HONDA CBR 600 RR vs DUCATI 749 S vs YAMAHA R6

[draven]

Buna ziua si La multi ani!!!

 

Am deschis acest topic din dorinta de a afla mai multe despre cele trei modele de moto, as dori opiniile voastre pertinente, plusuri si minusuri cu privire la aceste modele, de la aspect, la ciclistica, la fiabilitate, la performante, placerea de a conduce, dificultati in conducere, etc.. de asemenea precizez ca am ales aceste modele pentru ca urmeaza ca anul viitor sa imi schimb mobra si vreau sa fac o alegere cat mai buna (mie imi place la nebunie cum arata DUCATI-ul). Nu vreau acest topic sa fie un teren de razboi intre fanii de japoneze si fanii de moto italiene... , asta daca se poate.

Va multumesc anticipat!

 

 

[ghizda2005]

Pune-ti intrebarea mai bine...ori Honda ori Ducati....R6 nu are ce sa caute acolo...Daca ar fi dupa mine le-as lua pe amandoua sincer si fara suparare ))...Gandestete bine si punele in balanta si vezi spre ce inclini mai mult...

[yo4hgx]

Blonda? Bruneta? Roscata?!...

[Crazy-devil]

asta tine de tine, daca vrei rafinament, sa fii mai unic in felul tau, italiencele te reprezinta. de 600RR sau R6 nu stiu ce sa zic ca nu am mers pe niciuna. tot ce stiu de 600RR ca nu prea are putere in ture mici, balbaie. la ducati iti da puterea pe toata plaja acceleratiei, ciclistica e super, designul iarasi, la fel si sunetul specific. in schimb te vei plictisi sa tot explici la oameni ca nu e stricata, ca acel clantanit e de la ambreiajul uscat, ca tobele nu se rup de sub saua, ca nu te infierbanta caldura de la ele... sunt motoare mai pretentioase cand e vorba de intretinere. adica nu le repari in spatele blocului cu vecinu care a avut mobra in '80. daca ii faci intretinerea la timp, nu ai probleme cu ea.

[draven]

sa mai bag si Ninja de 600 in ecuatie, poate asa mai starnesc ceva comentarii?

[Crazy-devil]

nu uita ce ani te intereseaza.

[draven]

Anul de fabricatie sa fie 2005-2006 pentru toate modelele, la preturi am vazut ca se invart intre 3000-4000.

[cmd]

cel putin yamaha 2006 este total diferita si mult MULT mai ok decat varianta 2005,invata prima data modelele dupa aceea incepi sa discuti despre ele,daca esti conditionat de $ nu-ti cumpara ducati pt ca sunt costuri suplimentare cu service`ul si piesele sunt scumpe,nu le gasesti pe toate drumurile

daca vrei fiabilitate cumpara honda puterea liniara,are un design foarte placut sta foarte bine si langa modelele mai noi insa puterea motorului lasa de dorit,suspensiile sunt foarte bune,frane asa si asa

vrei sa fie putin mai nervoasa ,frane extraordinare design`ul te pune in centrul atentiei ,handling extraordinar cumperi yamaha;

vrei sa simti ceva pe curbe ,sa ai cuplu pe toata plaja de turatii si o ciclistica grozava,frane extraordinare cumperi ducati;

daca vrei sa nu-ti "garanteze nimeni" pt piese cumperi kawa pana`n 2009 din clasa de 600,frane puternice,cred ca are cei mai multi caluti,decent pe curbe,sunet frumos,dintre toate de 600 el triseaza la capitolul cmc de unde si o putere mai mare,kawasaki a facut o treaba foarte buna cu acest model

[draven]

cum sa invat despre modele altfel decat intreband batranii intr-ale motociclismului, si bineinteles citind pe diferite forumuri sau citind reviewuri despre motoare, daca aveti alte idei as vrea sa le aud.

multumesc

[Crazy-devil]

Anul de fabricatie sa fie 2005-2006 pentru toate modelele, la preturi am vazut ca se invart intre 3000-4000.

 

nu gasesti ducati la 3-4000euro din 2005-2006. gasesti dar va necesita niste investitii. cum a zis si CMD, iti va trebui si o "rezerva" pt intretinerea ei. dar asta nu neaparat din prima zi. ci service-ul periodic pt intretinerea ei. adica curelele de distributie la 20.000km sau 2 ani, schimbul pastilelor (care il poti face la orice motor) in rest tot benzina, tot acelasi ulei il pui. multi se feresc de service pt ca nu avem atat de multe autorizate in tara.

si ca sa fac un quote de pe un site de afara:

 

A Ducati is a Ducati... It's like a Ferrari. It may not always be the fastest or the most comfortable, but it's a Ducati.

[draven]

asta este ce am gasit despre Ducati

Ducati 749

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This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (December 2011) Ducati 749 Manufacturer Ducati Also called "Seven-four-nine" Production 2003-2006 Predecessor Ducati 748 Successor Ducati 848 Class Sport bike Engine 748 cc desmodromic liquid cooled L-twin
Bore x stroke: 90 mm x 58.8 mm
Compression ratio: 11.7:1 Weight 188 kg (410 lb) (dry) Related Ducati 999

The Ducati 749 is a 90-degree L Twin Desmodromic valve actuated engine sport bike built by Ducati Motor Holding between 2003 and 2006. Designed by Pierre Terblanche, the 749 was available as the 749, 749 Dark, 749S, and 749R. It shared many of its parts with the 999, with the exception of a slightly smaller 180/55 profile rear tire, smaller cylinders, and different cylinder heads, giving it a smaller displacement of 748 cc. This smaller engine is higher revving and produces a lower peak horsepower than the larger engine used in the 999. The 749S model, like the 999, incorporates features rarely found on production motorcycles, including adjustable rake (23.5° or 24.5°) and five-position adjustable rearset mounts.

A limited number of the 749 were manufactured as a race version — the 749R — each with their production number stamped on the triple clamp. This race model was lighter, had a shorter stroke, increased bore and larger valves which allowed it to run more efficiently at higher RPM, and hence, produced more torque and power than the 749/S models. The 749R also came with a larger tank (4.8 US gallons / 18 litres; 4.0 imperial gallons); slipper clutch; Öhlins forks, shock and steering damper; racing cams; titanium valves, valve guides, and connecting rods; magnesium head covers, and carbon fiber belt covers. Its 2004 model had carbon fiber fairings.

The 749 was replaced by the Ducati 848 for the 2008 model year.

Contents

• 1 Specifications
  • 1.1 Chassis
  • 1.2 Transmission
• 2 External links

Specifications Chassis

• Frame: Tubular steel trellis
• Wheelbase: 1,420 mm (55.9 in )
• Rake: 24.5°, adjustable to 23.5°
• Front suspension: Showa 43 mm upside-down fully adjustable fork
• Front wheel travel: 125 mm (4.9 in)
• Front brake: 2 x 320 mm semi-floating discs, 4-piston 4-pad caliper
• Front wheel: Y-shaped 5-spoke light alloy 3.50 x 17
• Front tyre: 120/70 ZR 17
• Rear suspension: Progressive linkage with fully adjustable Sachs monoshock
• Rear wheel travel: 128 mm (5.0 in)
• Rear brake: 240 mm disc, 2-piston caliper
• Rear wheel: Y-shaped 5-spoke light alloy 5.50 x 17
• Rear tyre: 180/55 ZR 17
• Fuel tank capacity: 15.5 L (4.1 US gal), includes 3 L (0.8 US gal) reserve
• Weight: 188 kg (415 lb )
• Seat height: 780 mm (30¾ in)
• Instruments: Speedometer, tachometer, high beam indicator, turn signals, oil pressure warning light, low fuel warning light, neutral light, water temperature, outside temperature gauge, fuel consumption, battery voltage, immobilizer system
• Versions: Dual seat and Fast back

Transmission

• Gearbox: 6 speed
• Ratios: 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
• Primary drive: Straight cut gears; ratio 1.84
• Final drive: Chain; Front sprocket 14; Rear sprocket 39
• Clutch: Dry multiplate with hydraulic control

External links Wikimedia Commons has media related to: Ducati 749

• Ducati 749 technical specifications
• Ducati 749S technical specifications
• Ducati 749R technical specifications

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asta am gasit despre Honda

Honda CBR600RR

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Honda CBR600RR Manufacturer Honda Production Since 2003 Predecessor Honda CBR600F4i Class Sport bike Related Honda CBR1000RR
Honda RC211V
Honda RC212V

The Honda CBR600RR is a 599 cc (36.6 cu in) sport motorcycle that was introduced by Honda in 2003 as a race replica version of Honda's CBRFx series motorcycles. It won every Supersport World Championship title from 2002 to 2008.

Contents

• 1 History
  • 1.1 Racing roots
  • 1.2 2005 revision
  • 1.3 2007 redesign
  • 1.4 Combined ABS prototype
  • 1.5 2009 redesign
• 2 Competition
• 2.1 2007
• 2.2 2008
• 3 Racing
• 4 Specifications
• 5 Awards
• 6 References
• 7 External links

History Racing roots

The CBR600RR was developed from and inspired by the Honda RC211V MotoGP bike. The similar physical appearance of the CBR600RR and RC211V was intentional. Underneath the bike was MotoGP technologies that were made available for the first time on a production motorcycle, such as the Unit Pro-Link rear suspension and Dual Stage Fuel Injection (PGM-DSFI). Both were taken directly from Honda's MotoGP bike. The RR, or race replica, suffix was added to emphasize racing characteristics such as an advanced braced swingarm, center-up exhaust system, and more aggressive riding position. The 2003 model carried over to 2004 technically unchanged, with the only addition of an oxygen sensor and new color schemes.

2005 revision

2006 CBR600RR

Unit Pro-Link swingarm

In 2005, the CBR600RR received a major revision with new bodywork, fully adjustable inverted front forks, race-inspired disc brakes with radial-mounted four-piston calipers, and an entirely new aluminum frame, swingarm and rear shock. The midrange power was also increased. These changes along with additional refinements to the engine and exhaust system all came together to bring CBR600RR's wet weight down by 22 lb (10.0 kg), and dry weight by 9 lb (4.1 kg)^[1][2][3] Except for new color schemes, the 2006 model was unchanged from the 2005 model.

2007 redesign

2007 CBR600RR at the International Motorcycle Show

On September 6, 2006, Honda revealed an all new CBR600RR for the 2007 model year.^[4]

The CBR600's most radical redesign since the introduction of the RR in 2003 is highlighted by a whole new engine, frame, and bodywork that results in a smaller, lighter, more-powerful CBR600RR with a class-leading power-to-weight ratio and unparalleled performance.

[5]

Weight was the primary focus of the redesign. The result was a 20 lb (9.1 kg) reduction in dry weight over the 2006 model, from 361 lb (163.7 kg)^[3] to 341 lb (154.7 kg).^[3][6]

In redesigning the CBR600RR for lighter weight and increased performance, Honda's engineers started with the engine. The completely new engine was smaller and lighter than its predecessor, the designers having used careful positioning of all internal components to achieve significant reductions in the motor's length, width, and height, as well as reducing weight by 2 kg (4.4 lb) compared to the 2006 model's powerplant. Horsepower increased to about 105 hp (78 kW) measured in independent tests.^[7][8]

2007 CBR600RR at the International Motorcycle Show

The frame was lighter, slimmer, and more compact than that of the 2006 CBR600RR. The frame was produced using what Honda calls Fine Die-Cast (FDC) technology, which allowed them to build a lighter frame without compromising strength or rigidity. The handling of the new bike was sharpened by its 22 mm (0.87 in) shorter wheelbase, as well as by the designer's focus on strict mass centralization. Despite the shorter wheelbase, the 2007 model's swingarm was 5 mm (0.20 in) longer than that of the 2006, made possible by the more compact dimensions of the new bike's engine.

The suspension of the 2007 model was carried over almost unchanged from the 2006 bike, with the same 41 mm (1.61 in) inverted fork in front, and Honda's Unit Pro-Link rear suspension configuration damping the rear wheel. The new three-spoke cast aluminum wheels were also lighter than those on the 2006 bike, which further contributed to the enhanced performance of the suspension. The brakes featured dual radial-mount four-piston calipers and twin 310 mm (12.20 in) discs at the front, and a single-piston caliper and a 220 mm (8.66 in) disc at the rear. Hidden below the steering head was an updated version of the Honda Electronic Steering Damper (HESD) system, which was also available on the CBR1000RR.

The smaller, sharper-edged new front upper fairing was dominated by the large central ram-air duct which fed the airbox through an opening in the steering head section of the frame and was separated from the sides of the fairing by a large gap which Honda said was for air management purposes. The tail-section was similarly smaller and sharper-edged, riding atop a heavily restyled under-seat muffler.

The motorcycle carried over with only color scheme changes for the 2008 model year.

Combined ABS prototype

On June 9, 2008, Honda revealed a CBR600RR prototype that featured an all new braking system branded as Combined ABS which integrated combined braking, anti-lock braking, and brake-by-wire systems.^[9] Combined ABS used a computer control unit to ensure the correct balance of front and rear brake use and also controlled when the ABS should engage. The system was designed to be as unobtrusive as possible by delaying the engagement of the ABS until the last possible moment. Combined ABS was not made available on the production 2008 CBR600RR.^[10][11]

2009 redesign

2010 Honda CBR600RR

On September 5, 2008, Honda introduced a revised CBR600RR for the 2009 model year.^[12] Combined ABS became available as an option. Other changes included updates to the engine such as changes to its pistons, cylinder head and exhaust that Honda claims will increase torque delivery between 8,000-12,000 rpm with a 3.5% increase in torque at 10,000 rpm. The CBR600RR’s engine also received a new high resistance valve lifter and a popup valve system inherited from the CBR1000RR. Included also are improved fairings that enhanced stability and reduce noise emission levels, and new color schemes which were designed to attract a wider range of riders. Although all of these changes involved the addition of some materials, the overall weight of the 2009 CBR600RR remained the same as the 2008 model. This was achieved through weight savings in the engine, exhaust, and chassis.

The 2009 CBR600RR carried over with only color scheme changes for the 2010, 2011 and 2012 model years.

Competition 2007

For the 2007 model year, the CBR600RR competed with the Ducati 749, a completely redesigned Kawasaki Ninja ZX-6R, the Suzuki GSX-R600, the Triumph Daytona 675, and the Yamaha YZF-R6. Shootout comparisons by motorcycle magazines consistently awarded the CBR600RR first place in the super sport class.^[13] Major print and online publishers praise the bike for its powerful engine and class-leading light weight.^[14]

2008

For the 2008 model year, the CBR600RR continued to compete with the Kawasaki Ninja ZX-6R, a revised Suzuki GSX-R600, the Triumph Daytona 675, and a revised Yamaha YZF-R6. Even with no technical changes from the 2007 model, the CBR600RR continued to win middleweight shootouts including Sport Rider's middle weight shootout,^[15] Motorcycle-USA's middleweight comparison,^[16] and Motorcycle.com's middleweight comparison.^[17]

Racing

As of 2010, in the Supersport World Championship, the CBR600 has claimed seven out of eight titles since its introduction in 2003, whilst also helping Honda to eight manufacturers crowns since 2003.

Specifications 2003–2004^[2] 2005–2006^[3][6] 2007–2008^{[18][19][19][20]} 2009–2011^{[21][22][23][24]} Model ID CBR600RR CBR600RA (combined ABS) Engine Engine Type 599 cc (36.6 cu in) liquid-cooled inline four-cylinder Bore/Stroke 67.0 mm (2.6 in) x 42.5 mm (1.7 in) Compression Ratio 12.0:1 12.2:1 Valve Train DOHC; four valves per cylinder Fuel Delivery Dual Stage Fuel Injection (DSFI) Dual Stage Fuel Injection (DSFI) with 40 mm (1.6 in) throttle bodies, Denso 12-hole injectors Ignition Computer-controlled digital transistorized with three-dimensional mapping Power Output 117.7 bhp (87.8 kW) @ 13,000 rpm (claimed)^[25] 105.6 hp (78.7 kW) @ 13,250 rpm^[26] 104.7 hp (78.1 kW) @13,800 rpm^[27]
105.2 bhp (78.4 kW) @ 13,750 rpm^[7][28]
106.01 hp (79.05 kW) @ 13,850 rpm^[29] 102.2 hp (76.2 kW) @12,600 rpm^[8] Torque 48.7 lb·ft (66.0 N·m) @ 11,000 rpm(47) 44.8 lb·ft (60.7 N·m) @ 10,750 rpm^[26] 43.8 lb·ft (59.4 N·m) @11,150 rpm^[27]
44.1 lb·ft (59.8 N·m) @ 11,250 rpm^[7][28]
44.01 lb·ft (59.67 N·m) @ 11,225 rpm^[29] 45.2 lb·ft (61.3 N·m) @ 11,210 rpm^[8] Drivetrain Transmission Close-ratio six-speed Final Drive #525 O-ring-sealed chain Suspension Front Suspension 45.0 mm (1.8 in) HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 in (119 mm) travel 41.0 mm (1.6 in) inverted HMAS cartridge fork with spring-preload, rebound and compression-damping adjustability; 4.7 in (119 mm) travel Rear Suspension Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 4.7 in (119 mm) travel Unit Pro-Link HMAS single shock with spring-preload, rebound and compression-damping adjustability; 5.1 in (130 mm) travel Front Tire 120/70ZR-17 radial Rear Tire 180/55ZR-17 radial Brakes Front Brakes Dual four-piston calipers with 310.0 mm (12.2 in) discs Dual radial-mounted four-piston calipers with 310.0 mm (12.2 in) discs Dual radial-mounted Mono-block four-piston calipers with 310.0 mm (12.2 in) discs Dual radial-mounted Mono-block four-piston calipers with 310.0 mm (12.2 in) discs Honda electronic Combined ABS Rear Brakes Single 220.0 mm (8.7 in) disc Single 220.0 mm (8.7 in) disc, Honda electronic Combined ABS Dimensions Rake 24.0 degrees 23.9 degrees Trail 95.0 mm (3.7 in) 97.7 mm (3.8 in) Wheelbase 54.7 in (1,389 mm) 53.9 in (1,369 mm) Seat Height 32.3 in (820 mm) Dry weight 370 lb (170 kg)^[2] 361 lb (164 kg)^[3][6] 345 lb (156 kg)^[18] Dry weight (w/o fuel) 402 lb (182 kg)^[26] 381–385 lb (173–175 kg)^{[7][27][29][30]} 386 lb (175 kg)^[8] Wet weight 445 lb (202 kg)^[31] 430–431 lb (195–195 kg)^[26][31] 412–415 lb (187–188 kg)^[28][29] 410 lb (190 kg)^[21]
412 lb (187 kg)^[7] 432 lb (196 kg)^[21]
435 lb (197 kg)^[23]

Awards

• 2003 Best Sportbike, Motorcyclist^[32]
• 2003 Machine of the Year, Motor Cycle News^[33]
• Machine of The Year 2007, Bike^[34]
• 2007 Supersport Shootout Winner, Motorcycle-USA.com^[35]
• 2007 Best Middleweight Sportbike, Motorcycle-USA.com^[36]
• 2008 Middleweight Smackdown Winner, Sport Rider^[15]
• 2008 Supersport Shootout Winner, Motorcycle-USA.com^[37]
• 2008 Supersport Shootout Winner, Motorcycle.com^[17]
• 2009 Best Sportsbike under 600cc: Honda CBR600RR C-ABS, Motor Cycle News^[38]

nu gasesti ducati la 3-4000euro din 2005-2006. gasesti dar va necesita niste investitii. cum a zis si CMD, iti va trebui si o "rezerva" pt intretinerea ei. dar asta nu neaparat din prima zi. ci service-ul periodic pt intretinerea ei. adica curelele de distributie la 20.000km sau 2 ani, schimbul pastilelor (care il poti face la orice motor) in rest tot benzina, tot acelasi ulei il pui. multi se feresc de service pt ca nu avem atat de multe autorizate in tara.

si ca sa fac un quote de pe un site de afara:

 

A Ducati is a Ducati... It's like a Ferrari. It may not always be the fastest or the most comfortable, but it's a Ducati.

pe bikeshop sunt 2 la vanzare una din 2005 cu 4000

pe mobile.ro sunt 40 din care aprox 10 sunt pana in 4000, din cel putin 2005 sunt 18 din care 5 sunt pana in 4000

nus ce sa spun decat ca o sa ma descurc sa imi cumpar anul asta spre sfarsit una buna la 4000, cat despre bani de intretinere nu este o problema, nu imi iau credit sa imi iau motor si sa nu am bani de revizii sau benzina, sa o tin sa fac poze cu ea in curte si sa le urc pe fb

asta am gasit despre Kawasaki

Kawasaki Ninja ZX-6R

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Kawasaki Ninja ZX-6R Manufacturer Kawasaki Production Since 1995 Predecessor ZZR600/ZX-6E, Ninja 600R Class Sport bike^[1]Engine 636 cc (38.8 cu in) inline-4 Bore / Stroke 67.0 mm × 45.1 mm (2.64 in × 1.78 in) Compression ratio 12.9:1 Power 96.4 kW (129.3 hp) @ 13'500 rpm (claimed)
101 kW (135 hp) @ 13'500 rpm (with RAM) Torque 71 N·m (52 lbf·ft) @ 11'500 rpm (claimed) Transmission 6-speed Suspension Front: 41mm inverted Showa BP-SFF fork with top-out springs
Rear: Bottom-link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount Brakes Front: Dual 310mm petal rotors with dual radial-mount, Nissin four-piston, monobloc calipers
Rear: Single 220mm petal rotor with single-piston caliper Tires Front: 120/70 ZR 17
Rear: 180/55 ZR 17 Rake, Trail 23.5° / 101 mm (4.0 in) Wheelbase 1,394.46 mm (54.900 in) Dimensions L 2,085 mm (82.1 in)
W 705 mm (27.8 in)
H 1,115 mm (43.9 in) Seat height 830 mm (33 in) Weight 192 kg (420 lb) (claimed) (dry) Fuel capacity 17 L (3.7 imp gal; 4.5 US gal) Fuel consumption 5.3 L/100 km (53 mpg_-imp; 44 mpg_-US) Related ZX-6RR, ZX-9R, ZX-10R

The Kawasaki Ninja ZX-6R is a Kawasaki 600 cc class sport motorcycle.^[1] It was introduced in 1995, and has been constantly updated throughout the years in response to new products from Honda, Suzuki, and Yamaha. The ZX series is what was known as the Ninja line of Kawasaki motorcycles in the 1980s and still carries the name today.

Contents

• 1 History
• 2 Specifications
• 3 References
• 4 External links

History

Kawasaki introduced the ZX-6R in 1995 with very similar looks and features like the 1994 introduced ZX-9R, including the ram-air intake that had been developed by Kawasaki since the 1990 ZX-11 (ZZ-R1100). The first ZX-6R had a dry weight of 401.2 pounds (182.0 kg), wet weight of 454 pounds (206 kg), and was capable of accelerating 0 to 60 miles per hour (0 to 97 km/h) in 3.6 seconds.

1997 Kawasaki Ninja ZX-6R

There was a major revamp of the ZX-6R in 1998 with the Launch of the G series. The G series saw no increase in displacement but power went from 100 bhp to 108 bhp thanks to the newly designed airbox. Fairing was revamped, but retained a similar design as far as the headlight, air intakes and screen were concerned. In 2000, the first J series replaced the G, increasing power to 112 bhp by increasing the compression ratio from 11.8:1 to 12.8:1. The J series sported a couple of modernisations including a 180 section rear tyre, second headlight, uprated generator and stick coils (coil on plug) replacing the traditional coil with HT lead.

With competition from Honda's CBR600F4i, Suzuki's GSX-R600, and Yamaha's YZF-R6 getting more aggressive, Kawasaki decided to make an unusual move for the late 2002 models. They increased the capacity of the traditional 600 cubic centimetres (37 cu in) motor to 636 cubic centimetres (38.8 cu in) with the ZX-6R A1P. This version used the J series bodywork with the only notable differences being the "636" stickers on the fairing. For riders who needed bikes for displacement-restricted racing, Kawasaki also made available a limited production 599 cubic centimetres (36.6 cu in) version called the Ninja ZX-6RR, but the 636 cubic centimetres (38.8 cu in) ZX-6R would be their main mass production middleweight sport bike.

2002 Kawasaki Ninja ZX-6R

In 2003, there were a number of changes to the ZX-6R, or ZX636 as it is often referred. The engine was fuel injected and engine speed was raised around 500 rpm which resulted in a slight gain in power. Radial-mounted four-piston brakes replaced the previous six-piston brakes and the front forks were now inverted. Chassis improvements resulted in higher rigidity and less weight. An all digital instrument panel was also introduced and a larger ram air inlet moved to the center over the headlight, running through the headstock. The bike, designation B1H, carried over to the 2004 model year with just color scheme changes. The ZX-6RR won the Supersport category award for Masterbike 2004 and placed third overall.

2005 Kawasaki Ninja ZX-6R

In 2005, Kawasaki again revamped the ZX-6R. Engine speed increased again by 1,000 rpm resulting in 113 horsepower (84 kW) at 12250 rpm.^[2] The frame and swingarm were updated, but the main changes from its predecessor lay in the design. The aluminum frame was now painted flat black, fairings were more round, and integrated turn signals were used (euro model). The exhaust was now centrally under the seat (a configuration commonly referred to as an undertail exhaust). Most of these changes were mirrored in the 599 cc ZX-6RR. For the second year in a row, the ZX-6RR again won the Supersport category award for Masterbike 2005 and placed third overall. The bike carried over to the 2006 model year with minor suspension changes and new color schemes.

2007 Kawasaki Ninja ZX-6R

After four years of offering their 636 cc ZX-6R for street use and an entirely separate 599 cc ZX-6RR for displacement-restricted racing classes, Kawasaki offered only one ZX-6R for 2007, and it displaced 599 cc. Previous years of the ZX-6R's engines were all built from the same basic design, but the all-new engine for 2007 was redesigned from the crankcase up. In following with what their competitors had already been doing, Kawasaki's new engine featured a stacked gear arrangement in which the crankshaft, primary drive and countershaft are placed in a triangular format for a shorter, more compact powerplant. Now about 40 mm smaller in both length and width and it is said to yield greater cornering clearance. By using a former 125 cc Grand Prix racer as the ZX-6R’s chief development rider, Tomomi Manako, Kawasaki claims a focus has been put on track usage. Frame, swingarm, suspension, brakes, and body were completely redesigned and the bike shares very few parts from the previous model. The ZX-6R was carried over to the 2008 model year with just color scheme changes.

2009 Kawasaki Ninja ZX-6R

For 2009, Kawasaki dramatically changed the appearance of the ZX-6R to match the more angular look of the ZX-10R. Kawasaki claims the new ZX-6R is 10 kg lighter than the previous model. The greatest changes for 2009 were the redesign of the exhaust, now carried low and not requiring the thick under-seat construction of 2008 and especially the introduction of the Showa Big Piston Fork (BPF)^[3] suspension for a more progressive brake-dive. The 2010 ZX-6R is changing once more with an improved engine and slipper clutch. The exhaust pre-chamber has more space and also limits exhaust noise giving the rider a smoother ride. New double bore intake funnels features two available heights which gives performance upgrades in both high and low engine speeds. The front seat is now lower.

2013 Ninja 636

 

Specifications This section requires expansion with: Specs from 1995 to 2002. (January 2012) 2003/2004
ZX-6R 2005/2006
ZX-6R^[4] 2003/2004
ZX-6RR 2005/2006
ZX-6RR^[5] 2007/2008
ZX-6R^[6] 2009/2010
ZX-6R^[7] 2013
ZX-6R^[8] Engine type 4-Stroke, Liquid-Cooled, DOHC, 4 Valve Cylinder Head, Transverse In-Line 4-Cylinder Displacement 636 cc (38.8 cu in) 599 cc (36.6 cu in) 636 cc (38.8 cu in) Bore/stroke 68.0 mm × 43.8 mm (2.68 in × 1.72 in) 67.0 mm × 42.5 mm (2.64 in × 1.67 in) 67.0 mm × 45.1 mm (2.64 in × 1.78 in) Power (crank) 87 kW (117 hp) @ 13000 rpm

 

91.5 kW (122.7 hp) @ 13000 rpm with ram air ^[9]

95.5 kW (128.1 hp) @ 14000 rpm

 

 

100 kW (130 hp) @ 14000 rpm with ram air ^[10]

96.4 kW (129.3 hp) @ 13500 rpm ^[11] Horsepower (rear wheel) 111.4 hp (83.1 kW) @ 12,750 rpm^[2] 113.8 hp (84.9 kW) @ 14,000 rpm^[2] 105 hp (78 kW) @ 12,250 rpm^[2] 101.6 hp (75.8 kW) @ 12,700 rpm^[12] 107.7 bhp (80.3 kW) @ 14,100 rpm^[13] Torque (rear wheel) 47.1 lb·ft (63.9 N·m) @ 11,000 rpm^[2] 48.1 lb·ft (65.2 N·m) @ 11,500 rpm^[2] 44.1 lb·ft (59.8 N·m) @ 11,750 rpm^[2] 43.5 lb·ft (59.0 N·m) @ 11,900 rpm^[12] 42.9 lb·ft (58.2 N·m) @ 12,000 rpm^[13] Top speed 164 mph (264 km/h)^[1] Compression ratio 12.8:1 12.9:1 13.9:1 13.3:1 13.3:1 12.9:1 Fuel injection EFI with Keihin 38 mm (1.5 in) Throttle Bodies DFI with Keihin 38 mm (1.5 in) Throttle Bodies (4) DFI with four 38 mm (1.5 in) Keihin throttle bodies, oval sub-throttles, two injectors per throttle body DFI with Keihin 38 mm (1.5 in) Throttle Bodies Transmission 6-speed 6-speed with back-torque limiter (slipper clutch) Final drive X-ring Chain Rake/trail 23.5 deg / 3.7 in (94 mm) 25 deg / 4.2 in (107 mm) 24.5 deg / 3.75 in (95 mm) 25.5 deg / 4.3 in (109 mm) 25 deg / 4.3 in (109 mm) 24 deg / 4.0 in (102 mm) 23.5 deg / 4.0 in (102 mm) Front wheel travel 4.7 in (120 mm) Rear Wheel Travel 5.3 in (130 mm) 5.3 in (130 mm) 5.2 in (130 mm) 5.3 in (130 mm) Front Tire Size 120/65-ZR17 120/70-ZR17 Rear Tire Size 180/55-ZR17 Wheelbase 55.1 in (1,400 mm) 54.7 in (1,389 mm) 55.1 in (1,400 mm) 55.1 in (1,400 mm) 55.3 in (1,405 mm) 55.1 in (1,400 mm) 54.9 in (1,394 mm) Front suspension 41 mm (1.6 in) Inverted Cartridge Fork with Adjustable Preload, Stepless Rebound and Compression Damping 41 mm (1.6 in) Inverted Cartridge Fork with Adjustable Preload, Stepless Rebound and Compression Damping, TiSiCN Coating 41 mm (1.6 in) inverted cartridge fork with top-out springs, stepless rebound damping, stepless compression damping, fully adjustable spring preload 41 mm (1.6 in) inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully adjustable spring preload Rear suspension Bottom-link Uni-Trak system with gas-charged shock, stepless rebound and compression adjustability Uni-Trak with Adjustable Preload, Stepless Rebound and Compression Damping Uno-Trak with Adjustable Preload, Stepless Rebound, High and Low Speed Compression Damping, and Ride Height 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 Front Brake Type Dual 280 mm (11 in) Discs with 4-Piston Calipers Dual 300 mm (12 in) Floating petal-type rotors with Radial Mount, Opposed 4-Piston Calipers Dual 280 mm (11 in) Semi-floating discs with radial-mount opposed 4-piston calipers Dual 300 mm (12 in) Floating petal-type rotors with Radial Mount, Opposed 4-Piston Calipers Dual 300 mm (12 in) petal rotors with dual radial-mounted, four-piston, four-pad calipers Dual 310 mm (12 in) petal rotors with dual radial-mount, Nissin four-piston, monobloc calipers Rear Brake Type Single 220 mm (8.7 in) Disc Single 220 mm (8.7 in) petal-type rotor with single-piston caliper Single 220 mm (8.7 in) Disc Single 220 mm (8.7 in) petal-type rotor with single-piston caliper Fuel Tank Capacity 4.8 US gal (18 l; 4.0 imp gal) 17 L (3.7 imp gal; 4.5 US gal) 4.5 US gal (17 l; 3.7 imp gal) Seat Height 32.5 in (826 mm) 32 in (810 mm) 32.3 in (820 mm) 32.1 in (815 mm) 32.7 in (831 mm) Dry Weight (manufacturer quoted) 161 kg (350 lb)^[9] 164 kg (360 lb)^[10] 368.0 lb (166.9 kg) 368.0 lb (166.9 kg)^{[citation needed]} Dry Weight (tested) 389.0 lb (176.4 kg)^[2] 404.0 lb (183.3 kg)^[2] 403.0 lb (182.8 kg)^[2] 401.5 lb (182.1 kg)^[12] Wet Weight (manufacturer quoted) 421.0 lb (191.0 kg) ^[7] 423.4 lb (192.1 kg) Wet Weight (tested) 418.0 lb (189.6 kg)^[2] 431.0 lb (195.5 kg)^[2] 430.0 lb (195.0 kg)^[2] 428.5 lb (194.4 kg)^[12]

 

References

1. ^ ^{a b c} "Performance Index '10", Motorcycle Consumer News (Bowtie Magazines), 2010, retrieved 2010-01-03
2. ^ ^{a b c d e f g h i j k l m} Kawasaki Weight and Measurements specifications from Sport Rider, accessed 16 December 2006
3. ^ Ash, Kevin (2010), "Big Piston Forks", Ash on Bikes, retrieved March 11, 2012 Originally published in the Motor Cycle News Tech Watch column
4. ^ 2006 Kawasaki Ninja ZX-6R Specifications article from Kawasaki.com
5. ^ [1] article from Kawasaki.com
6. ^ [2] article from Kawasaki.com
7. ^ ^{a b} 2009 Kawasaki Ninja ZX-6R Specifications article from Kawasaki.com
8. ^ 2013 Kawasaki Ninja ZX-6R Specifications
9. ^ ^{a b} 2004 official specifications PDF – Kawasaki
10. ^ ^{a b} 2005 official specifications PDF – Kawasaki
11. ^ 2013 specifications- Kawasaki
12. ^ ^{a b c d} 2008 Supersport Shootout Motorcycle USA
13. ^ ^{a b} Motorcycle.com

 

asta am gasit pentru Yamaha

Yamaha YZF-R6

Yamaha YZF-R6

Manufacturer Yamaha Motor Company Also called R6 Production 1998– Class Sport bike^[1]

The Yamaha YZF-R6 is a Yamaha Motor Company 600 class sport bike^[1] motorcycle, first introduced in 1998, updated in 2001, 2003, 2006, 2008, and revised in the years in between.

Contents

• 1 History
• 2 Specifications
• 3 Controversy
• 4 References
• 5 External links

History

The Yamaha YZF-R6 was introduced in 1999 as the super sport version of Yamaha's Yamaha YZF-R1 super bike, and as a companion to the more street-oriented Yamaha YZF600R sport bike which continued to be sold alongside the R6. The motorcycle featured Yamaha's completely new engine design capable of producing over 108 hp (81 kW) while stationary. The R6 was the world's first 600cc production four-stroke motorcycle producing over 100 hp (75 kW) in stock form.^[2]

The YZF-R6 has been revised several times since its introduction. Starting with the 2003 model, the R6 became fuel-injected. The 2006 model year was a significant upgrade with a new engine management system featuring the YCC-T ride by wire throttle and a multi-plate slipper clutch.^[3] The 2008 model incorporated the YCC-I variable-length intake system to optimize power at high engine rpm and an improved Deltabox frame design.^[4]

Specifications

All specifications are manufacturer claimed.

2001/2002^[5] 2003/2004^[6] 2005 2006/2007^[7][8] 2008/2009^[9] 2010–2011^[10][11] Engine Type 599.8 cc (36.6 cu in), DOHC, 16-Valve, Liquid-Cooled, In-Line Four-Cylinder 599.8 cc (36.6 cu in), Liquid cooled, 4-stroke, forward inclined inline 4 cylinder, DOHC, 16 valves 599.4 cc (36.6 cu in), liquid cooled, 4-stroke, forward inclined inline 4 cylinder, DOHC, 16-titanium valves Bore x Stroke 65.5 mm × 44.5 mm (2.58 in × 1.75 in)^[12] 65.5 mm × 44.5 mm (2.58 in × 1.75 in) 67.0 mm × 42.5 mm (2.64 in × 1.67 in) Compression Ratio 12.4:1 12.8:1 13.1:1 Power (crank) 88.2 kW (118.3 hp) @ 13,000 rpm ^[13] With direct air induction 90.5 kW (121.4 hp) @ 13,000 rpm / Without direct air induction 86.0 kW (115.3 hp) @ 13,000 rpm ^[14] 92.7 kW (124.3 hp) @ 13,000 rpm with direct air induction / 88.2 kW (118.3 hp) @ 13,000 rpm without direct air induction ^[15] 97.8 kW (131.2 hp) @ 14,500 rpm with direct air induction / 93.4 kW (125.3 hp) @ 14,500 rpm without direct air induction ^[16] 99.6 kW (133.6 hp) @ 14,500 rpm with direct air induction / 94.9 kW (127.3 hp) @ 14,500 rpm without direct air induction ^[17] 91.0 kW (122.0 hp) @ 14,500 rpm ^[18] Carburetion 37 mm Keihin CV Downdraft w/Throttle Position Sensor Fuel injection Fuel injection w/ YCC-T Fuel Injection w/ YCC-T and YCC-I Ignition Digital DC-CDI TCI Transmission 6-speed w/multi-plate clutch 6-speed w/multi-plate slipper clutch Final Drive #530 O-ring chain #525 O-ring chain Chassis Suspension/Front Fully Adjustable 43 mm (1.7 in) Telescopic Fork, 5.3 in (135 mm) of Travel 43 mm (1.7 in) telescopic fork w/adjustable preload, compression and rebound damping; 4.7 in (119 mm) travel 41 mm (1.6 in) inverted telescopic fork w/adjustable preload, separate high & low-speed compression damping, rebound damping; 4.7 in (119 mm) travel Tires/Front 120/60-ZR17 120/70-ZR17 Tires/Rear 180/55-ZR17 Dimensions Length 81 in (2,057 mm) 79.7 in (2,024 mm) 80.3 in (2,040 mm) Width 27.6 in (701 mm) 27.2 in (691 mm) 27.6 in (701 mm) Height 44.2 in (1,123 mm) 42.9 in (1,090 mm) 43.1 in (1,090 mm), 2011: 43.3 in (1,100 mm) Seat Height 32.8 in (833 mm) 32.3 in (820 mm) 33.5 in (851 mm) Wheelbase 54.4 in (1,382 mm) 54.3 in (1,379 mm) Rake 24 ° Trail 3.4 in (86 mm) 3.8 in (97 mm) Fuel Capacity 4.5 US gallons (17 l; 3.7 imp gal) 4.6 US gallons (17 l; 3.8 imp gal) Oil Capacity 2.85 US quarts (2.70 l) 3.59 US quarts (3.40 l) Dry Weight 399 lb (181 kg) ('01)^[19] 388 lb (176 kg) ('03)^[19]
392 lb (178 kg) ('04)^[19] 397 lb (180 kg) ('05)^[19]
396 lb (180 kg) ('06)^[19] 354.9 lb (161.0 kg)^[20] 366 lb (166 kg) ^[17] Wet Weight 426 lb (193 kg) ('01)^[19] 415 lb (188 kg) ('03)^[19]
419 lb (190 kg) ('04)^[19] 424 lb (192 kg) ('05)^[19]
423 lb (192 kg) ('06)^[19] 417 lb (189 kg) 417 lb (189 kg) ^[18]

Controversy

This section relies largely or entirely upon a single source. Relevant discussion may be found on the talk page. Please help improve this article by introducing citations to additional sources. (December 2009)

2006 R6

In 2006, Yamaha advertised that the R6 had a redline of 17,500 rpm. This is 2,000 rpm higher than the previous R6 model and was the highest tachometer redline of any 2006 production four-stroke motorcycle engine.^{[citation needed]} It was widely reported^{[by whom?]} that the 2006 YZF-R6's motor did not actually have this engine rpm redline level and was closer to around 16,200 rpm, but because of a deliberate tachometer error of about 8%, it read 17,500 rpm on the tachometer. In February 2006, Yamaha admitted the bike's true engine redline was more than 1,000 rpm lower than what was indicated on the tachometer and had been advertised,^[21] and offered to buy back any R6 if the customer was unhappy.^[22]

References

1. ^ ^{a b} "Performance Index '10", Motorcycle Consumer News (Bowtie Magazines), 2010, retrieved 2010-01-03
2. ^ 1999 Yamaha YZF-R6 First Ride from Motorcycle.com
3. ^ 2006 Yamaha R6 First Ride from Motorcycle USA
4. ^ 2008 YZF-R6 Receives Widespread Stealth Updates from gizmag
5. ^ 2001 YZF-R6 specifications from Yamaha Motors (web archive)
6. ^ 2004 YZF-R6 specifications from Yamaha Motors (web archive)
7. ^ 2006 YZF-R6 specifications from Yamaha Motors
8. ^ 2007 YZF-R6 specifications from Yamaha Motors
9. ^ 2008 YZF-R6 specifications from Yamaha Motors
10. ^ 2010 YZF-R6 Specifications from Yamaha Motors
11. ^ 2011 YZF-R6 Specifications from Yamaha Motors
12. ^ Cameron, Kevin (January 2001), "Tech Look: Yamaha YZF-R6", Cycle World: 50 51
13. ^ Tech.Spec—2001-YZF-R6 from Yamaha Motors UK
14. ^ Tech.Spec—2003-YZF-R6 from Yamaha Motors UK
15. ^ Tech.Spec—2005-YZF-R6 from Yamaha Motors UK
16. ^ Tech.Spec—2006-YZF-R6 from Yamaha Motors UK
17. ^ ^{a b} Tech.Spec—2008-YZF-R6 from Yamaha Motors Europe
18. ^ ^{a b} Tech.Spec—2010-YZF-R6 from Yamaha Motors UK
19. ^ ^{a b c d e f g h i j} Sport Bike Motorcycle Weight, Horsepower, Torque and Fuel Economy – Dimensions – Sport Rider
20. ^ Duke, Kevin (2007-03-24). "2007 Supersport Shootout V". Motorcycle USA. pp. 6. Retrieved 2008-03-13.
21. ^ Alex Edge (2006-02-01). "New Yamaha R6 Does Not Rev To 17,500 rpm After All". Motorcycle Daily. Retrieved 2006-02-15.
22. ^ Alex Edge (2006-02-14). "Yamaha Offers Buyback Option For 2006 R6 Owners". Motorcycle Daily. Retrieved 2006-02-15.

Yamaha Offers To Buy Back YZF-R6 Streetbikes Over Redline Claims Road Racing World

[cmd]

nasol !

tu ai cerut parerea noastra nu ce zic site`urile de istorie

cu 4000E te incadrezi pentru kawasaki model 05,06, honda model 05,06, yamaha pana`n 05 poate si modelul 2006 dar cu MARE NOROC

daca le gasesti pe acestea <= 4000E mai ai nevoie de cel putin 500E pt cauciucuri,schimb ulei filtre ,placute

uite de ducati sub 4000 E din 05-06 o sa mai ai inca 1000E d investit in ea cu tot cu service ,cand cumperi ducati doar daca e de la un cunoscut si sa ai incredere mare in el sa nu ii schimbi curelele,cum se schimba proprietarul de ducati se schimba si curelele + consumabile (nu ma pricep sa-ti spun ex ce )

 

OLA DETROIT~

[draven]

nu mai stiu cine ma certa mai sus ca nu ma pricep la yamaha, ca in 2005 e un model si in 2006 altul si ca ar trebui sa ma interesez ce si cum si am incercat sa explix intr-un post mai sus ca vreau sa aflu parerile batranilor despre modelele care ma intereseaza, ca din alta parte de citit inca stiu si eu sa citesc, dar sunt cifre, nimic altceva. tocmai de aceea am postat ce am gasit de citit despre ele.

[Crazy-devil]

ducati sub 4000 E din 05-06 o sa mai ai inca 1000E d investit in ea cu tot cu service ,cand cumperi ducati doar daca e de la un cunoscut si sa ai incredere mare in el sa nu ii schimbi curelele,cum se schimba proprietarul de ducati se schimba si curelele + consumabile (nu ma pricep sa-ti spun ex ce)

 

OLA DETROIT~

 

in principiu trebuie sa shimbi doar curelele, sa verifii/schimbi pastilele si restu de consumabile care le faci pt orice motor. doar ca la cumparare pt siguranta ta e bine sa o duci la o verificare. daca motoreta e din tara ar trebui sa o stie mecanicii ducati(daca service-ul i-a fost facut cand, cum si unde trebuie)

 

spre ex a mea cand am luat-o, mecanicul mi-a zis tot tot tot despre ea, ce sa urmaresc si ce probleme a avut. i-am schimbat motorul pt ca l-am crapat(din prostia mea oarecum) oricine ar suna mecanicul, i-ar zice ce are bun sau rau pe ea

 

avea un amic din bucuresti un 749 la vanzare, la vreo 4500euro, dar la motoreta aia nu aveai de ce sa te plangi sau sa schombi la ea.

in afara motoarele au carte de service unde vezi ce si cand a fost schimbat. era si unu care vindea un ST4 dar nu vroia sa dea niciun detaliu despre ea. aia intradevar era suspecta.

Editat Ianuarie 6, 2013 de Crazy-devil

[paispe]

Poate ca inca nu esti pregatit sa schimbi motoreta.

 

Mai mergi pe CB un an, mai stai cu urechea palnie in stanga-dreapta si cu ochii pe oamenii internetului

 

Intrebarea ta cu 600RR vs 749 S vs R6 este comparabila cu intrebarea: roscata, blonda, sau bruneta? Evident, trebuie sa iei in considerare varsta, greutatea, inteligenta, sufletul , talentele ascunse )

 

Da-i cu CB-ul, ca-i dai bine

Editat Ianuarie 6, 2013 de paispe

[draven]

Poate ca inca nu esti pregatit sa schimbi motoreta.

 

Mai mergi pe CB un an, mai stai cu urechea palnie in stanga-dreapta si cu ochii pe oamenii internetului

 

Intrebarea ta cu 600RR vs 749 S vs R6 este comparabila cu intrebarea: roscata, blonda, sau bruneta? Evident, trebuie sa iei in considerare varsta, greutatea, inteligenta, sufletul , talentele ascunse )

 

Da-i cu CB-ul, ca-i dai bine

Mai vreau sa merg un sezon cu cb-ul, stiu sigur ca nu sunt pregatit sa schimb motorul acum, fara doar si poate. Cat despre ureche palnie, deja m-am apucat, de asta am inceput topicul, vreau sa fiu documentat cand ma hotarasc sa il schimb.

La chestia cu roscata, bruneta si blonda, eu sunt genul care vrea sa stie cata scoala are fiecare inainte sa o duca acasa sa o prezinte parintilor, , nu de alta te trezesti cu una pe cap si dupa aia dai cu capul de pereti, pe principiul capul face, capul trage...

Daca ar fi sa aleg ceva acum, numai la felul cum arata, fara sa intreb pe nimeni, fara sa nu iau nimic din ce spun oamenii pe forum, ar fi fara nici o discutie Ducati, nu pentru ca Ducati este Ducati, ca este Ferrariul motociclismului, doar pentru ca imi place cum arata al dracului de mult.

[Cesar]

asta tine de tine, daca vrei rafinament, sa fii mai unic in felul tau, italiencele te reprezinta. de 600RR sau R6 nu stiu ce sa zic ca nu am mers pe niciuna. tot ce stiu de 600RR ca nu prea are putere in ture mici, balbaie. la ducati iti da puterea pe toata plaja acceleratiei, ciclistica e super, designul iarasi, la fel si sunetul specific. in schimb te vei plictisi sa tot explici la oameni ca nu e stricata, ca acel clantanit e de la ambreiajul uscat, ca tobele nu se rup de sub saua, ca nu te infierbanta caldura de la ele... sunt motoare mai pretentioase cand e vorba de intretinere. adica nu le repari in spatele blocului cu vecinu care a avut mobra in '80. daca ii faci intretinerea la timp, nu ai probleme cu ea.

Honda e mai fortoasa in joase si medii, sus e mai puternica R6. 749 are cuplu mai bun, pleaca mai bine de jos pt ca e V2 dar putere mult mai mica la capatul turometrului fata de 600 4 in linie.

[Buggy]

Honda e mai fortoasa in joase si medii, sus e mai puternica R6. 749 are cuplu mai bun, pleaca mai bine de jos pt ca e V2 dar putere mult mai mica la capatul turometrului fata de 600 4 in linie.

depinde de ce an la cele de 600 si doar linie dreapta....dar per total creca 749 este un pic peste....

[Adrian B]

asta tine de tine, daca vrei rafinament, sa fii mai unic in felul tau, italiencele te reprezinta. de 600RR sau R6 nu stiu ce sa zic ca nu am mers pe niciuna. tot ce stiu de 600RR ca nu prea are putere in ture mici, balbaie. la ducati iti da puterea pe toata plaja acceleratiei, ciclistica e super, designul iarasi, la fel si sunetul specific. in schimb te vei plictisi sa tot explici la oameni ca nu e stricata, ca acel clantanit e de la ambreiajul uscat, ca tobele nu se rup de sub saua, ca nu te infierbanta caldura de la ele... sunt motoare mai pretentioase cand e vorba de intretinere. adica nu le repari in spatele blocului cu vecinu care a avut mobra in '80. daca ii faci intretinerea la timp, nu ai probleme cu ea.

 

exista Ducatisti care stiu si isi pot argumenta decizia cand si-au cumparat un Ducati.

 

Tu nu esti unul dintre ei.

 

Ceea ce-i spui acestui om este "Ia-ti Ducati si vei avea 3 c.o.aie" sau "Ia-ti Ducati,si vei fi unic si rafinat".

Mi se pare gresit.

 

Sa-si ia Ducati daca ii place design ul motocicletei, daca-i place cum suna un V la 90 grade, daca-i place felul in care livreaza puterea un V2, pe plaja de turatii pe care o livreaza.

 

De aia sa-si ia Ducati.

 

Nu-i spune sa-si ia Ducati doar ca sa devina mai special, mai 'unic'. Unic nu esti nici cu R6,nici cu 600RR si crede-ma,nici cu 749.

 

De ce unii oameni inca traiesc cu impresia (falsa) ca personalitatea/caracterul lor de motociclist capata un aer mai boem daca detin un anume brand de motor?

 

Omul face motoru' ,nu motoru' pe om......... (parerea mea).

[paulynos]

Ducati vs japoneze ar fi mai usor de digerat prin 2L vs 4L, si ar fi si mai corect. Daca ma intreaba cineva de diferente dau exemplul de la masini cu diesel vs benzina, Ducati este diesel, trage de jos, cuplu mai utilizabil, ture si cai putini in raport cu cilindreea vis a vis de japoneze. Personal cred ca arhitectura motorului v2 pe vitezana este depasita.

 

Vrei sa o arzi pe circuit mai mult si mai ieftin, fiabilitate mai buna, ia-ti japan power. Vrei un fun factor mai mare, putere ceva mai utilizabila, design mai deosebit, mergi pe Ducati. Depinde ce doresti de la motoreta, + si - de ambele parti.

 

In final, crede-ma ca tot pe mana instinctului vei merge.

[Adrian B]

In final, crede-ma ca tot pe mana instinctului vei merge.

 

 

Cam asta e ideea......

 

nu inteleg multitudinea asta de topicuri in care lumea intreaba pe altii ce sa aleaga...

 

Nu inteleg de ce nu se urca pe ele/de ce nu cauta sa faca un test cu ele,cand au banu' jos...

[Buggy]

exista Ducatisti care stiu si isi pot argumenta decizia cand si-au cumparat un Ducati.

 

Tu nu esti unul dintre ei.

 

Ceea ce-i spui acestui om este "Ia-ti Ducati si vei avea 3 c.o.aie" sau "Ia-ti Ducati,si vei fi unic si rafinat".

Mi se pare gresit.

 

Sa-si ia Ducati daca ii place design ul motocicletei, daca-i place cum suna un V la 90 grade, daca-i place felul in care livreaza puterea un V2, pe plaja de turatii pe care o livreaza.

 

De aia sa-si ia Ducati.

 

Nu-i spune sa-si ia Ducati doar ca sa devina mai special, mai 'unic'. Unic nu esti nici cu R6,nici cu 600RR si crede-ma,nici cu 749.

 

De ce unii oameni inca traiesc cu impresia (falsa) ca personalitatea/caracterul lor de motociclist capata un aer mai boem daca detin un anume brand de motor?

 

Omul face motoru' ,nu motoru' pe om......... (parerea mea).

pai clar ca nu are cum sa fie unic ca sau fabricat n unitati de 749 sau restu de modele:)))))))))))).....poate cu ceva serie limitata sa para mai nu s cum....

 

 

acum ptr omu in cauza.....man daca vrei o ciclistica buna frane bune un feeling f frumos de la un motor care livreaza cuplu si putere mai pe toata plaja de turatie si si viteza destula credema iati ducati aa si design.....daca vrei doar o motocicleta cu care sa te plimbi si sa o poti repara la orice colt de strada si fara cine stie ce senzatii ...ai restul de optiuni ce ai zis tu r6 si 600rr...

 

pe r6 le care il vrei am mers si nu mia placut deloc ca si feeling intadevar e usoara ....600rr nu am mers da nu creca e mare dif fata de r6 poate incepe sa traga mai de jjos un pic cum zicea si cineva mai sus....nici pe 749 nu am mers dar am mers pe 999 si este oragasm ptr mine unul poate par subiectiv ca sunt fan ducati desi vreau sa fiu cat mai obiectiv....

[Buggy]

@goodkat...mda asa este daca vrei sa traduci ca e mai scump cu distributia dap....dar zic eu ca 150 maxim 200 de euro odata la 2 ani sau 20mii nu creca e un capat de tara.....restul e cam la fel.....ar mai fi pastilele la supape ..dar asta mai mult la revizia de 40mii....depinde de motoreta

[Crazy-devil]

exista Ducatisti care stiu si isi pot argumenta decizia cand si-au cumparat un Ducati.

 

Tu nu esti unul dintre ei.

 

Ceea ce-i spui acestui om este "Ia-ti Ducati si vei avea 3 c.o.aie" sau "Ia-ti Ducati,si vei fi unic si rafinat".

Mi se pare gresit.

 

Sa-si ia Ducati daca ii place design ul motocicletei, daca-i place cum suna un V la 90 grade, daca-i place felul in care livreaza puterea un V2, pe plaja de turatii pe care o livreaza.

 

De aia sa-si ia Ducati.

 

Nu-i spune sa-si ia Ducati doar ca sa devina mai special, mai 'unic'. Unic nu esti nici cu R6,nici cu 600RR si crede-ma,nici cu 749.

 

De ce unii oameni inca traiesc cu impresia (falsa) ca personalitatea/caracterul lor de motociclist capata un aer mai boem daca detin un anume brand de motor?

 

Omul face motoru' ,nu motoru' pe om......... (parerea mea).

stii prea bine ca de cate ori sau oricat as incerca sa-ti explic, nu poti intelege anumite chestii. tu ai defectul de a te bloca la pret prima data.

 

spre ex eu motorul asta mi l-am luat pt ca: de acum cativa ani cand l-am vazut mi s-a pus pata pe el(si stii si tu cum e cand te indragostesti) si mi-am zis; IL VREAU. si nu am fost genul care i-a dat mami/tati bani sa-si faca mofturile. apoi m-am documentat, am experimentat un Ducati, care mi-a lasat un feeling greu de inlocuit, asa ca am ajuns sa mi-l iau. din clipa in care m-am urcat pe ea, nu am avut nici cea mai mica retinere sau regret legat de costul ei, costurile de intretinere, sau suma totala investita in ceea ce tine de ea. motoreta asta ma face sa ma simt eu pt mine mai special. si crede-ma ca se intampla ca o motoreta veche de cativa ani, sa starneasca admiratia multor posesori de +05.

 

Sinner de aici iti poate spune de cand vorbeam cu el ca vreau un 748/916.

 

acum sa revenim la disutie.

 

 

@goodkat...mda asa este daca vrei sa traduci ca e mai scump cu distributia dap....dar zic eu ca 150 maxim 200 de euro odata la 2 ani sau 20mii nu creca e un capat de tara.....restul e cam la fel.....ar mai fi pastilele la supape ..dar asta mai mult la revizia de 40mii....depinde de motoreta

 

 

ai maaaa, pai un set de curele e in jur de 450lei (la a mea) schimbul e inca 200lei, dar sunt si mai ieftini care schimba. la doi ani 600lei... C'mon

 

o pedaleta(moped) e 2-300 euro. consuma 2-3L/100km, nu ai nevoie de revizii, de consumabile la ea.....

Editat Ianuarie 7, 2013 de Crazy-devil

[Adrian B]

stii prea bine ca de cate ori sau oricat as incerca sa-ti explic, nu poti intelege anumite chestii. tu te blochezi la pret prima data.

 

De cate ori vrei sa-ti repet ca tu NU ai ce sa-mi explici mie? Tu repeti doar niste clisee omule,citeste-ti posturile.

 

Am pomenit cuvantul pret macar in discutia de pe topicu' asta? Sau stai, daca tot ai pomenit de pret, ca un Ducatist 'adevarat' , vei intoarce cumva faptul ca Ducati sunt mai scumpe , tot in favoarea brandului,nu?

 

spre ex eu motorul asta mi l-am luat pt ca: de acum cativa ani cand l-am vazut mi s-a pus pata pe el(si stii si tu cum e cand te indragostesti) si mi-am zis; IL VREAU. si nu am fost genul care i-a dat mami/tati bani sa-si faca mofturile. apoi m-am documentat, am experimentat un Ducati, care mi-a lasat un feeling greu de inlocuit, asa ca am ajuns sa mi-l iau. din clipa in care m-am urcat pe ea, nu am avut nici cea mai mica retinere sau regret legat de costul ei, costurile de intretinere, sau suma totala investita in ceea ce tine de ea. motoreta asta ma face sa ma simt eu pt mine mai special. si crede-ma ca se intampla ca o motoreta veche de cativa ani, sa starneasca admiratia multor posesori de +05.

 

Te contrazici singur (cum faci de multe ori cand deschizi gura pe forumu' asta): Intai ii spui la baiat,ca daca vrea sa aiba 3 koae si sa se simta rafinat si unic,sa-si ia Ducati. Iti atrag atentia ca e o politica 'proasta' si 'falsa', si acu vii cu alt text si spui ca de fapt TU cand ti-ai cumparat TU motocicleta TA, ai luat-o pt ca ti-a placut pur si simplu.

 

Ok,daca ti-ai lua Ducati pt ca ti-a placut, de ce nu-i spui si baiatului sa incerce un Ducati si apoi sa decida. De ce-i vinzi 'idealuri italienesti' false ?

 

Si pana una alta , eu uite sunt unu dintre aia care si-ar fi dorit ca mami sa aiba ceva functie inalta si bani gramada si sa-mi cumpere mami un Ducati.... Munca nu mai e ce-a fost si nu mai reflecta nimic in ziua de azi..