) to break out of.

That is not to say that we are giving up and will take the car on such trips next time. Rather, I am trying to figure out how to prevent the same conflict from happening again. As much as I love bicycles, they are (believe it or not!) not the center of my universe, and my artwork is infinitely more important to me. I would like for cycling to be a tool that will help me with fieldwork, without sucking all the attention away from it. Just need to figure out how exactly to make that happen.

Triumph butts drive me nuts!

Motorcycle Pictures of the Week - Ms. Glo

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Ms. Glo on her 2006 Honda VTX 1300. We need more pictures of men and women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

Honda CB1000F unveiled





Honda UK have unveiled a further addition to the range for Honda CBF1000 bikes, with their new Honda CBF1000F.

The new CBF1000F has a single exhaust end-can to its 998cc Fireblade-derived motor, which is tuned for torque, but has a slightly higher compression ratio to the existing CBF1000 range and around 10bhp more. Honda’s frugal PGM-FI system makes the CBF1000F 7% more fuel-efficient. The 1000F also has a new aluminium frame, replacing the steel original, with improved suspension and adjustability. Honda’s revolutionary Combined ABS (C-ABS) system is included as well.

The CBF1000F has a racier, slimmer look to the half-fairing and a new dash layout. This includes a large, central analogue rev-counter and digital speedometer along with a dual trip meters and fuel gauge, which also shows both real-time and average fuel consumption. The CBF1000F features a four-position windscreen, three-position seat and adjustable handlebars.

The new CBF1000F genuine Honda accessories available include, luggage, heated grips, alarm and U-lock. It will be available in four new colours – Pearl Nightstar Black, Quasar Silver Metallic, Pearl Cool White and Pearl Amber Yellow - all finished-off withblack-finished engine covers and six-spoke wheels. The price of the CBF1000F is anticipated to be around £9,000.

It is expected to have an Autumn launch date in Honda Dealers.

Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://bestmotorstyle2011.blogspot.com//
Swicki: http://motorcycling-swicki.eurekster.com/

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Thursday, May 27, 2010

Best Hot News Today

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2010 Mazda CX-7

The 2010 Mazda CX-7 gets freshened styling and a new base engine. This crossover SUV seats 5. New “i” and “s” prefixes and a low-price SV model join Sport, Touring, and Grand Touring trim levels. The i SV and i Sport have front-wheel drive and are powered by a new 161-horsepower 2.5-liter 4-cylinder engine and 5-speed automatic transmission. The s Touring and s Grand Touring offer front-wheel drive or all-wheel drive. They reprise their 244-horsepower turbocharged 2.3-liter 4-cylinder and 6-speed automatic transmission. Maximum towing capacity is 2,000 pounds.

Simpson's 1930 Swedish TT winning CS1


From Simon: "Here are a few more photos of this historic machine. The first shows A. Nystrom with it in 1931, the second shows the new owner Rolf Gullick, after it was sold by the Nystrom firm in 1934, while the third shows it receiving some frame surgery in 2002.



This last shot is quite important: here we have a machine of September 1930 with a downdraught head and flange mounted carburetter. I don't think the head comes from a later model. First, Woods' 1930 Ulster GP winner had down draught carburetter and coil springs. Second, because of the 'intermediate' dimensions of cylinder studs, cam box etc. of the early Carroll engines, it was not possible just to fit a later head and/or barrel. One really had to change the whole engine.

Note too the strange gearbox end cover with the unusual (for Sturmey Archer) clutch wihdrawal mechanism. This style of box also appeared in Lacey's '30/'31 Brooklands mounts and was almost certainly still a three speed unit."

( 2010 ) NEW TRIUMPH DAYTONA 675 SE



( 2010 ) NEW TRIUMPH DAYTONA 675 SE
The New Triumph Daytona 675SE beauteous new liverylivery has been advised to enhance the British bike’s glassy and attenuate profile, with anew styled dejected cartoon and race-inspired pinstripes on the graphite coloured wheels.

Powered by the critically-acclaimed 675cc three-cylinder agent bearing 126bhp, the Daytona 675SE is mechanically identical to the accepted Daytona 675, which has accustomed accepted acclaim back its addition at the alpha of the year. Back barrage the accepted archetypal has won abundant alley and clue based accumulation tests adjoin its supersportsupersport chic competitors and is the apparatus of best for the acute rider.

( 2010 ) NEW TRIUMPH DAYTONA 675 SE
NEW TRIUMPH DAYTONA 675 SE WALLPAPER

The circuit-developed apparatus embraces the actual latest anatomy technology, including awful adult and adjustable abeyance both at the advanced and rear. These abeyance units, adjustable for both aerial and low acceleration compression damping, accord unparalleled levels of ascendancy for the antic addition while alms a plusher than accepted ride on asperous alley surfacesroad surfaces.

A abounding ambit of official accessories are accessible for the Daytona 675SE, giving owners an befalling to personalise both the looks and achievement of their machine. Clue day enthusiasts are able-bodied catered for with a cardinal of accessories, including abundant failing carbon fibre parts, a ‘plug-and-play’ quickshifter set, and admirable race-style rear set footrests and silencers developed in cooperation with Italian chase specialists Arrow Special Parts.

Suzuki GSX-R1000 25th Anniversary limited edition launched






Suzuki GB have released details of the very special limited edition 25th Anniversary GSX-R1000, of which only 25 will be coming to the UK.

Featuring a bespoke white colour-scheme with special GSX-R anniversary logos, numbered top yoke plaque, Yoshimura 25th anniversary exhaust cans with engraved end plates, laser-etched wheel rim graphics and a certificate of authenticity.

Additionally Showa Big Piston Forks offer enhanced control and maneuverability, a redesigned engine with improved performance and a shorter wheelbase to aid sharper turning.

With a recommended retail price of £11,000, more information can be found at Suzuki's special 25th anniversary website - www.imgsx-r.com

Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://bestmotorstyle2011.blogspot.com//
Swicki: http://motorcycling-swicki.eurekster.com/

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Wednesday, May 26, 2010

Grandfather's c1926 Model 18 Norton


An email from Paul in Australia:

"I have a soft spot for Nortons. My grandfather had several in his collection including a Manx that raced at the IoM in the late 40's. His collection was sold of after he passed away and I lost track of where the bikes ended up. Recently I came across the attached photo of him in what I believe to be the 1920s on a bike he rode to the Victoria/New South Wales border here in Australia. I was hoping you may be able to identify the bike for me? Kind Regards, Paul"

JdK: This is a mid-1920s Model 18 equipped with a later set of electric lights. The rear carrier disappeared and someone fitted flat mudguard stays. Not sure what the bulge is that I see behind the carburetter. He lost a rubber knee grip. Great photo!

Simon: "I think it is a 1926 Model 18 (or even 1927 if that is a wing nut type adjuster on the fork damper - not too clear) - the rockers are the arched type first used on the 1925 Works bikes and pretty well standard from the end of  '25 through to end '29. None the less, they could have been changed along the way for the later type though it means changing the pushrods and push rod return springs as well."

Roger:  "There are some indications that the picture was taken much later than in the 1920s as the machine is in a well worn state and the pork pie rear lamp is more mid 30s. The manual oil pump feed does not appear to be connected to the crankcase but there is a feed from the bottom of the tank with a tap. The gear change lever has been shortened like the one on LPD1 so that it can be operated by foot. The rear stand has been changed and is no longer held up by the over centre spring. The electric lights would need either a generator or a battery so that is probably what is sitting behind the carburettor. I don't think that the kneepad is missing, I think another one has been placed on top of it."

Dixon...The Greatest Little Show on Earth


I highly recommend this show and swapmeet. We attended last year and it was fantastic. Great people. Great bikes. And a super great swap. The Wing Nuts will be there. Come say "hi" at the NLAMC Booth.

Reluctant Friends

They exchanged suspicious glances and growled at each other at first, but Graham and Eustacia have finally learned to be friends. They now see beyond their differences and instead focus on the similarities: the green frames, the cream tires, the leather Brooks saddles, the twine, the dynamo hubs and headlights - so much common ground.

Lately I have been incorporating both bikes into my routine: During the day I travel for work and errands on the Pashley, then come home, quickly change clothes, and do a 25-mile ride on the Rivendell before it gets dark. They are both feeling loved, and I am feeling a like a velo-bigamist!

HOt News today on the car

Volkswagen AG will acquire a 90 percent stake in hot news today Italdesign Giugiaro S.p.A., VW said Tuesday.The Giugiaro family will retain 10 percent in the 42-year-old automotive styling company that is famous for designing cars such as the first-generation Volkswagen Golf.VW CEO Martin Winterkorn said Italdesign will make an important contribution to the automaker's 2018 global growth strategy.“The Volkswagen Group will be continuing its model initiative over the coming years and will benefit from the capacity and competence of Italdesign," Winterkorn said in a statement.VW did not give any details
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( 2010 ) NEW CAN-AM SPYDER ROADSTER RS-S

( 2010 ) NEW CAN-AM SPYDER ROADSTER RS-S
CAN-AM SPYDER ROADSTER RS-S 2010

The Spyder faces no absolute antagonism to date, i.e. a axial basement apparatus with two-wheels in advanced and one in back. Harley Davidson’s Street Glide Trike and Tri Glide Ultra Classic accept their distinct caster up front, afterpiece to a motorcycle, and advertise for a lot more: $19,299 for the Spyder RS compared to $33,109 for the H-D Trike and $36,689 for the Tri Glide. The aforementioned can be said for the assorted three caster about-face kits for assorted H-D and ample Honda bikes. Piaggio’s MP3 scooters behave absolutely like a motorcycle. And, the T-Rex from Campagna Motors appear with a roof and abounding cage, houses the disciplinarian and commuter side-by-side central the borderline anatomy instead of over the engine, appearance a council wheel, and sells for over $53,000 a pop.

( 2010 ) NEW CAN-AM SPYDER ROADSTER RS-S

( 2010 ) NEW CAN-AM SPYDER ROADSTER RS-S
( 2010 ) NEW CAN-AM SPYDER ROADSTER RS-S WALLPAPERS

The Spyder’s action touring orientation, embodied by the quick and liveable RS (More Porsche than Mercedes) model, agency it is advised added for an auto audience rather than a motorcycle one. In fact, all you charge to ride a Spyder in Quebec is a Class 5 active admittance (automobile) and booty a 7-hour specialized training session, article that is abiding to allurement abounding newcomers to the open-top experience. A motorcycle admittance additionally allows you to ride it, of course.

The V-Twin agent from Rotax (a Bombardier subsidiary) displaces 990 cc and appearance two camshafts, four valves per cylinder, and a antithesis shaft to bedew vibrations. Earlier versions of this abundant agent powered the Aprilia RSV1000R and Tuono 1000R, again the Buell 1125R and CR, area it accepted reliable and angry out added than absorbing performances. On the Spyder RS-S, the best contempo iteration, as acclimatized to the roadster’s accurate needs, delivers 106 ponies at 8,500 rpm, a accomplished 33 hp beneath than the adaptation powering the Aprilias. The accommodation is added torque over a nice, constant, ample ambit that bliss off as aboriginal as 2,000 rpm and climbs up to 77.8 ft-lb at 6,250 rpm, area it gradually tapers off en avenue to the red line.

Paint store cowboy

Tuesday, May 25, 2010

The Norton Scrapbook - a Curate's Egg?*


A book review by Simon Grigson

The latest glossy offering from Morton's Group by James Robinson, Editor of The Classic Motorcycle.

I have just received a copy of the Norton Scrapbook and from my view-point as one who has a considerable interest in the pre-WW II era, I find it disappointing, especially so as the Editor has access to what must surely be the best possible archive of motor-cycling history in the world.

Whilst I appreciate the scrapbook theme may have some merit, excessive use by the layout designers of the theoretical adhesive tape to 'attach' the photos to the page has been vastly and carelessly over-done - to such an extent that some images of complete machines, or machines and riders, are seriously impaired.

As regards the overall make-up of the collection, I find it hard to understand why we are presented with eight pages relating to the 1939-45 WD 16H and Big Four machines - a couple of pages would have sufficed - yet there is but one, yes ONE photo relating to Nortons at Brooklands. Bearing in mind that Nortons were probably the most successful marque to be raced at Brooklands in the 1919 to 1939 period, with dozens of wins and world records, this is a fairly serious omission by any standards. Incidentally, the somewhat uninspired print selected is that much used photo of J.L.Norton, D.R. O'Donovan and R. Judd with the 1922 prototype OHV engine crudely shoe-horned into one of O'Donovan's sidevalve Brooklands steeds.

I suppose it is inevitable that there will also be errors in the text and captions and in the section covering the period up to 1939 there are certainly a few which sprang to my attention. Possibly someone with more in-depth knowledge of the Edwardian and thirties periods might pick out a few more. And last but not least, concerning the early Moore-designed OHC CS1 engine, of which a photo taken in 1960 has been selected (see Built for Speed/John Griffith/Motor Cycling), the 'cricket bat' nick-name has been used yet again - a relatively modern invention which was not current pre-war, according to my sources. The earliest mention of it in print I have seen is in Bob Holliday's two Norton books, which came out in the seventies. If it's any consolation to James Robinson, Bob's books contained considerably more errors than the Scrapbook!

Summing up, this is not a book to which I shall refer very frequently but equally, it is cheap and cheerful and will be retained rather than sent to the nearest charity shop.

*For those unfamiliar with the phrase, have a look on Google and all will be revealed!

Drop Bars: What Are They For?

After initially having set the handlebars on my Sam Hillborne quite high so that I could get used to them, I have now lowered them to a more typical position. Despite having done this, I think that there was nothing objectively wrong with my initial set-up. I received lots of comments and advice in my previous Hillborne posts, and one view expressed was that if I have to raise the bars so high, then perhaps I should not be riding with drop bars. This is an idea I very much disagree with, and here is why.

What is the purpose of drop handlebars? Many believe it is "to go fast" - that is, to achieve an aggressively forward-leaning position that would allow for maximum speed. And for that purpose, it would indeed make sense that the handlebars ought to be placed as low as possible.

However, while this is one of the things drop bars can be used for, it is by no means their only function or their mandated use. An equally important feature of drop handlebars is the unparalleled variety of ergonomic hand positions they offer - which is crucial for long rides. When cycling long distance, it is not only uncomfortable, but dangerous to use handlebars with limited gripping areas that allow for only one hand position. And by "dangerous" I mean that you can cause nerve damage to your hands. Drop bars, on the other hand, offer a continuous gripping surface with 5 distinct hand positions to switch between, greatly reducing the chances of this happening.

As I have mentioned before, I already have pre-existing nerve damage in my hands, so I feel hand "discomfort" (electric-current-like sensations running through my wrists and fingers) a lot sooner than those with healthy hands. This makes me an especially good candidate for drop bars when I go on long rides.

So what do ergonomic hand positions, nerve damage and touring have to do with speed or aggressive cycling? Absolutely nothing, and that is precisely my point. I have no interest in breaking speed records. All I want, is to cycle long distances without my hands ending up in bandages again. Drop bars are perfect for that, and whether they are placed high or low is completely irrelevant - as long as I am comfortable reaching all the available hand positions. Drop bars mounted high are better for touring than no drop bars at all. Sheldon Brown and Grant Petersen agree.

The perception that drop bars must be mounted as low as possible is an aesthetic preference rooted in racing culture and informed by the male anatomy (as males have longer torsos than females). But it's time to break that connection. Drop bars are fantastic for touring and exploring, and they can make your ride extremely enjoyable if used in a way that is right for you.

( 2010 ) NEW MINERVA FISCHER MRX 650

( 2010 ) NEW MINERVA FISCHER MRX 650
NEW MINERVA FISCHER MRX 650

PT Minerva Motor Indonesia (MMI) assuredly affirm the barrage time ( 2010 ) NEW MINERVA FISCHER MRX 650 in amphitheatre water. The plan, Minerva will authority a bendable barrage that backpack motor action 650 cc agent in July 2010.

Fischer's arrival, according Kristianto absolutely appropriate because it is the buyer of the motor in accession to Fischer, Fischer additionally accepted as the above Superbike champion. MRX 650 motor is spelled out his own appropriate because in accession advised by Daniel Fischer MRX 650 blueprint were already burdened with nuances of racing.

Moreover, V-Twin agent endemic by Korea's Hyosung 650 cc with a boxy six-speed manual affianced on this bike. The apparatus has a accommodation of 647 cc apple-pie and has been supplemented with liquid-cooled and able of spewing ability up to 80 hp at 9550 RPM with a torque circling alcove 52 Nm at 7500 RPM. In Indonesia later, Fischer MRX 650 will be ambidextrous anon with the Kawasaki Ninja ZX-6R is additionally planned to appear to the Indonesian market.

( 2010 ) NEW MINERVA FISCHER MRX 650 MINERVA FISCHER MRX 650 PICTURE


NEW MINERVA FISCHER MRX 650 Specification

Specification of ENGINE
Engine type 647 cc liquid-cooled 90 degree V-twin
Bore and Stroke 81.55mm X 62.0mm
Compression Ratio 11.47:1
Valve Train DOHC four valves per cylinder
Fuel Management Dual Mikuni 39mm
Ignition Computer-controlled digital with variable mapping
DRIVE TRAIN
Transmission Six speed
Final drive 525 Regina O-ring sealed chain
CHASSIS / SUSPENSION / BRAKES
Front suspension 43mm inverted telescopic with compression and rebound adjustment
Rear Suspension Ohlins single shock with adjustable ride height, compression damping, and spring preload
Front Brake Dual semi-floating 310mm disc, Brembo master cylinder, Goodridge steel brake lines
Rear Brake Single 210 mm disc
Front Tire Bridgestone, 120/70 ZR-17 radial
Rear Tire Bridgestone, 160/60 ZR-17 radial
DIMENSIONS
Rake 24.0 degrees
Trail 3.86 inches/98.0 mm
Wheelbase 55 inches / 1397 mm
Seat height Adjustable 29.5-31.5 inches / 749-800 mm
Actual Dry Weight, MRX 382 lbs / 166.47 kg
Actual Dry Weight, MRX (SP) 357 lbs / 157.4 kg
Actual Dry Weight, MRX (Race) 346 lbs / 150.59 kg
Fuel capacity 4.6 gallons
PERFORMANCE
Horsepower, crankshaft 80 @ 9550 RPM (with Ram Air)
Torque 52 @ 7500 RPM

source : oto.detik

Cold weather riders

Monday, May 24, 2010

Rob's 1928 Model 18 Norton


Rob's 1928 Model 18; he plans to refit the original mudguards and build a new rear carrier. Rob restored it in a cellar many years ago, and has used and abused it ever since (he rides it on the fast lane of the motorway). It never let him down. Note that the engine already has the 1929-type of lubrication, without the external oilpipes on the timing chest.

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