Bombardel

cine face carene ??? imi tre si mie carena pe fatza la un zx9 r din 99 e putin sparta in lateral dar as vrea una facut pe la ce bani im gasesc 2 hand bineinteles sau facuta de cineva care cu asa ceva se ocupa

jos !

sa va uitzti maine sambata pe postul primatv la stirile de la 6 si ne vedetzi pe totzi in actiune inclusiv pe ina etc

misto rau xx-ul ala

mult mai misto tobele astea decat alea sub sea ...

ce zicetzi de desingul asta ???

CBF1000S launched Honda uncovered an all-new CBF1000S in Paris on Thursday night (Sep 29) at an exclusive preview of its official launch at the Paris bike show, which opens this weekend. It uses a detuned CBR1000RR engine (to around 120bhp) and should cost in the region of £6000. It has ABS and CBS linked brakes as standard. It will only be available in the half-faired form seen here and uses a basic tubular steel backbone frame. Suspension is only adjustable for pre-load. Sorry nu am mai tradus se supara cineva ???

la ei cica se dau amenzi drastice pt limita de viteza ... la noi daca merg cu 80 prin oras si ma ia radaru cam cat imi da amenda 300 sau 500 mii ?? bine ca in romania exista gropi si canale fara capac si mai limitezi viteza )

parere mea este ca daca motociclistu mergea normal specific cu 50km/h su macar cu o videza decenta pt oras ( hai un 80 km/h ) avand in vedere ca eraub linii drepte si presupunem ca era tentazia mare sa o calce dar zic eu ca 160 km/h este totusi o viteza mare mai ales pt oras conservari care fac tampenii sunt multzi dar daca motociclistul mergea normal putea evita prostia unui conservar fara nici o problema. sa fim seriosi catzi nu ne-au sarit pana acum in fatza pe strazile patriei ? daca vi cu 50 - 80 mai ai sanse dar la 160 totusi ... si rossi sa fi si tot o mierlesti zic eu parerea mea ...

pai era in timpul programului... dar a luat amenda :banaba: el trebuia sa se duca sa il ia pe SEFU de acasa ,si ca sa nu mai ocoleasca a intrat pe interzis (fara sirene sau girofar ) in zona aia mai mereu intra pe interzis politzia dar macar cateodata mai dau drumul la girofar pt ca strada aia are si o curba si nu il vezi ca vine si esti tentat sa mergi pe plinia de autobuz pt ca pe acolo autobuzul circula de 2 ori pe zi ... PS au luat amindoi amenda ... politistul ca nu avea ce cauta atunci pe acolo fara mijloace de semnalizare fiind pe interzis si pe banda de mijloace de transport in comun ... iar motocuiclistul findca nici el nu avea ce cauta pe linia de autobuz ... oricum daca nu intra in masina politziei nu mai ii dadea nimeni nika insa problema a fost ca a intrat aplecat rau in groapa aia si era si pe viraj ... bine ca nu a murit nimeni pacat ca nu a nimerit macar o masina din alea 2 din targoviste care eu radar

si te lasi de vacutze ? albastre

un amic de al meu a dat si el de asfalt si cu genunchii si cu motocicleta care sa oprit direct in botul unui wv pasat de politzie ... pilotul nu are nimic e doar putzin zgariat in genunchi...era prima data cand nu avea si pantalonii la el era decat in geaca avea manusi si casca dar nu a mai luat si pantalonii (cu protectzii bineinteles) urmarile pasatul politzailor facut muci in fatza adica bara sparta radiator spart dracia aia de aer conditzionat pleznita airbagurile au sarit si ele pacat ca nu era unul dintre alea cu radarul motocicleta este traoznita pe partea stanga carenele facute varza bordul varza faru semnalele in schimb spre norocul lui cadrul nu are nimic radiatorul nimic sau instalatia de apa furca si roata de fatza sunt ok decat jugul superior este rupt ii trebuie carene noi (sau ma rog facute ) far si bord pe partea dreapta cu toba nu are nici o zgarietura motorul s-a dus glista daca nu era masina politziei acolo care era cam anapoda ca era pe linia rezervata mijloacelor de transport in comun nu avea nici un mijloc de semnalizare sonora sau auditiva pornit ... bine ca motociclistul nu avea viteza era undeva la 40 km/h o sa mai revin cu amanunte ... pana atunci avetzi grija ...

ina...mama cel mai bun pasager de dat pe o roata sa mor eu de cate ori m-am dat pe o roata cu pasager niciodata nu a fost lafel ca si cu ina ... nu stiu cum sta fata aia in spate dar sta supper o simtzi ca pe un ruxac nu se misca nu se dezechilibreaza si in + ii si place

daca pana si u care nu prea esti fan Yamaha ai recunoscut ca totusi la design se pricep...

Prima motocicleta semiautomata Yamaha a anuntat ca FJR-ul 1300 va fi oferit spre vanzare dotat cu o cutie de viteze semiautomata o sa aiba un buton in partea stanga cu care schimbi viteza in trepte superioare si inferioare cum vi se pare ideea asta ?

YAMAHA A CAM BATUT LA DESING MAI TOATE FIRMELE PRODUCATOARE DE SUPER SPORT ... CU MODELUL DIN 2006 ... AR MAI FI MISTO FIREBLADE-UL DIN 2006

tzate a...

cred a nu au stabilit deocamdata ce e ... pt ca mai peste tot pe net scrie "zx14-r (ZZR1400)"

bah sorry dar asa imi era o lene sa si respir dapai sa mai traduc si alea 10 mii de pagini

ca busa o fi mai frumoasa... macar asta arata misto din fatza cu farurile alea fatza de desingul de la zx 10 2006

ce zicetzi de desingulde la R1? SPECS - 2006 Yamaha YZF-R1 and YZF-R1 SP Engine: 998cc, four cylinder, liquid cooled, four stroke, 20-valve Bore x Stroke: 77 x 53.6mm Compression: 12.4:1 Induction: Fuel injection Claimed Power: 128.7kw (175hp) at 12500rpm Claimed Torque: 106.6Nm (11kg-m) at 10500rpm Starter: Electric Transmission: Six speed Final Drive: Chain Wheelbase: 1,415mm Dimensions (L x W x H): 2,085 X 720 X 1105mm Trail / Rake – 97mm / 24-degrees Seat Height: 835mm Dry Weight: 173kg (174kg for the ‘SP’ model) Fuel Capacity: 18 litres Tyres: Front _ 120/70-17; Rear _ 190/50-17 Suspension: Front _ 43mm fully adjustable inverted forks (Ohlins on the ‘SP’ model); Rear _ Fully adjustable single shock (Ohlins on ‘SP’ model complete with hydraulic preload adjuster) Brakes: Front _ 320mm dual disc, radial four-piston calipers; Rear _ 220mm single disc Price: TBC Warranty: Two years, unlimited kilometres

Honda fans are not being left out of the loop when it comes to updates for 2006 with the CBR1000RR Fireblade receiving a host of changes for the new model year. The Fireblade genesis began in 1992 with the original CBR900RR and has steadily grown over the years through 919, 929 and 954cc examples before the introduction of the full litre capacity CBR1000RR in 2004. The keyword in the makeover for 2006 seems to be aggression as all new bodywork design certainly gives the machine a much more forward and menacing stance. Gone is the somewhat slab sided look of the two piece lower side fairings which are replaced with a much smaller and more angular two-piece design with a more vertical sweeping join rather than the previous straight join. The new design shows off more of the right hand engine cover and also more of the header down tubes which help the machine to look much more racy. Honda also claim that the new design helps to isolate radiated exhaust heat from the rider better than before. Compared to the 2005 model, the nose of the 2006 machine also looks to project a little further forward, the upper cowling on the leading edges of the screen is more flared and the fairing lower does not extend as far to the rear. Rounding out the aesthetic changes is a switch in colour of the radial brake mounts and fork lowers to black from the previous bronze colour found on the 2005 model. Honda isn’t just window dressing their flagship sportsbike however as there are also many changes under the skin of the sexier new bodywork that aim to add more excitement to the Fireblade. A new cylinder head is claimed to boost power throughout the rev range along with new intake valves actuated by a more aggressive camshaft profile pushing through new double valve springs that replace the single coil items on the previous model. The ram-air intake and exhaust systems have also been made freer flowing. The compression ratio has risen from 11.9:1 to 12.2:1 due to slightly smaller combustion chambers in the new head and the redline has also been moved further up the rpm scale from 11650 to 12200rpm. The crankshaft is also stronger thanks to the use of a stronger new steel alloy while the camshafts have had 450g shaved through the use of thinner shaft walls. The fuel injection system has been recalibrated to suit the changed engine characteristics and Honda are claiming a 3.4% increase in maximum power as a result of the changes which should add an extra healthy kick in the pants to the Fireblade’s top end howl. The final drive ratio has also been changed to suit the higher revving engine with a 42 tooth rear sprocket replacing the previous 40 tooth item and an improved cush drive system has been employed. Other detail changes inside the crankcases are to enhance durability with new gears for the six-speed cassette gearbox while the clutch now rides on new needle bearings that Honda claim enhance engagement feel for fast getaways. Helping to harness the increased go is a small boost in the already formidable braking power with the front disc rotors growing 10mm to a full 320mm. Performing the clamping duties once again are a pair of four-piston Tokico calipers. A reduction in disc rotor width from 5mm to 4.5mm helps to offset the extra mass gained by moving to a larger diameter. The rear caliper is smaller and lighter than before. The suspension has also gone under the microscope with new valving front and rear while the Pro-Link shock also scores a revised linkage to aid traction. The 2006 model now rolls on a reduced wheelbase with the swingarm now 5mm shorter and a slightly steeper steering head angle (rake) helping to lessen the trail figure from 102 down to 100mm. These changes add up to a reduction in wheelbase from 1410 to 1400mm. The exhaust system has come in for plenty of attention with 600 grams shaved from the pipes, 480g from the servo controlled exhaust valve and an extra 380g trimmed from the muffler. The previous three-piece rear muffler shield is now a one-piece moulded resin shroud. Claimed dry weight has only dropped a couple of kilograms with Honda specifications putting the 2006 model 3kg lighter than before at 176kg which along with the 3.4% boost in power provides a 3.3% increase in the overall power-to-weight ratio. Other areas of weight saving not mentioned previously include a lighter ECU, radiator, hoses and a new magnesium generator cover. Racetrack performance is not the only area that Honda have addressed for 2006 as they have also provided a denser seat foam. Traditionally Honda has not released their new year sportsbikes until late in the first quarter of that year and that history will probably repeat itself here. However they are certainly making sure that they shift plenty of 2005 model Fireblades in the meantime with some dealers already cutting more than 15% off the retail price of the current model. SPECS 2006 Honda CBR1000RR Fireblade Engine: 998cc, Liquid-cooled, 4-cylinder, 4-stroke Bore x Stroke: 75 x 56.5mm Compression: 12.2:1 Induction: PGM-DSFI fuel injection, 4 x 44mm throttle bodies Starter: Electric Transmission: Six speed Primary Reduction Ratio: 1.604 (77.48) 1st Gear: 2.538 (33/13) 2nd Gear: 1.941 (33/17) 3rd Gear: 1.578 (30/19) 4th Gear: 1.380 (29/21) 5th Gear: 1.250 (25/20) 6th Gear: 1.160 (29/25) Final Reduction Ratio: 2.625 (42/16) Final Drive: Chain Wheelbase: 1,400mm Dimensions (L x W x H): 2030 X 720 X 1118mm Seat Height: 820mm Dry Weight: 176kg Fuel Capacity: 18 litres Tyres: Front _ 120/70-17; Rear _ 190/50-17 Suspension: Front _ Fully adjustable 43mm cartridge forks; Rear _ Fully adjustable single shock Brakes: Front _ 320mm floating discs, radial mount Tokico four-piston calipers; Rear _ 220mm single disc, single piston caliper Price: TBC Warranty: Two years, unlimited kilometres

ceva date despre mobra PART CYCLES Inspired of the ZXRR of MOTOR BIKE GP and using only solutions "high-tech", the weight of the unit should be located around the 168 kilos. "Our special envoy" could zieuter good ten frameworks similar to that of the ZXRR but with points of typified anchorings motor bike of series. A reversed fork having all the adjustments necessary to this type of machine should quite naturally find its place on the Kawa bomb. The suspensions postpone and the brakes should not be in remainder... this Ninja there should promise signal-matos to us. ENGINE Of a cubic capacity of 990 DC, it will deliver 168 horses in free version. Equipped with an injection last generation, it will be in conformity with the increasingly demanding anti-pollution standards. This one will be also coupled with the famous RAM-Air system, chèr in Kawasaki, which will be available in its two versions as for the ZX12R. No doubt that this gas works will be armed in order to distil unforgettable feelings even in its version 100 cv. LOOK Dimensioned look the ZX10R should be very close to the machine of Great Price. The manufacturing Japanese one carried out a large work out of blower with for objective: to support a better penetration in the air improving the dash speed thus. For my part I hope that the hull postpones will not be indentic A that of the ZXRR, his form too "square" is far from achieving the unanimity! Dimensioned instrument panel, one should find the same original system as on Z1000 and 636, only one block with digital posting and laying out of all the infos BASIC. Conclusion With such promising figures, we are impatient to carry out our first test, with why not a confrontation with the current reference of the category, I named miss GSXR. SI CEVA POZE

ete ceva detalii despre noul ZX14-R care cred ca o sa fie destul de puternic si de rapid in comparatzie cu busa KAWASAKI NINJA® ZX™-14 COMBINES THE BEST OF EVERYTHING TO DELIVER SERIOUS MOTORCYCLISTS THAT ELUSIVE “ULTIMATE” RIDE Sleek aerodynamics, unmatched power, acceleration, and stability combine to provide balance to company’s latest flagship. If ever a brand of motorcycles was defined by the sheer power emanating from its long history of record-breaking sportbikes, Kawasaki would hold that mantel. If ever a brand would be expected to rightfully incorporate the meaning of the word “ultimate” into its newest flagship street carver, Kawasaki fits the bill. That’s just what the company has done with the Ninja® ZX™-14, a 1352cc motorcycle that is its most powerful ever, and succeeds in setting the performance standards for others to follow. Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. Wrapped in a choice of Passion Red, Ebony, or Candy Thunder Blue, the new ZX-14 makes blending into the scenery nearly impossible. It accelerates with ease, handles with assurance, and exudes an aura unmatched by anything else on the street. This most powerful of all Kawasaki-branded motorcycles was created to do everything right. Right from the beginning. Its aerodynamics reminds users that Kawasaki is indeed an aircraft maker. The blending of form, power, and handling characteristics have delivered a debut unit that is so balanced in all aspects that the word—ultimate—seems barely adequate to describe it. This all new in-line four has evolved from the Ninja ZX-12R and features a bore and stroke of 84 x 61mm packed into a purposefully designed compact outline that minimizes engine width, leaving it at virtually the same width as the 12R. A twist of the throttle delivers a seamless spread of torque that is so linear, the “power band,” per se, ceases to exist. Riders will pay particular attention to the impressive response that kicks in once the motor exceeds 6,000 rpm. Those that have ridden this newest Kawasaki flagship marvel at the torque response that makes pulling away from a total stop in almost any gear a possibility. The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-ups, offering a more direct feel for the rider. The ZX-14’s chassis design is every bit the equal of its power plant. It is an advanced version of Kawasaki’s unique aluminum monocoque frame, lightweight and very strong. This sophisticated approach gives the ZX-14 a responsive handling quality and incredible highway stability. By utilizing this frame technology, engineers were able to concentrate on delivering, as mentioned, a very slim, compact package. Inherently more rigid than twin-spar frames, and with the engine rigid-mounted, the monocoque’s strength is greatly increased. With the engine positioned forward in the frame, engineers were able to carefully select the wheelbase and front/rear wheel weight balance to achieve both high speed stability and responsive handling. The ZX-14 uses an inverted 43mm cartridge fork and new Uni-Trak® linkage rear suspension to complement the highly rigid frame, thus offering both great controllability at high speeds and superb road holding when sport riding on twisting hill roads. Does this ultimate combination of engine performance and chassis design make the Kawasaki ZX-14 rider-friendly? The engineers and designers sought to combine the utmost elements of today’s motorcycle technologies, yet still provide a package that is both approachable—and usable. The ZX-14 delivers seamless power, a smooth ride, and friendly ergonomics. Together, these characteristics are manifested in a ride that is surprisingly non-intimidating, yet still maintains the heart of the rebel so much a part of Kawasaki’s brand heritage. Offering a very relaxed sport riding position, it is compact without being cramped, and the bars are positioned so riders don’t have to stretch to reach them. The narrow engine, monocoque frame, and fuel tank make it easy for the rider to keep his knees close together in any riding conditions. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make planting feet on the ground when stopped a cinch. And when the rider is stopped, the motorcycle will be the center of attention. Because the monocoque frame goes over the engine and doesn’t protrude through the fairing, the fairing design lines are uninterrupted, giving it a smooth, flowing appearance, from front to rear. Quadruple projector beam headlights adorn the ZX-14’s front cowl, with the outer lights containing position lamps and high beams. Low beams are located in the two center lamps. The front and rear turn signals are integrated into the fairing and rear cowl, and the all new LED tail lamp features a unique “V” design. Other key features of the Kawasaki ZX-14: - Instrument cluster with easy-to-read, white-faced dual analogue speedometer and tachometer. - Shift indicator light and clutch engagement light. - Multi-function LCD digital display includes fuel gauge, gear indicator, dual trip meters, odometer, and clock. - Large diameter petal brake discs, radial mount front calipers and a radial pump brake master cylinder for impressive braking performance and superb feel. - Hydraulically operated clutch features a radial mount clutch master cylinder for worry-free, silky smooth clutch operation. - Fuel tank features a flush-surface tank cap. - Idling speed control system contributes to easy starting capability. - Lightweight Denso radiator with high-density cores provides efficient cooling. - Massive head pipe casting contributes to frame rigidity. - Airbox located in the frame, contributing to a very compact layout. - Engine and chassis components designed to maximize mass centralization. - Newly designed wheels feature center ribs which are slightly offset so that tire balance weights can be located at the wheel centerline. All told, Kawasaki has once again brought its engineering and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far surpasses them, as the meaning of the word “ultimate” has found a new definition.

inchiriatzi DVD-ul cu filmul Torque si vedetzi acolo pe dvd ca e un mic documentar despre aceasta mobra si sunt si ceva teste facute cu ea oricum e fitzoasa mobra ...