Bert Denly, c1924 Model 18 Norton

Simon: "This is Bert Denly at Brooklands. The silencer makes me think the picture was taken in '26 or so, even though it still shows the early 'straight' rockers."

Roger: "Bert didn't join O'Donovan at Brooklands until April 1923. The Brooklands can rather than the "python" exhaust puts it later than 1924. The cycle parts look very much like the pictures of the Monza record breaking machine in 1924 so I would date the machine as 1924. It is remarkably clean for a Don Norton so that would rule out 1926 making it more likely the pic was taken in 1925."

1946 Model 18 Norton

Stretching the rules a bit, as this Norton is too young to feature on this website; but the photo found on Flickr is too nice not to include.

It's a 1946 Model 18. Giveaways are the front brake drum on the right-hand side of the machine, the way the headlight is fitted to the forks with four brackets and - just visible- the smooth appearance of the upright gearbox.

Take Me to the River!

Just about the only thing saving my sanity during the awful heatwave we are having in Vienna, is the splendid and beautiful Danube. The Danube River and the Danube Canal run through the length of the city, and the bicycle paths along them are extremely useful for travel from one neighborhood to another. The streets of Vienna may be choking with exhaust fumes and the asphalt may be melting from the heat, but the cycle paths by the river are leafy and breezy. And they can take you from the center of town to the serene countryside in as little as 30 minutes!

A couple of days ago, Anna (from Cycling is Good for You) and I escaped Vienna for a trip to the country, swapping bicycles while we were at it. But I will have to postpone writing about that, because I am off to a conference in Romania (which, incidentally, is accessible via the very Danube bicycle path that runs through Vienna). I enjoy knowing that I can get on the river path around the corner from my house, and just keep going for days until I reach either the Black Forest in Germany, or the Black Sea in Romania. And this is the same bike path on which I commute to work! Magical.

Bucktooth Bandit

What's this then?

A cutting from one of the old Motor Cycle magazines, does anyone have the answer as to what this is? Some suggest it may have to do with water injection or some sort of dual fuel set-up, a war-time bodge due to fuel shortage? It seems to be fitted to an early 1920s Big Four Norton.

Roger: "I think we can rule out the dual fuel idea as this would require a large gas bag or a generator unless there is a sidecar hidden at the back of the picture. In any case there isn't a mixing chamber or feed to the carb.

The water injection idea would not require timing as the vacuum from the down stroke on the inlet cycle would suffice and the reservoir is too small.

The answer may lie in the absence of valve springs, there is a cylinder where they would normally be. How about a desmodromic side valve conversion with the valves closed by the contraption driven from the exhaust cam, operating push rods going down through holes bored in the cylinder finning. This would allow direct operation of the closing pushrods by a lobed cam in the top assembly. Lubrication of these cams could be via the reservoir which would feed oil to the "apparatus" while the camshaft bearings appear to have greasers.

Given the overhead valve conversion featured earlier this may not be as far fetched as it seems!

There is a fatal flaw in the design however! The drive uses a Bowden type cable which was probably intended for driving a speedometer from the look of it. The Ford Focus uses a similar cable in torsion to open the bonnet with a key. The one on our Focus failed after three years because it couldn't stand the repeated changes in direction which for opening the bonnet is not that many times. The cams would place a similar load reversal on the cable especially if a light spring is used to hold the valves closed."


Update: find the answer by clicking this link.

V-BELT CVT HONDA VARIO AND SKYWAVE SUBTITUTION

substitution skubek components there are also unique. This occurred between Honda Vario and Suzuki Skywave. Mechanical test results obtained prove the relationship between the two skubek berbodi this bongsor.

"First try v-belt between Vario and Skywave. The size or length of the same," said A Sin, Mili Moto mechanical workshop on Jl. Long, No. 6C, Kelapa Dua, West Jakarta.

Of the same size that is the basis. "The difference is in the form of ribbed belt so curious to exchange our life," continued A Sin that we do not have the same relationship that salt.

When trying to compare, ribbed on the Vario is a smaller belt. "Who's belt Skywave more evident when compared with obese Vario belt," said the mechanic who actually subscribed ini.4749cvt moge community-vario-skywave-Adib-2.jpg

Given these differences there are also certain effects produced when the exchange was, and proven. "Vario better standards of life have a SkyDrive, either for initial attraction or lap top," beber this medium-bodied men.

But, if you have the Vario is used in standard Skywave felt no significant effects. "In fact, seemed to weaken or become slow," said the short-haired man.

"It means that if Skywave innards had been replaced, it is more suited to the belt which has a smaller serrations or skinny," said a man who also mechanic house calls for large motor business.

What about price? From the price list in the spare-parts dealer, then have a more expensive Honda Vario. Vario Belt dilego at USD 130 thousand price range. While the tag of belt Skywave only USD 108 thousand.

Do We Care If They See Our Underwear?

[image via velo-mama]

Ah, the topic of underpant visibility whilst cycling in a skirt! It is truly one of which we lady cyclists never seem to tire. Some enthusiastically discuss methods of tying down the skirt so as to curb its treacherous revelations. Others advocate wearing leggings. But as I cycled to various meetings in different parts of Vienna today in insane mid-day heat, I suddenly simply did not care. And neither, I noticed, did any of the Viennese ladies on bicycles around me. And, more importantly still, neither did the men.

[image via eva-lu]

Noticing this made me think about why it is that we tend to be so concerned about whether our underpants are showing as we cycle. Is it a personal sense of modesty? Or is it because of how men look at us? For me, I have to say it is the latter. In the US, if I am not wearing leggings under a skirt while cycling, it is almost inevitable that a man will shout something at me or meaningfully look at me in a way that I find unpleasant. That is why I wear leggings, and not because I am inherently ashamed to show my underwear. Despite the theoretical progress in gender relations, I think it is unsafe to evoke a curiosity about my anatomy in strange men.

By comparison, in Vienna the men don't seem too interested in examining women cycling in skirts. Perhaps it is a deep-rooted cultural difference when it comes to gender relations, or perhaps it has something to do with the fact that there is a nudist beach just down the river. Whatever the reason, it is a welcome relief. If they don't care, then honestly - I don't either. If only that sense of liberation were enough to deal with this horrible heatwave!

KAWASAKI ZX6R THE MIDDLEWEIGHT SPORTBIKE

2010 Kawasaki ZX-6R Ninja
The Middleweight Sportbike That Won Just About Every Magazine Comparo!

When it comes to performance, no class is more competitive than middleweight sportbikes. To stand out in this crowd, a motorcycle needs to do everything better than well — it needs to kick serious tail in every department. Hats off to the Kawasaki Ninja ZX-6R then, winner of 600cc comparison tests in just about every publication and website of note on the planet. With an engine the critics agree feels bigger than 599cc, and a chassis that out handles all others, the ZX-6R returns as the bike to beat in 2010.

With a fine-tuned chassis including a class-exclusive Big Piston Fork and fully adjustable shock out back, razor-sharp handling sets the ZX-6R apart. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the ZX-6R’s mass centralization.

The Ninja ZX-6R’s lean physique is fundamental to its light handling, with every component on the bike carefully scrutinized for minimal weight. The intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged —to optimize intake volume — Ram Air duct, contributing to weight savings and improving rigidity. Camshafts are made of lightweight chrome-moly steel, and light, magnesium engine covers all add up to big weight savings, along with transmission, oil pump and starter gears carefully engineered for maximum strength and minimal weight.

Along with its light weight and compact design, the ZX-6R engine is packed with details to give it precise throttle control and amazing performance, particularly in the mid-range. Smooth power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels to reduce buffeting and improve cylinder filling, along with advanced cylinder porting techniques. High-current secondaries in the ignition coils provide hot, consistent sparks at all rpm.

In addition to its more than healthy bottom-end torque and smooth throttle response, the engine’s mid-range performance benefits from a similar number of refinements, including double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for excellent cam-chain stabilization.

That strong mid-range provides great drive out of corners and is harmonized with the engine’s silky smooth high-rpm performance. This linear throttle torque delivery results in unparalleled controllability and offers the rider precise throttle control at all rpm. This predictability pays dividends when making mid-corner power adjustments. When combined with the reduced need to downshift provided by its healthy mid-range performance, the predictable throttle response makes it easier for riders to maintain their rhythm when stringing corners together.

In keeping with its racing heritage, the ZX-6R employs a cassette-type transmission that simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A slipper clutch allows quick downshifts without upsetting the rest of the chassis when reducing speed on corner entry.

Corner-entry controllability is yet another ZX-6R strong suit, thanks to the use of Showa’s revolutionary BPF (Big Piston Front fork). The BPF utilizes a large-diameter internal piston, which permits a reduction in damping pressure, for smoother action and better front end feedback — especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight.

Having already designed a lighter and more rigid swingarm for the Ninja ZX-10R sportbike, the Kawasaki engineers utilized many of the same design components for the ZX-6R’s swingarm. Shared swingarm parts include both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft.

The response from Kawasaki’s acclaimed triple petal disc brake package with radial calipers is as refined and powerful as ever. Radial-mounted four-piston calipers and 300mm petal rotors up front provide awesome power and excellent feel. The 220mm rear petal disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum feel. Its master cylinder reservoir mounts forward of the swingarm — freeing up space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows Supersport racers to enter corners harder.

To better capitalize on this lighter machine and its precise control response, the rider interface is appropriately fine-tuned to enhance feedback from bike to rider and vice versa. The relationship of the seat-to-pegs-to-bar “rider triangle” places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback — similar to the ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement.

A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with great wind protection and minimal crosswind buffeting. An inner rear fender above the swingarm also reduces turbulence and helps keep the tail clean. The ZX-6R’s instrument panel provides information at-a-glance, and a race-quality adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package.

Highly confidence inspiring, the engine and chassis control precision offered by the Ninja ZX-6R enables riders to push harder and maximize the excitement that comes from actively controlling such a high-performance track-focused machine.

Details & Features

Key Feature
- Lean physique, low-mass, awesome power delivery and precise control

Lightweight Engine
- Camshafts are made of chrome-moly steel
- Lightweight magnesium engine covers are standard
- Lightweight top injector mounting plate
- Lightweight transmission gears and gear dogs
- Lightweight oil pump and starter gears
- Inlet pressure pulse monitor does away with cam angle sensor, further contributing to lightness
- Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track

Massive Mid-Range Performance
- Double bore velocity stacks feature inlets at two different heights, for increased performance in both the mid
- and high-rpm ranges
- Cam and tappets nitriding enables high-load cam profiles, for maximum performance
- Crown-finished pistons
- Molybdenum-coated piston skirts for reduced friction and engine break-in
- Low-tension piston rings reduce mechanical loss
- Advanced cam chain guides stabilize chain motion and further reduce mechanical loss
- Exhaust collector layout contributes to superb low and mid-range performance while maintaining high-rpm performance

More Precise Throttle Control
- Cylindrical guides in the top of the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency
- Long throttle bodies between oval sub-throttles and round main throttles yield a smooth intake transition, for reduced inlet turbulence and increased efficiency
- Advanced cylinder porting delivers excellent cylinder-filling and scavenging
- High-current secondary coil circuitry for optimum combustion efficiency

Lightweight Chassis
- The sub-frame is a 2-piece aluminum die-casting consisting of a front and rear section
- The lightweight sub-frame is very narrow, for a compact and slim rear end
- Intake resonator box and supports for the instrument panel and mirrors are unitized with the Ram Air duct, contributing to weight savings and increased rigidity

Tuned Chassis Balance and Mass Centralization
- Frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
- Engine is rotated forward around the output shaft for steeper intake angle and excellent CG
- Exhaust layout with a short side muffler keeps the weight low
- Exhaust pre-chamber further contributes to mass centralization

Ergonomics and Chassis Feedback
- Seat-pegs-bar relationship places handlebars close to the rider and turned in slightly for a highly intuitive riding position
- Fuel tank profile is flared around its top, similar to the ZX-10R, providing a large contact patch for excellent rider feedback
- Slim-waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns
- Sculpted seat allows the rider to shift his body far back on the rear seat step, helping to reduce rider fatigue
- Steep rake angle for quick steering response and enhanced communication from the front tire
- Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg, for simplicity and weight savings

Low Seat Height
- Narrow rear sub-frame makes it easy to reach the ground
- Front of seat is narrow and low, for a slim riding position and a short reach to the pavement

Advanced Suspension
- ZX-6R features Showa's Big Piston Front fork (BPF) design, for fantastic braking and initial corner turn-in
- The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
- The large-diameter of the BPF's internal piston allows a reduction in damping pressure, for better feedback and smoother action
- The ZX-6R swingarm uses many of the same parts as the ZX-10R; both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft

Brakes
- 220mm rear petal disc
- Rear brake lever is mounted coaxially with the footpeg for excellent mid-stroke braking efficiency and optimum feel

Race-Quality Steering Damper
- A race-quality adjustable Ohlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features
- Highly evolved fairing for great wind protection, minimal cross-wind effects
- Position lamps are integral with the projector beam headlights; the Ninja ZX-6R features dual position lamps like the ZX-10R
- One-piece fender offers excellent aerodynamics
- Inner fender above the swingarm helps to reduce turbulence and keeps the undertail clean
- Front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines
- Similar in design to that of the ZX-10R, the instrument panel gives at-a-glance information to the rider

Specifications:
- Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
- Displacement: 599cc
- Bore x stroke: 67.0 x 42.5mm
- Compression ratio: 13.3:1
- Fuel injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
- Ignition: TCBI with digital advance
- Transmission: Six speed
- Final drive: X-ring chain
- Rake / trail: 24 deg / 4.1 in.
- Frame type: Aluminum perimeter
- Front tire: 120/70 ZR17
- Rear tire: 180/55 ZR17
- Wheelbase: 55.1 in.
- Front suspension / wheel travel: 41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.
- Rear suspension / wheel travel: Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.3 in.
- Front brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
- Rear brake: Single 220mm petal rotor with single-piston caliper
- Overall length: 82.3 in.
- Overall width: 28.0 in.
- Overall height: 43.9 in.
- Fuel capacity: 4.5 gal.
- Seat height: 32.1 in.
- Curb weight: 421.2 lbs.
- Color choices: Passion Red, Metallic Spark Black, Lime Green/Metallic Spark Black
- Warranty: 12 Months

SUZUKI RG SPORT TOP SPEED 7,8 SECOND

Referring in this context, the characters are plotted exhaust the focus in the run-up to high exhaust from the lip of the cylinder are measured at 23.3 mm with a trapezoid-like shape. Consequently, it is absolutely everything in relation to customize each step optimization.

"Do not forget, the width of the exhaust also have an important role. This one I use the theory of Graham Bell footing where 76 percent of the diameter of the piston, "said Conan, holding up the book Two Stroke Performance Tuning.

So get exhaust the range of 41 mm wide. "Most Important dare to maximize the engine RPM beat down, especially at start up the first 50 meters. Should not be afraid. Here the key to a top-speed is well above average, "said Eko Chodox who had a best-time 7.8 seconds for the distance of 201 meters in two No class Duck Tune Up until 116 cc.

Again and again as the power effects that quickly before, the compression ratio is made a sufficient safety: where headcylinder dipapas 7.1 2.8 mm, while the blocks still orsi.

Again and again as the power effects that quickly before, the compression ratio is made a sufficient safety: where headcylinder dipapas 7.1 2.8 mm, while the blocks still orsi. Abide by the standard manufacturer karbu certainly not impossible. Because the fuel and oxygen that flows going missing. Not qualified. His successor is
Mikuni 34.

SPEK KOREKAN:
KARBURATOR : Mikuni PJ 34, MAIN JET : 162, PILOT JET : 58, RASIO : Kitaco, CDI : Satria 120, KNALPOT : YY Pang Malaysia, FINAL GEAR : 13-40 (201 M) dan 15-37 (402 M).

YAMAHA RX-Z THE KING OF ROAD RACE

Yamaha RX-Z competing with Honda NSR and Suzuki RG-R and jawaranya NSR road race in the arena, "explained Deny that follows the history of TZM.

"But That's when playing at the Sentul circuit with a typical high speed, because NSR has been equipped with the RC-Valve or the extra ports to maximize power in gasingan top," said Bambang "Kancil" Sumadji from Audi Motosport Balongsari Tama area, Surabaya.

"While market dominated senggolnya RX-Z and RG-R," he continued. By the end of 1994, a sports competition hotter. "Because, in the year it also launched a variant anyarnya ie Yamaha TZM-150. Suddenly, in that year became the king of sports TZM, senggol market tracks and high speed fixed TZM warlords, "Kancil said the time greeting the coincidence probe TZM riders racing drivers Jingwan '94 era.

Up to 150 cc sports classes eventually tune up was closed at year end 1996, owing to strong enough to control political organizer manufacturers, "said Daniel Tangka which at that time also fell in Sentul together Dwi Cahyono, Selly Momo, Dian Kampret, Momo Harmono, George, Jingwan and Asep Hendro spur TZM.

Necessarily so since the year '95, TZM enthusiasts racing. For a real alternative to buying a sports bike is not much choice, after the NSR and the Ninja. By the look TZM has a rich and luxurious features. Front disc rear, delta box frame, full fairing, moge model tank cap, Enkei rims.

"Medium sector equipped engine radiator and supported Yamaha Power Valve System, a technology assistant flue hole with an electric mechanical principle is similar to RC-owned Valve NSR," Kancil explained. Then what is necessary, replacement at 16 years old tread?. Just follow their narrative!. | Pid

Clutch lining
Equivalent to those used Yamaha YZ-125, this is one that causes attraction of TZM responsive. Sipnya again, the number of brake clutch that is used seven layers. Thus the occurrence of slip lining so minimal. But in practice, the brake clutch 125 YZ-known expensive.

So, the trick to replace the clutch home should be done to save on maintenance. "The alternative could be to use the clutch home or RX RX-Z-King, and then riveted with secondary teeth orsi TZM. That way, the replacement of brake clutch can wear or RX RX-Z-King, "trick Daniel.

Balancer Weight
Latest innovation breakthrough that time, Yamaha claimed a larger engine capacity 2 stroke, vibration generated is also increasing. In addition, the large torque required to launch a high speed when the engine power, which tends to decrease torque value.

In use, Balancer weight often experience irregularities bearingnya sector in a fair method. For, bearing on its weight Balancer pounded kept by a single gear drive shaft with the primary teeth, as the driver.

Besides a higher position than calter bottom, making it even more minimal terlumasi engine oil. "If until the hissing sound or mbenging arise when the 5000 rpm, check the bearing balancernya," pointed Kancil.

Final gear
Embrace comparisons 16-49 428 chain type, the problem with the contour of gear behind other conventional motors. For a larger hole in its center, here used to adjust the space side of the swing arm.

So in replacement overdrive overdrive behind the back can mengkanibal RG-R or RX-Z approached 49. Then the mall with a hole in the middle seat orsi TZM rear gear, including bolts of his hole. MODIF making rear gear, the better course in order to ensure balance lathe workshop yielded zero.

Double reed valve
One drawback second machine did not, because the experience of dependence with reed valve or membrane. As the operating opening and closing when the entry of fresh gas into the hole and rinse the cylinder, in accordance with the principle of vacuum.

Specification deviation occurs frequently causes membrane leaves no precision or mullet, considering the article is made of Teflon processed. Negative impact when it leaves the membrane was not precise, during deceleration gasingan mbandang impressed machine. Engine Brake so low to get.

"For menyiasatinya must be replaced types of competition, types of V-Force III dimensions have in common. Also embraces a double reed valve, "Deny suggestions.

Piston
Typical over-square engine adheres, 59 mm piston diameter and stroke 54 mm. Here there is no term measures oversized piston and piston size TZM cuman side adheres AB. Tolerance limit of 0.035 mentioned standard. Why his clearance piston-cylinder big enough? TZM apply for a cylinder type electrofusio n, where it has a cylindrical surface pore in the micrometer scale.

Expansion points generated are almost comparable between the piston with its cylinder. But the case of worn piston could also be avoided, even if it could dikanibal RX-King of the piston over-size 100 (59 mm) metal piston profile feared RX-King is different from TZM.

From this consideration, ideally cylinder liner wear conventional pretentious system. Ported continued with the addition of seven holes and two extra rinse port and a main port (exhaust). "Here the thickness of liner also has a limit. Because if it's too thick, the profile of the steel liner would be difficult stabilized temperature by the radiator, "explained Kancil.

Karbu
Low compression ratio 6.0: first. Thick with the smell of which are prioritized and TZM durability, briefly if viewed from the comparative figures lelet compression yeah. But try to trace gear ratio, istimencos. Dental 1 (34-12), 2 (29-16), 3 (26-19), 4 (24-21), 5 (23-23), 6 (21-24).

So the concept of the engine, the compression ratio low alloy gear ratios sighed lightly, this NIH guidelines that must be made tuenr tuner drag and road race. Teeth 4 and 5 thick with speed, was used as the successor tooth 6 cuman.

"If seen from the graph of energy acquisition at top speed then the determining factor of the fresh gas supply of the Mikuni VM30 SS. Age 16 years was also not easy for TZM and karbu like experienced replacement. More sip if the skepticism was replaced with Mikuni 30 mm oval sizes too, "Daniel has ever mengaplikasinya details.

Radiator
For the lattice-lattice should digurah with wire, to remove scale and mucus. Continue rinsing with hot water. Therefore, this section certainly more ngendon crust. After ensuring a good radiator grill lines, continue to check the thermostat function.

In accordance with the specifications, TZM thermostat valve will open when in 65 degrees, to the needs of the radiator water circulation. In accordance with the physical and mechanical thermostat, this part is common deviations in the gasket starting to crack. Causing leakage of water circulation.

Special gaskets must be made alone, because the type gasketnya wearing leather and there's no market. For ingredients, can samperin car garage. "This type is usually used as gasketnya sheet pan gasket calter car engine," explained Kancil.

Nystrom on a c1926 racing Norton

By Simon

Here's another of Per Nystrom - perhaps with the same bike. It comes from a 1927 edition of the Swedish magazine Motornyheterna and the caption probably says 'Per Nystrom with his factory Norton. The cycle parts are probably from a 1926 model'. OP1853 is a Birmingham registration number. 

The front brake is not connected and there is no oil tank atall! But look carefully and you'll see the manual oil pump fitted in the petrol tank - just below his right hand. Perhaps he was using the bike for sprints - or something similar - and was not using the automatic oil pump in the crank case. The tank would need to be from an earlier OHV bike ('23-ish?) where no separate oil tank was fitted. This would also explain use of the Dance grips on a strap. These were made by the John Bull Rubber company and one could buy them with the strap - or to go on the more usual mounting plates on the tank.

Although the picture is only a photocopy and lacking clarity, it looks as if the bike still has beaded edge rims which would be likely if it was a Model 25 but less likely if it was one of the 1926 Works bikes which sported 21 x 3 wired on tyres back and front. Compared to the other Nystrom photo, the carb. looks different but the Dance knee grips seem to be the same. You will notice the hand written comments....... who's got it now??

Knuckle Gal

I'm diggin' the bars and risers. Seems I've seen that set up before.

Sam Opie Cut Down

This true treasure was spotted at Dixon. It's the real deal original Sam Opie Cut Down. This was truly the start of an era with Sam's custom bikes being created in Seattle. I've attached a picture of a restored JD so you can really compare the two and see all the details that went into creating these one of these stripped down beauties. Doc I hope you can please add some more history and lore to the Opie Cut Down.

In Da House

So, apparently even in Vienna I am incapable of riding just one bike. Now I have Jacqueline the lady's Waffenrad and Kurt the trackbike living with me. Jacqueline stays in the courtyard, chained to a pipe. Kurt leads a pampered lifestyle indoors.

Here are his posh private quarters, under the loft stairs and on my housemate's nice rug. Amazingly, she does not object to her new tenant.

I have been riding Kurt every day after work since having gotten him on Monday, but today my legs demanded a break. My "adventures" so far have included getting a flat 5 miles from home and learning why tubular tires outside the track are not a great idea (you can't patch them up). With the rim and tire combination on this bike, it is actually okay to cycle on a flat slowly, and that is how I got home. But my hands were not too happy after the "vibrant" ride of shame. Later, Wolfgang switched out my entire front wheel for another one with an intact tire. I am guessing they don't make tubular tires with kevlar, eh?

Another fun thing that happened, was that the bolt came off one of my rear drop-outs and I did not notice until much later. I am guessing this happened from riding on potholes. Thankfully, the bolt on the other side of the wheel remained securely attached, but it was still scary to see. Today I bought a replacement (good Lord, Campagnolo bolts are expensive!), so all is well. From now on I will inspect the bike carefully before taking it out - which, I am realising, is something one needs to do on a bicycle like this.

I have been delighted to discover that the geometry of this bicycle activates the thigh muscles in a way that after 5 days I can already see a difference in the contours of my legs - very nice. Kurt is welcome in my house any time - I just hope he has the good manners to keep his bolts on and his tires inflated!

1928 CS1 Norton

Nice projects still surface. This 1928 Norton CS1, and quite a few spares, were recently bought by Bill in the US.

The Texaco Two

Motorcycle Pictures of the Week - Cheryl

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Cheryl's grandfather, Edwin Wright, with his 1930s bike of unknown make and model. Do you recognize the bike? 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.

Social and Solitary

If you look at most cycling blogs today, the discourse tends to stress the social aspects of riding a bicycle. Cycling is presented as an activity that fosters a sense of community- with an emphasis on interaction with other cyclists, neighborhood initiatives, various workshops and co-ops, group rides, community action programmes, and city or state-wide coalitions.

I find this interesting to observe, because to me the bicycle has always been a symbol of solitude - something that brings complete independence and freedom. When I think of "riding a bicycle," I imagine cycling for miles and miles through changing landscapes, alone with my thoughts and at peace with the world; a meditation of sorts. But I can certainly understand that others imagine group rides, bike workshops, and other social activities - they see the bicycle as a shared interest that makes it easy to connect to others.

Often I am asked why I do not participate in group rides, and the reason is simply that for me socialising and cycling are two distinct activities that are best enjoyed separately. It makes me nervous to chat while trying to navigate traffic, so I fully enjoy neither the discussion nor the ride. I also feel that group rides - even slow ones - are more hazardous than cycling alone, because you have to watch out not only for traffic, but for the wheels of other cyclists; I know probably a half dozen people whose only cycling accidents happened during group rides. I can cycle pretty happily with one person at a time (though it depends on their style), but beyond that it starts to get stressful.

This is not to say that I am "against" the socially-oriented portrayal of cycling. I just don't think that the bicycle = community association is universally applicable. And after all, it is rather fascinating that the bicycle can be a symbol of two diametrically opposite things: the social and the solitary.

V-twin Norton

Another one sent by Howard: "A photo of a V-twin Norton in Hobart, back in the early days. The Norton is the motorcycle on the extreme left"


Is it the same Norton as in this picture, taken at a dealer's showroom in Hobart?

( 2010 ) NEW HONDA VT750S

( 2010 ) NEW HONDA VT750S

The British analysis of Honda appear today that the New Honda VT750S naked bike is now accessible for purchasing at the company’s motorcycle dealerships beyond the country. Sporting a brownish blah finish,the VT750S is advised to be a acceptable best for riders attractive for added abundance and easier handling. Suitable for motorcyclists of all levels of experience, the VT750S is powered by a liquid-cooled, V-twin of 745cc boasting a PGM-FI fuel-injection system.



In Honda’s opinion, “performance is impressive, with the motor advised to accord optimum achievement in the low to mid-section of the rev-range – aloof area you charge it out on the road.”

The anatomy uses a strong, animate bifold cradle design, while the all-embracing anatomy is ablaze and compact. Rounding off the attending are the 19-inch avant-garde and 16-inch/150mm rear wheels. The appearance is aggressive by the Sportster band of American and the apparatus is ultra reliable and tested, based on 52 ° V-twin with a 3-valve SOHC active and 745 cc displacement, the aforementioned as added Honda 750 custom from which it differs mainly for the final drive, alternation instead of drive shaft.

( 2010 ) NEW HONDA VT750S WALLPAPERS

The bench is placed at 737 mm from the arena and active aspect is added “active” than that ultra adequate models Shadow and Black Spirit , this is not too avant-garde through the pegs and handlebars at the about-face comfortably. The spoked auto are 19 inch avant-garde and 16 inch rear tires 100/90-19 and 150/80-16. The brakes accommodate a avant-garde disc 296 mm dual-piston caliper and rear boom of 180 mm. The blush accessible is alone one: ‘Heavy Gray Metallic’.

KTM 125 RACE POWERFULL SPEED

2010 KTM 125 Race
For decades now the sports motorcycle brand from Austria has been engaged in racing series all over the world and by its strong conviction and visible enthusiasm for motorsport has created for itself a unique sporting image. This KTM company philosophy is, without exception, reflected in the series models it produces. The support and promotion of tomorrow’s top riders is also a big KTM tradition. Whether competing in national sport and hobby riding or on the international stage in world championship format; whether on- or offroad, via sports promotional programmes or brand trophies, at KTM, young motorcycle enthusiasts are guaranteed plenty of attention and just the right motorcycle.

Powerful technology

Just as it is for the development of all KTM vehicles, there are clear rules for the KTM 125: as well as a maximum product quality, a purist sporty riding experience stands in the foreground of all production efforts. A minimal weight, best handling and best rideability are the traditional development goals. Not to be forgotten is the powerful engine, 100% developed in Mattighofen, which with 125 ccm displacement ensures plenty of enjoyment. A four valve cylinder head, two overhead camshafts, water cooling and fuel injection means that the basis 11 KW (15 hp) strong 125 cc engine carries all the most modern construction characteristics. As well as an exemplary motor culture, this typical new KTM development promises tingling performance output but at the same time guarantees highly modern levels of fuel consumption and emission characteristics. The motor, which comes in a light, latticed tubular steel frame exhales by way of an innovative exhaust system solution. The perfect KTM chassis solution combines low weight and favourable dimensions with exemplary stability. There have also been no compromises with the high quality suspension elements developed by WP Suspension, the braking system with radial mounted four-piston callipers from premium supplier Brembo and the modern light metal wheels all of which are being used for the KTM 125. The development of the completely new generation of motorcycles therefore delivers all that it has promised to up-and-coming riders. The 125 cc, the exciting Naked Bike “Made in Austria” offers riding fun and all the competence of a full-sized similar machine.

( 2011 ) NEW KAWASAKI ZX-10R NINJA

NEW KAWASAKI ZX-10R NINJA

The New 2011 Kawasaki ZX-10R Ninja archetypal year. The calendar for the new superbike House Akashi are absolutely “ripe” because the activity aeon of the accepted archetypal ends, the canons actuality spent four years of break on the market.

Last summer, accepting “found” abstruse assets of a new agent “flat” (with accumbent butt bank) anchored by Kawasaki at the all-embracing apparent office, we affected the abstruse analysis of new horizons by Japanese engineers, the research, conceivably a college akin of drivability, as occurred in off-road by Husaberg Yamaha aboriginal and again with their latest distinct cylinder.

The little advice that can be accepted from the actual appear today assume to instead ascertain a absolutely new architecture but not too far from the archetypal blueprint of a 4-cylinder superbike. The anatomy of the cine breadth the bike after keels is set on the dyno you can see the anatomy is aluminum ambit bifold girder, the swing-arm differentiated breadth of generous, light-alloy auto with three spokes and a codon in appearance Kawasaki Z1000 ” (thin and not too accursed up).

The shock should be abundant absorbed with accelerating bond and positioned aloft the axial allotment of the beat arm, apparently to accomplish allowance for the bankrupt system, with pre-chamber amid beneath the axis aspect aquiver and low muffler on the appropriate side. As for the fork, it is about taken for accepted the intriduzione Showa BPF, as has already been done on the “sister” Kawasaki ZX-6R.

The account shows close curve and multifaceted, with the big aperture air assimilation amid centrally on the windshield to aerate the burden of aqueous intake. Extreme is additionally the adventure for bigger aerodynamics, with a plexiglass abundant inclined, and conceivably an breadth to “double layer” for the abandon of the fairing.

As for the abstruse abstracts is not accepted but acutely annihilation in our assessment it is believable to accomplish a accustomed declared 200 bhp timberline (without absolute air induction), in the deathwatch of aftermost trend launched by BMW with S1000RR, able of 193 hp, the best able superbike alternation currently marketed. Among the advantages of the new Ninja superbike will absolutely additionally a akin of awful avant-garde cyberbanking ascendancy of power, with assorted mapping and absorption control.

BMW S 1000RR WITH TUNER AC SCHNITZER

BMW S 1000RR tuner AC Schnitzer finally got its hands on the S1000RR and turned it into a much better daily use superbike. That’s right. It may be hard to believe, but their approach aims towards comfort and practicability simply because the bike doesn’t need any upgrades on the performance side.
the AC Schnitzer S1000RR are the brake and clutch levers, a carbon fiber exhaust silencer, crash bungs, performance air-filter and a numberplate hanger, all leaving a distinct mark on the already kind of unique bike.

MODIFICATION MAGPUL RONIN BUELL 1125R EXTREME SPORT

Modification of Buell 1125R-based Magpul Ronin extreme sport.
Magpul Ronin, according to its creators, pays homage to classics like the Vincent Black Shadow and to the café racer and streetfighter cultures that so heavily influence its design. The bike’s most noticeable feature is its girder-style fork which, according to Magpul, has led to improvements in rigidity and tunability, and which provides a lighter and more responsive feel up front. And while that might be, we quite like the way it looks, along with the front-mounted radiator and the headlights that have been integrated into the girder fork. The Modification of Magpul Ronin, which weighs about 22kg less than a stock 1125R, is currently an ongoing project and more changes may be incorporated into the bike as the project develops further.

NEW YAMAHA YZF-R1 LE SPEED PERFORMENCE

Yamaha YZF-R1 LE not only gives you much of Valentino Rossi's championship technology, but also his championship look and style. The R1 is the first ever production motorcycle with a crossplane crankshaft. The Result? Outrageous torque and raw, high-rpm power providing incredibly smooth power delivery out of the corners. While the bold Fiat Yamaha team graphics provide incredibly smooth style.

The YZF-R1 LE is a limited edition Valentino Rossi / Fiat Yamaha replica complete with the number "46" and "The Doctor" logos, including a replica of Valentino Rossi's signature on the fuel tank.

Specification YZF-R1 LE Rossi Fiat Yamaha Replica

Type 998cc, liquid-cooled 4-cylinder DOHC 16 valves
(titanium intake valves)

Bore x Stroke 78.0mm X 52.2mm

Compression Ratio 12.7:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition
Transmission 6-speed w/multiplate slipper clutch

Final Drive #530 O-ring chain

Top Speed 280.9 km/h
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YAMAHA Z MAX 320 CONCEPT REVIEW

The new Yamaha Z MAX 320. The real sports scootercool style and sporty.
The Z MAX concept is a moyorcycle sporty extreme models, with 3 colour brush and cool stripping.
The Yamaha Z Max 320 is fine for 3 variant with:
YAMAHA Z MAX 230 WHITE SERIES
YAMAHA Z MAX 230 YELLOWSERIES
YAMAHA Z MAX 230 BLUE SERIES

SUZUKI GSX-R750 LIMITED EDITION R1

2010 Suzuki GSX-R750 Limited Edition, Helping celebrate the 25th Anniversary of the GSX-R750, Suzuki GB has come up with the 2010 Suzuki GSX-R750 Limited Edition, which sports a retro paint scheme circa 1996 and a Yoshimura GP Evo 111 exhaust. The GSX-R750 appears to be the first GSX-R to get the anniversary treatment, as Suzuki GB is teasing image spots for a GSX-R600 & GSX-R1000 Limited Editions as well. Only 25 of these bikes will be made, each one stamped with its batch number. No word on pricing, but hopefully Suzuki has some sense, and doesn’t price it like Yamaha did with the Rossi Limited Edition R1.

MOTORCYCLE GIRL MODELS

the picture motorcycle with girl models is have interesting art , many variant of fabric motorbike type have create a photo of picture motorcycle with a girl for make a motorcycle world art more interest. with the ducati model picture.

Nystrom on a c1926 racing Norton

By Simon

Here's another photo from Sweden. It shows Per Nystrom on board what seems to be a 1926/7 racing machine - sadly the photographer has concentrated on the photogenic Mr Nystrom rather than the lower half of the bike! However one can see TT Webb forks and just behind the carburettor, part of the oil tank lug as fitted to Model 25s and works bikes with large oil tanks. He must have fitted a smaller tank for some reason. I guess the photo was taken in '28 as there is an ES2 in the background.

I suspect it is a Model 25 but cannot be too sure. The only indication is that little bit of oil tank support lug one can see. But those lugs were fitted to ordinary frames as well if the customer wanted the large oil tank fitted. Nystroms seem to have had a very good relationship with the factory and had various cast-off racing bikes over the years which they used in local events to very good effect.

MODIFICATION MOTOR KAWASAKI NINJA 250 CC

Kawasaki Ninja 250 looks already looks actual sporty, but in the eyes of a modifier, absurd anatomy of the Ninja from Japan is allegedly still could be abundant added fierce. As performed by the MM Custom Ucok. Kawasaki name engraved with a ample enough, the logo 848 tersemat additionally participate there with a Ducati MotoGP.

MODIFICATION MOTOR TVS APACHE RTR 180 CC

TVS Apache RTR 180 who attended last year in her native country of India, carrying the engine 180 cc 4 stroke EFI with power output reached 17.3 PS at 8000 rpm and 15.5 Nm of torque can be achieved.
Compared with siblings sekandungnya TVS Apache RTR 160, RTR 180 workers this is a little higher.

BMW Recalls 2005-2007 R1200GS Adventure Motorcycles for Fuel Tank Bolt Problem

BMW is recalling certain 2005 through 2007 R1200GS Adventure motorcycles manufactured from December 7, 2005 through September 26, 2007.

The fuel tank front attachment bolts can work loose allowing the bolts to come into contact with the fork leg if the handlebar is turned a significant amount.

The number of units affected has not been announced.

Check out my Motorcycle Recalls feature for more details.

MV Agusta Recalls 2010 F4 for Air Cleaner Problem

MV Agusta Motor S.P.A. (MV Agusta) is recalling certain model year 2010 F4 motorcycles manufactured from February 10 through April 19, 2010.

These motorcycles are equipped with an air filter frame, P/N 8000B4061, which may lift out of position, allowing intake air to bypass the filter.

66 units are affected.

Check out my Motorcycle Recalls feature for more details.

Slightly Off Track...

I have mentioned my wistfulness for the velodrome and my attraction to beautiful track bikes before, and, let's face it - we all thought it was pretty funny and ludicrous. But the joke has now become an unexpected reality!

My friend Wolfgang in Vienna suggested that I try a vintage trackbike he happens to own in my size. He transported it to the Velodrome on his cargo bike, and the idea was for me to try riding it on the adjacent paved lot. The Velodrome here is closed for the summer and the abandoned lot makes for a safe practice area. We figured that even if I managed to ride the bike for a couple of yards, it would sort of count as having been on the Velodrome grounds (right?).

This bicycle is pretty special and once belonged to professional Austrian racer Kurt Schneider, but that is a topic for its own post. The size and fit were just right for me, really perfect. Having ridden my Sam Hillborne for a month back home, I was already used to the diamond frame and drop bars. But of course there were the small details of the fixed gear and the lack of brakes.

Well, apparently I survived. And what I thought would be, at best, a careful circling around the Velodrome lot, turned into an ecstatic 7-mile ride on paths and back roads on the outskirts of Vienna. Here are my impressions, from the point of view of someone who has never ridden such a bicycle before:

. The bike felt completely "normal" to ride. I expected to have trouble getting used to the inability to coast, but it did not need getting used to. It was not in any way difficult or strange, just felt natural.

. In general, I feel that the idea of "not being able to coast" is misleading, in that it suggests that the fixed gear cyclist is hard at work the entire time, always pedaling. That is not so, because the time you'd spend coasting on a regular bike, you still spend relaxing your legs on a fixed gear. Effort-wise it is no more strenuous than coasting, only the pedals are rotating your legs for you. Just relax and let it happen.

. I do not yet understand the mechanics of this, but the fixed gear did make me feel far more in control than did any other bike I have ridden. I was able to go through tighter spaces and trickier corners without panicking. To be honest, I have always been somewhat apprehensive of coasting, because it makes me feel as if the bike can be reeling out of control at any moment. By contrast, the fixed gear feels safe and predictable.

. While I do not advocate riding a brakeless trackbike on the street, I found that the stopping power was not much worse than when riding a vintage roadster with rod brakes. You just need to be aware of your speed, your surroundings, and plan your stops accordingly. I went slowly, and did not have trouble stopping when I needed to.

. The stopping process is similar to a coaster brake: just pull backwards with your legs. The bike will keep going for a few revolutions, slowing down more and more with each until it comes to a stop.

. I expected a bike with "track geometry" to be uncomfortable to ride. This bicycle was extremely comfortable, but I am not sure to what extent it is bike-specific - maybe it is just extremely well built. Even the 23mm tubular tires felt fine - including off road!

. The only aspect of the bike that began to bother me after a while, were the handlebars - the track-style drop bars don't have sufficient "shoulders" for me to place my hands the way I like.

I am not sure whether my feedback is typical or not. But that was my experience, and I absolutely loved it. It was especially wonderful to actually go exploring on this bike. I still have a hard time believing I did it.

A big Thank You to Wolfgang again for this experience. (And in case you are wondering, he is riding a Benotto time trial bike.)

I think that the popularity of fixed gear culture today has given us a lot of misconceptions about what riding a track bike is actually like. It was completely different from what I had expected, it wasn't difficult, and most importantly, it was enjoyable. The trackbike now (temporarily) lives with me, and I have been practicing riding it after work on the Danube Canal bike path and in the Prater park.

Could the crazy dream of the velodrome be not so crazy after all?