Kawasaki Ninja ZX6R

Detailed Product Description

Engine Type : Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement : 599 cc
Bore x Stroke : 67.0 x 42.5mm
Maximum Torque : TBD
Compression Ratio : 13.9:1
Fuel Injection : DFI with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition : TCBI with digital advance
Transmission : 6-Speed
Final Drive : X-Ring Chain
Rake/Trail : TBD
Frame type : Aluminum perimeter
Front Tire Size : 120/65-ZR17
Rear Tire Size : 180/55-ZR17
Wheelbase : TBD
Front Suspension / wheel travel : 41 mm inverted cartridge fork with top-out springs, stepless rebound damping, stepless

compression damping, fully-adjustable spring preload / TBD
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

/ TBD
Front Brake Type : Dual 300mm petal-type rotors with four-piston, four-pad calipers
Rear Brake Type : Single 210mm petal-type rotor with single-piston caliper
Fuel Tank Capacity : 4.5 gal.
Seat Height : TBD
Dry Weight : TBD
Color : Lime Green, Atomic Silver, Ebony, Passion Red
Warranty : 12 months
Good Times Protection Plan : 12, 24, 36 or 48 months

Source:
http://www.ecvv.com

Kawasaki optimistic for Mugello

After the frustrations of the French Grand Prix at Le Mans just over a week ago, Kawasaki's John Hopkins and Anthony West head this week for the Tuscan hills of Italy, and the picturesque circuit of Mugello, for the sixth round of the MotoGP world championship in optimistic mood.

"I was happy to leave Le Mans after a difficult weekend, and it's been good to spend some time at home, especially on my birthday," said Hopkins. "A lot of my friends flew out to see me and we had a good time relaxing, having fun on the beach, so I feel really good. I've been training hard and I'm looking forward to Mugello. We made some improvements at the test following the race in France, and now we have four races close together, so we need to make a good start to these. The next round is going to be a difficult task for us, but I'm confident we can bounce back from our disappointing results. We're one-hundred-percent fit, focussed and ready to take on the challenge in Italy."

Anthony West commented, "'Le Mans was tough, but I got back to my new home in Belgium and tried to put it behind me by training even harder for Mugello. One of the good things about living so close to our team boss is that there is always one of his friends around to go training with, whether it be running, cycling or mountain biking. Ahead of the Italian Grand Prix I'm also going to head down to Austria to do some downhill mountain biking, so I'll be raring to go by the time I get to the track. The Mugello circuit is not one of my favourites, and I've never ridden a MotoGP bike there before, but with the information we gleaned from the post race test in France, I'm hopeful that we'll be able to make another big step forward this coming weekend."

Source:

http://moto.gpupdate.net

Rossi in good shape at Mugello, Lorenzo heads third row

Saturday, 31 May 2008
With Valentino Rossi in pole position there is a good chance of another Fiat Yamaha victory at Mugello this weekend, while his young team-mate Jorge Lorenzo is seventh on the grid.

The Bridgestone-equipped side of the Fiat Yamaha garage had cause for celebration at the Gran Premio d´Italia Alice with Valentino Rossi´s first pole of 2008 and his first on Japanese rubber, at his home GP.

His MotoGP rookie team-mate is still confident, however, after qualifying seventh - his worst grid position thus far in his remarkable premier class adventure.

Valentino Rossi – pole position

`This is a great, great qualifying because it´s been a long wait to be on pole position again, almost one year exactly! Now for sure we will try to win tomorrow. To be honest I was quite worried after practice this morning because we had a few problems with the set-up and I couldn´t find my rhythm, but I want to say thank you to all my team because they made a great job during lunch, we did some important modifications and then this afternoon I had the feeling and the speed that I wanted. We´re now fast on race tyres but we still need to make our final decision about which tyre to use and we will do this when we see the conditions tomorrow. It´s great to make my first pole with Bridgestone and I think `48.1´ is a very fast time and it shows how good their qualifying tyres are now.´

Jorge Lorenzo - 7th

`Of course I´m not happy with seventh because I always want to be at the front, it´s my worst position so far with Yamaha in MotoGP and I´m especially disappointed because I really like this track and I love the Italian fans, but now we just have to look forward to a good race! I still lack some power in my ankles but honestly I can´t blame my injuries this time, today it was a case of lacking time to find the right dry set-up and of me not riding as well as I might have done. We need to work on the front especially because at the moment we are wheelying too much and we don´t have enough stability in the bumpy areas, but I have confidence in my team and in Yamaha and I know we will be able to improve for tomorrow. Anyway, we know our bike is working well here because Valentino is on pole! Tomorrow morning we will decide on the race tyre, together with Michelin, and then I will try to get a good start and pass as many people as possible.
Source:

Honda CBR 900 RR ED Type (1993)

Meticulous attention was given to every detail of the Fireblade's 893 cc liquid- cooled, four-cylinder engine, ensuring maximum performance with minimum size and weight. Special emphasis was given to the power delivery and numerous high-performance technical features combine to provide a linear response ideally suited to the rider's requirements.

The key to engine performance is the volume and efficiency of air flowing through the combustion chamber. The Fireblade's straight-port induction system and high-capacity air cleaner ensure optimum power characteristics, while sophisticated 38 mm slanted flat slide carburettors give optimum throttle control.

Twin camshafts act directly on the 16 valves, allowing a compact low-friction valve train with generous 16,000 mile adjustment intervals. Flat-topped 'slipper" pistons permit lightweight crankshaft and conrods, resulting in low inertia for phenomenally sharp engine response.

Honda's precise digital ignition system ensures accurate timing at all engine speeds, as well as providing instantaneous input to the accurate 'real-time" electronic tachometer. Meanwhile the Fireblade's cartridgetype liquid-cooled oil cooler keeps lubricant temperatures firmly under control.

Light fantastic: the Fireblade chassis
The CBR90ORF;Cs power is contained by a supremely light yet rigid frame, based around twin spars of extruded aluminium and weighing only 10.5 kg. The rear subframe and swing arm are also made from aluminium, the latter using technology developed for Honda's NSX sports car. Intensive track-testing plus detailed computer analysis led to the use of semi-floating rubber engine mounts to combat vibration

Front suspension design breaks new ground by combining a conventional fork configuration with rigid 45 mm stanchions and forged aluminium bottom cases. This gives strength with very low weight (in comparison with inverted forks), reducing inertia to provide the Fireblade with responsive and precise steering. At the rear, a new version of Honda's renowned Pro-Link system employs a sophisticated CIVSIII remote-reservoir unit that can be tuned for preload, compression and rebound damping.

Highly engineered wheels, tyres and brakes are vital components of the Fireblade package. Lightweight 16-inch front and 17-inch rear wheels are fitted with specially-developed Bridgestone Battlax tyres for superior grip and feedback. Twin 296 mm front discs with four-piston calipers, aided by a single 220 mm rear disc, provide immensely powerful yet controllable braking.

Total performance: the CBR'S aerodynamic advantage
Honda's engineers used their grand prix experience to introduce an important new feature to the aggressive, wind-cheating form of the Fireblade's fairing. A series of 8 mm diameter holes, near the twin headlamps and on the lower cowl, enhance the flow of air over and through the fairing to provide excellent performance in cornering. High-visibility instruments and easily operated switchgear demonstrate traditional Honda style and efficiency, as does the useful lockable compartment beneath the passenger seat. The Fireblade's 4-into-2-into-1 exhaust system incorporates an impact-extruded aluminium silencer that is light, free of welded seams and highly resistant to corrosion and heat. It meets stringent noise regulations while emitting a pleasantly distinctive note. Combining the punch of a large-capacity machine with the agility of a middleweight, the CBR has already become a best-seller and is tipped to win numerous 'bike of the year" polls worldwide.

Reducing the weight and exterior dimensions of a motorcycle's engine is the single most crucial element in improving performance and handling.

The new CBR90ORR Fireblade's engine achieved these reductions through state of-the-art computer engineering, resulting in a uniquely compact, lightweight, and efficient design.

Its right-side camchain layout, 16degree included valve angle and lightweight Inconel exhaust valves, rigid, one-piece cylinder crankcase, siamese cylinder block and 9mm sleeve spacing, and short, rigid, (5-bearing crankshaft combine to make this engine the lightest,most compact litre-class engine ever put into production.

Despite its compact dimensions, the Fireblade's engine is also one of the most competitive on the roads today. Its 38mm slanttype CV carburettors, straight, smooth, intake and exhaust tracts, ultra-compact pentroof combustion chambers, and large-volume 4-into2-into-1, 180' exhaust system and lightweight aluminium silencer provide the Fireblade with a nearly linear power curve that is virtually unmatched in its class.

A fully digitalised onepulsar ignition system provides ultra-precise timing and a hot, reliable spark from idle to redline.Lightweight connecting rods, semi-skirted slipper pistons, and a one-piece ACG combine to minimise friction and inertial mass for nearly instantaneous throttle response at any engine speed.

Accurately monitoring this performance is a direct-response real time electronic tachometer specifically designed to track the motorcycle's extraordinary responsiveness. To protect internal parts, the engine is equipped with a compact, liquid-cooled oil cooler mounted to the front case to maintain constant oil temperature under even the most demanding conditions.

The Lightest, Most Sophisticated Chassis
The Fireblade's main frame is a twin-spar unit fabricated from two lengths of 4-box extruded aluminum tubing with die-cast head pipe, pivot plates, and hangers. With a total weight of just 10.5kg, it is the lightest frame in the class. Its compact dimensions and extraordinary rigidity are the result of extensive computer-simulated design combined with countless hours on the test track. Aluminium seat rails further contribute to the Fireblade's light weight.

As the heaviest single component on a motorcycle, the engine's mass, weight, and positioning are critical to handling performance. The closer it can be placed to the centre of gravity, the better the motorcycle will handle.

Thus, the Fireblade's compact, lightweight engine is a primary contributor to the machine's 600cm-class agility. Combined, the engine and frame create a power-to-weight ratio unequalled in any class.


The Fireblade's frame and engine are balanced between a redesigned cartridge-type front fork and Pro-Link rear suspension. 'Me fork's 45mm stanchion tubes - the largest diameter tubes ever put on a production motorcycle - and extruded aluminium bottom cases provide exceptional rigidity and shock resistance while reducing weight. In the rear, the Pro-Link system combines a lightweight, yagura crossbraced aluminum swingarm with a state-of-the art CIVSIII remote reservoir damper offering 7step preload and stepless compression and rebound damping adjustment.

The Fairing. The Brakes. The Wheels and Tyres.
Weight, power, and handling are not the only components of competitive performance. Factors such as wind resistance and rider integration are essential elements, as well. In the design of the Fireblade's fairing, rushing air was also considered an important factor in overall performance. As with all components, design work and testing was done on a computer followed by modifications in the wind tunnel and on the track. These modifications include patches of 8mm perforation holes which enhance airflow over and through the fairing for improved cornering and side-to-side transition ease. The result is as attractive as it is functional; the Fireblade's attention-grabbing fairing provides both superb aerodynamic performance and rider integration.

No element of competitive performance is more important than brakes. Thus, in front, the Fireblade is equipped with a pair of light, rigid, opposed 4-piston calipers that help reduce front end weight and inertial mass, and grip slim drilled rotors between their sintered metal pads. In the rear, a lightweight dual-piston caliper system takes up duty.

Tyres and wheels are also essential elements of performance. The gyroscopic effect of a rotating wheel and tyre is a significant element in handling performance, thus the Fireblade is equipped with rigid, lightweight cast aluminium wheels front and rear. Tyres were developed specifically for use on the Fireblade, and feature a Mono-Spiral belt structure and rubber compound comparable to that of racing treads. They are designed to provide the handling characteristics of a 600cm-class machine while providing optimum traction and long life under a wide range of operating conditions, from city riding to the race track.

The Convenience of Competitive Performance.
The Fireblade is equipped with a range of features for convenience and ease of maintenance. Both the engine oil and sparkplugs can be replaced without removing the fairing and the air filter can be reached by simply removing the fuel tank. Headlight, taillight, and indicator bulbs are easily replaced, and for greater riding convenience, the Fireblade is equipped with a large-capacity utility box under the passenger seat that is hinged for one-touch opening and closing, and locks with a key.
All these features add up to the most competitive - and easy to live with - Super Sports motorcycle ever manufactured.

Think our claims are a bit over the top? Well, throw a leg over and judge for yourself. Then pray there's still a Fireblade left for you...

Specifications CBR900RR (ED-TYPE)

Engine liquid-cooled 4-stroke 16-valve DOHC inline-4
Bore x Stroke 70 x 58 mm
Displacement 893 cm
Compression Ratio 11:1
Carburettors 38 mm slanted flat-side CV type x 4
Max. Horsepower 124 PS at 10,500 rpm (DIN)
Max. Torque 9 kg/m at 8,500 rpm (DIN)

Ignition computer-controlled digital transistorized
with electronic advance
Starter electric
Transmission 6-speed
Final Drive 0-ring sealed chain
Dimensions (LxWxH) 2,030 x 685 x 1,115 mm
Wheelbase 1,405 mm
Seat Height 800 mm
Ground Clearance 130 mm
Fuel Capacity 18 litres

Wheels U-section 6-spoke aluminium cast
Tyres front 130/70 ZR 16 (Bridgestone Battlax BT-50F radial)
rear 180/55 ZR17 (Bridgestone Battlax BT-50R radial)
Suspension front 45 mm stepless rebound adjustable cartridge-type fork,
120 mm axle travel
rear Pro-Link with 7-step preload, stepless rebound and
compression adjustable CIVSIII damper,
112 mm axle travel
Brakes front 296 mm dual disc with 4-piston calipers and sintered metal pads
rear 220 mm single-piston caliper disc with sintered metal pads
Dry Weight 185 kg


Source:
http://www.quatrebras.com

Okada sceptical about Honda full-time engine switch

Saturday, 31 May 2008

Having only put in wet laps of Mugello with Honda´s pneumatic valve engine, Tadayuki Okada speculated on Friday that the motor was not quite ready for the regular riders to use next weekend.

Sole development of the Honda pneumatic valve engine after an eight-year absence from competition was always going to be a tall order for Tadayuki Okada, but the task was made yet more difficult by the rainfall experienced at Mugello on Friday afternoon.

Ideal circumstances for an easy reintroduction to MotoGP action –and the opportunity to gather more general data on the RC212V motor- would have been a much drier Italian circuit to the one presented to the riders in their opening free practice runs. Okada came unstuck with a highspeed lowside in the second session, and although he escaped unharmed, the crash was nonetheless a setback for both rider and team.

`I think that right now the pneumatic valve engine performance level isn´t any higher than the standard version used by Dani and Nicky (Pedrosa and Hayden, Repsol Honda´s regular riders)´ admitted the former 500cc World Championship runner-up.

`It is kind of frustrating for HRC that it rained on Friday,´ said Hayden, one of the champions of the pneumatic valve engine, after the afternoon session. `They need some dry time, and I´m sure that they´ll get some of that this weekend. There´s a chance that I could be racing with what he´s using next weekend.´

Whilst the latest version of the Honda engine will be available to both full-time factory men in Catalunya next weekend, Okada is sceptical as to whether a change would be for the better.

`We´re talking about changing an engine in the middle of the season, which is difficult to which to adjust as it is very different. If we´re thinking about the championship, then it is better to stick with the engine that we have. We do, however, want to develop a better engine to that which we are using now.´

Source:

http://www.motogp.com


Honda CBR 150R

Honda CBR 150 R is one of Honda's success product which has already used by so many people in any countries. It runs on 150 CC fours stroke engine, not so big and not so small for general people. That's why, many people will keep use and look and look for it. Some other, make some modification to make it's appearness looks more fresh.

Engine

4 Stroke, DOC 4 Valves, Water Cooled

Cylinder Capacity 149.4 CC.
Bore x Stroke 63.5 x 47.2 MM.
Compression Ratio 11 : 1
Engine Start Type Electric Start
Ignition CDI Direct
Sparking Plug CR8E (NGK) or U24ESR-N (DENSO)
Transmission 6 Speeds
Clutch Type Wet, Multiple Disk
Gear Ratio 1
2
3
4
5
6
3.038
1.941
1.500
1.227
1.041
0.923
Primary Gear Ratio / Last 3.260 / 2.933
Dimension (W x L x H) 652 x 1,910 x 1,065 MM.
Wheel Base 1,286 MM.
Ground Clearance 172 MM.
Seat Height 776 MM.
Caster / Trail Space 25 Degree / 88 MM.
Dry Weight 115 Kgs.
Suspension Front Telescopic
Rear Monoshock
Brake Type Front Disc Brake, Disc Plate Size 276 MM.
Rear Disc Brake, Disc Plate Size 220 MM.
Tyre Size Front 80 / 90 - 17 M/C 44P (Tubeless)
Rear 100 / 80 - 17 M/C 52P (Tubeless)
Battery MF Size 12 V. - 5 Ah
Fuel Tank Capacity 10 Litrs
Fuel Type Unlead Gasoline Octain 91 Up

Source:
http://otocontest.com

LG G8000

Specifications
LG G8000
Network2G
3G
GSM 900 / 1800
SizeDimensions
Weight
Display
94 x 50 x 23 mm (3.70 x 1.97 x 0.91 in)
120 gram
TFD, 65K colors
176 x 220 pixels, 10 lines
MemoryPhonebook
Call records
Internal
Card slot
1000 entries
20 dialed, 20 received, 20 missed calls

DataGPRS
EDGE
3G
WLAN
Bluetooth
Infrared port
USB
Class 10




Yes
FeaturesOS
CPU
Messaging
Ringtones
Browser
Radio
GPS
Games
Camera
Video
Colors
Java


SMS, MMS
Vibration; Downloadable polyphonic ringtones
WAP 2.0/xHTML


Yes
CIF

Silver

- Mini-SIM
- Second display 84 x 40 pixels , mono
- Blue backlight
- Downloadable image
- 15 voice dial numbers
- 60 sec voice memo
- MP4 player
- Predictive text input
- Organizer
- Voice dial
- Voice memo
- Clock
- Calendar
- Alarm
Battery
Stand-by
Talk time
Standard battery, Li-Ion 810 mAh
Up to 200 h
Up to 3 h

Image: http://www.welectronics.com

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