If you love adventure that demands a speedy ride, then you must be aware of this year’s brand new releases- 2010 Triumph Rocket III Roadster and 2010 Star VMax! Though both are big packages, they differ from each other.

Roadster shares many of its attributes with various Cruisers. Some of them are broad and roomy seats and the wide handlebar which provides an open sitting position. The VMax’s position is more rider-friendly when compared to Rocket. Its footpeg location is directly under its rider’s hips and reach to its narrower handlebar feels shorter when compared to the Triumph. The VMax makes the rider feel as if he is sitting in an expensive office chair that defines correct seating posture. Even a six-footer finds it comfortable after a minimum of eight hours journey in the saddle.

Photo by nawarmind

The Triumph Rocket III Roadster’s functional accessories package consists of simple but effective gauges- one for measuring the speed of the road and the other for measuring the speed of the engine. Each gauge consists of LCDs that display information regarding real time, miles-to-empty counter, clock, tripmeters, odo etc. These basics spread the essence of class, simplicity and better thinking. The Star VMax’s comprehensive LCD display is fixed on top of the faux fuel tank. There is a lot of data on display on the small side- like the fuel level, gear position, clock, etc.

The power of the Star VMax proves to be prudent and alluring and this makes the VMax a good platform for a powerful dragster. The Star VMax peaks at 107 lbs at 6700 rpm. The Triumph Rocket III Roadster gains its power from a 2.3 litre cannon which lobbies fat torque bombs at its foe. A peak-torque reading of 136 ft lbs at 3200 rpm adds to its performance.

The engines of 2010 Triumph Rocket III Roadster and 2010 Star VMax is worth mentioning! The Roadster’s large flywheel effect rocks the bike from sideways when the throttle is blipped. The Triumph Rocket III Roadster accelerates deliberately in a linear manner and showcases its mostly flat torque curve. The Star’s VMax engine is rider-friendly to a large extent. But it accelerates with the ferocity of most of the literbikers though their limited vibration delivers a degree of serenity to the engine.

The skeleton of the Star’s VMax’s showcases a cast-aluminium perimeter style frame joined to an alloy swingarm which is a subframe  made of controlled-Fill cast-aluminium and extruded aluminium pieces completes the package. The chassis package Rocket has pretty basic cruiser type components compared to the VMax frame. A pair of spine tubular steel frame holds the big Triple as an extra member and the swingarm / shaft drive housing is also made of steel. The Rocket III Roadster exhibited moderate –to-light steering effort along with low speed; tight radius turns which are managed with marked ease. The wide, sweeping handlebar which provides excellent leverage is a big contributor to friendly handling of the bike.

Photo by nawarmind

Although the VMax lacks sportbike-handling to match up to its  sportbike-like power, its suspension is polar-opposite of the Triumph Rocket III Roadster’s springy parts.The VMax enjoys meeting certain demands of the user. The VMax’s 52 mm fork and solo shock can be adjusted according to the needs of the rider. To add to the benefits, the rider further enjoys easy access to the knurled knobs for rebound and compression damping on both the shock and the fork. A remote hydraulic adjuster on the bike’s left side handles shock preload. The Star’s VMax ride is better damped overall than what the Rocket III Roadster offers. But ultimately its difficult to get around the rear suspension-altering effects of a shaft drive. The VMax looks impressive with a set of radial-mount, six pot callipers clamping down on 320mm wave type rotors. A Brembo master cylinder is a nice bonus! Braking is aided by the addition of ABS and thus Max’s brakes ultimately provide good stopping power.

Photo by grnberet9401

The Triumph Rocket III Roadster is able to handle a motorcycle which might be a 100-lbs lighter and that emphasises on the pleasantly surprising quality which itself is a positive trait of the brand. This Vehicle is can twist briskly in twisty roads. The VMax’s aluminium chassis lends considerably to the bike’s middleweight-by-comparison claimed weight of 685 pounds. Yet the VMax does not whip round corners as briskly as the Rocket’s III Roadster. You can add more style to your purchase of Star VMax by opting for its different functional accessories like Swingarm Cover ($129.95), Camshaft Covers ($429.95), Clutch Cover ($239.95) Left Hand Engine Cover ($189.95), Front Brake Master Cylinder Cover ($79.95), and Clutch Master Cylinder Cover ($69.95) as well as additional JPD billet items which include the Rear Brake Rotor Cover ($139.95), and Exhaust Tips ($549.95).

The Rocket comes at a low MSRP of $13,999 while Star’s VMax is tagged at $19,500. You can choose your pick based on your desires and if you don’t mind spending on prestige and class, then you can buy both the bikes!

View the original article here

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When the Suzuki GSX-R1000 first came out in the market back in 2001, it had taken the world by storm. More power, greater mileage, lesser weight etc are some features by which the model has made its mark in the industry of superbike manufacturing. Although with time, the newer models have promised even greater power and other refined specifications, the changes have been small though significant in some cases. But it is the new 2009 Suzuki GSX-R1000 which can truly be hailed as the company’s flagship model. The manufacturers have brought in new changes in the mechanics, engine, design etc making it stand out in the crowd of superbikes available in the market.

Photo By albionphoto

The 999cc inline 4-cylinder engine is 60mm shorter and more compact producing greater torque with larger horsepower. Spot-on fuel injection and seamless delivery create quick and direct connection with the rear tire. The designers have re-mapped the Suzuki Drive Mode Selector programming and one can now easily use hand controls to choose between A-B-C modes with the help of the “Up” and “Down” buttons on the left grip. The sportbike rightfully claims to be completely new as it has a totally new engine. There’s a different lubrication system called a crankshaft-end lubrication system pumping oil through the center of the crankshaft now and directly to the connecting rod journals; it’s been introduced the first time in any four-cylinder Suzuki bike.

There is a more compact twin spar frame shortening the wheelbase to create greater maneuverability; also a longer swingarm made of aluminum alloy is arched to place the two new titanium exhaust cans. It has a bore of 74.5mm characterized by a stroke of 57.3mm, producing a 12.8:1 compression ratio, an improvement over the previous 12.5:1value. The tweaked engine sports larger titanium valves and forget pistons for maximum durability. The Gixxer equipped with a Drive Mode selector provides three power delivery maps.

The chassis is characterized by the Showa Big Piston Front Forks improves the controlling capacities of the sports bike where they have been integrated. To keep up with the pace obtained from improved forks, the rear shock comes with rebound damping, high-speed, low-speed compression damping adjustment and a collar preload adjuster. The new reduce unsprung weight like three-spoke cast aluminum wheels. The race-developed radiator is somewhat narrower and lighter while the new oil cooler is also slimmer and provides the facilities for improved heat dissipation. Ti intake and exhaust valves both measure about 1mm larger than before with dual springs and not a single spring. Exh. valve angle is reduced to 12.5 degrees.

The seating arrangement is excellent. Despite the overall width being the same, the tank and frame have become slimmer. In the new bike previously found massive twin exhausts have been downsized. There is a slightly forward tilted saddle for comfortable seating and polished aluminum pegs. The clutch weighs less due to a cable-wire system. As you change gears, a super strong acceleration is produced.

By capsfan1222

The bike looks all-new and really great owing to the revamped color schemes and it has a more mature look than its predecessors.

The GSX-R1000′s handling and braking abilities are also marvelous. It lays claims to owning fast, accurate direction changes, excellent feedback, and flawless stability. But one major problem with the Gixxer is that its engine produces some heat during warm weather. But nevertheless, it has amazingly smooth performance and is also user-friendly. There is some seriously amazing and instant acceleration; the chassis responds but remains settled, and the brakes always function very well. It is also touted as the best looking bike in the family.

The GSX-R1000’s performances are better than its predecessors’ according to experts.

View the original article here

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Times are pretty hard and you are looking for a more economical way of living, right. Start with your car. Car Insurance takes up a lot of your hard-earned bucks. Read on to know about the cheapest car insurance schemes in the market.

You hate it, but you simply cannot possibly do without insuring your car. The possibility of a crash and your bank money coming crashing down is too serious to ignore. But there are ways you can avail low car insurance cost quotes. If you are looking for car insurance quotes at the lowest rate, it may not be too easy for you. Auto insurance quotes are generally very high. The quotations also vary with different car insurance companies. The quotes are offered to you for free. You have to pick and choose the lowest auto insurance quote.

How to get the cheapest auto insurance quote?

You can make use of the following things to bring down your car insurance cost at the lowest possible rate. These are:

Good driving record – You can get an insurance waiver if your driving record is clean. If you have not been involved in a major accident in your entire driving career, especially in the past one year, you can show your driving record to get a reduced quote.A good, safe car – You can buy a car from a reputed brand, loaded with safety equipments. The better the condition of your car, the lesser can be your insurance costs. An old car means less safety from accidents and therefore, a higher insurance quote.Living area – Is car theft common in the area where you live? Relocating to a safer place can make you pay lower insurance money.Volunteering car costs – If you volunteer to bear some of the costs in case of an accident, you can be allowed to foot a lower insurance premium.Driver’s education – Showing that you possess a driver’s education certificate can also help lower your auto insurance quotes.

Buying auto insurance can be costly. However, getting one at the cheapest rate is possible if you know how to do it.

View the original article here

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The International Motorcycling Federation has officially announced that the 125cc class will be eliminated in the 2012 Grand Prix World Championship season. The 125 class will be replaced by the Moto3 class. This announcement was made on August 14 at the Brno circuit in the Czech Republic. The Moto3 class will be consisting of motorcycles that are powered by four-stroke engines with single cylinder 250cc and maximum bore of 81mm. At the 2012 Grand Prix World Championship season, the Moto3 class will be joining the Moto2 class, which features motorcycles powered by 600cc 4-stroke engines, and the premier MotoGP class.

The present of the Moto3 class is the implication of the end of two-stroke Grand Prix era. The 2012 Grand Prix World Championship will be the beginning of a new era in which the MotoGP class will be switching to 1000cc engines. The Moto3 class will be open to various manufacturers with each of them is expected to supply engines for as little as 15 riders. The new regulation for Moto3 class stated that the Moto3 engines must be engineered for at least three races and it should not cost more than 10,000 Euros.

Other than the announcement around Moto3 class, the FIM also announced other new regulation for the 2010 Grand Prix season. The new conception is that the number of engines used for the race will be added. Normally, MotoGP teams can only use up to 6 engines, but now the teams can use up to 9 engines. However, this regulation only applies to MotoGP teams which did not win at least two dry races during the 2008 and 2009 period.

View the original article here

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For many years, bikers have decided to put more trust on their own skills than on electronic input at the bike controls; this had resulted in the utilities of anti-lock and linked braking being questioned and debated over repeatedly. In spite of having several riders acknowledging the importance of ABS in the touring and cruiser segments, but mainly the extra weight have also been looked upon as major hindrances to adoption for using in high-end sport bike riding. So the announcement by Takeo Fukui, the President and CEO of Honda that all Honda motorcycles more than 250cc would be integrated with the ABS brakes as an option by 2010 took many by surprise, who already started speculating the end result.

Thus Honda’s new Combined ABS system (C-ABS) braking system became available on both the 2010 Honda CBR600RR and The 2010 Honda CBR1000RR models. Although the C-ABS increases the weight by about 20 pounds, it does not have unsprung weight; this property enables the designers to conceal the excess poundage within the central mass of the bike. There’s also no need for pressure control valves, parallel brake lines, or extra master cylinders that made the designs of previous models somewhat clumsy. This design is in fact, of an absolutely new, completely computerized system which is also a faster performer suitable for aggressive sport riding.

Photo by Pieter van Marion [pvm-photography.nl

Conventional ABS has sensors and an electronic control module (ECM) which monitors for unusually fast wheel deceleration showing that a certain wheel is on the verge of locking and losing traction. As soon as it is detected, the ECM closes the control valves, allowing the fluid pressure to reduce and for a short time, the caliper pressure is decreased. But in milliseconds, the ECM reopens the valve and again the wheel tends to stop. As this process keeps on occurring, the biker can feel the all-familiar yet somewhat disconcerting pulsing at the braking controls.

But the front and rear brakes on Honda’s C-ABS are not just connected; they are properly fitted together by the ECM. If only the handlebar lever is pressed hard, the ECU senses it, takes control and simultaneously applies a certain amount of rear wheel braking before it adds more stopping force in the front.

The motorcycle retains the same 999cc inline four-cylinder liquid-cooled engine with DOHC; four valves per cylinder valve train, a very high-performing powerplant powered through Honda’s improved Dual Stage Fuel Injection system. On this model, the flywheel is larger owing to greater engine inertia. But the gearbox is the same close-ratio six-speed unit.

Both suspension and braking systems remain still the same. So there’s the availability of the 2010 Honda CBR1000RR C-ABS. While the base model weighs aboout 439 pounds, the model with anti-lock brakes contains a 461.7 curb weight. The infinite benefit of an ABS-equipped two-wheeled rocket is worth the 20 pounds extra weight.

With the introduction of this model last year, Honda didn’t only create a much smaller, lighter and faster Fireblade, but also integrated in the liter bike class a completely new look that other designers find rather inimitable. In spite of being as compact and aerodynamic as possible, riders are still provided with a comfortable riding position.

Sharp lines aren’t really very attractive like, for example, the fairing, bike’s front nose and windscreen. These parts of the bike resemble something being modeled by the air tunnel wind.

Photo by Cristian Tulipano Photography

Besides the larger flywheel and new color schemes, the model also sports a redesigned license plate holder with a muffler cover that has been designed again to give it an attractive look. The 2010 Pearl Orange/Light Metallic Silver and Red/Black color schemes make CBR’s exterior lines look even more appealing. The ABS model is entirely in black though.

View the original article here

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If you love adventure that demands a speedy ride, then you must be aware of this year’s brand new releases- 2010 Triumph Rocket III Roadster and 2010 Star VMax! Though both are big packages, they differ from each other.

Roadster shares many of its attributes with various Cruisers. Some of them are broad and roomy seats and the wide handlebar which provides an open sitting position. The VMax’s position is more rider-friendly when compared to Rocket. Its footpeg location is directly under its rider’s hips and reach to its narrower handlebar feels shorter when compared to the Triumph. The VMax makes the rider feel as if he is sitting in an expensive office chair that defines correct seating posture. Even a six-footer finds it comfortable after a minimum of eight hours journey in the saddle.

Photo by nawarmind

The Triumph Rocket III Roadster’s functional accessories package consists of simple but effective gauges- one for measuring the speed of the road and the other for measuring the speed of the engine. Each gauge consists of LCDs that display information regarding real time, miles-to-empty counter, clock, tripmeters, odo etc. These basics spread the essence of class, simplicity and better thinking. The Star VMax’s comprehensive LCD display is fixed on top of the faux fuel tank. There is a lot of data on display on the small side- like the fuel level, gear position, clock, etc.

The power of the Star VMax proves to be prudent and alluring and this makes the VMax a good platform for a powerful dragster. The Star VMax peaks at 107 lbs at 6700 rpm. The Triumph Rocket III Roadster gains its power from a 2.3 litre cannon which lobbies fat torque bombs at its foe. A peak-torque reading of 136 ft lbs at 3200 rpm adds to its performance.

The engines of 2010 Triumph Rocket III Roadster and 2010 Star VMax is worth mentioning! The Roadster’s large flywheel effect rocks the bike from sideways when the throttle is blipped. The Triumph Rocket III Roadster accelerates deliberately in a linear manner and showcases its mostly flat torque curve. The Star’s VMax engine is rider-friendly to a large extent. But it accelerates with the ferocity of most of the literbikers though their limited vibration delivers a degree of serenity to the engine.

The skeleton of the Star’s VMax’s showcases a cast-aluminium perimeter style frame joined to an alloy swingarm which is a subframe  made of controlled-Fill cast-aluminium and extruded aluminium pieces completes the package. The chassis package Rocket has pretty basic cruiser type components compared to the VMax frame. A pair of spine tubular steel frame holds the big Triple as an extra member and the swingarm / shaft drive housing is also made of steel. The Rocket III Roadster exhibited moderate –to-light steering effort along with low speed; tight radius turns which are managed with marked ease. The wide, sweeping handlebar which provides excellent leverage is a big contributor to friendly handling of the bike.

Photo by nawarmind

Although the VMax lacks sportbike-handling to match up to its  sportbike-like power, its suspension is polar-opposite of the Triumph Rocket III Roadster’s springy parts.The VMax enjoys meeting certain demands of the user. The VMax’s 52 mm fork and solo shock can be adjusted according to the needs of the rider. To add to the benefits, the rider further enjoys easy access to the knurled knobs for rebound and compression damping on both the shock and the fork. A remote hydraulic adjuster on the bike’s left side handles shock preload. The Star’s VMax ride is better damped overall than what the Rocket III Roadster offers. But ultimately its difficult to get around the rear suspension-altering effects of a shaft drive. The VMax looks impressive with a set of radial-mount, six pot callipers clamping down on 320mm wave type rotors. A Brembo master cylinder is a nice bonus! Braking is aided by the addition of ABS and thus Max’s brakes ultimately provide good stopping power.

Photo by grnberet9401

The Triumph Rocket III Roadster is able to handle a motorcycle which might be a 100-lbs lighter and that emphasises on the pleasantly surprising quality which itself is a positive trait of the brand. This Vehicle is can twist briskly in twisty roads. The VMax’s aluminium chassis lends considerably to the bike’s middleweight-by-comparison claimed weight of 685 pounds. Yet the VMax does not whip round corners as briskly as the Rocket’s III Roadster. You can add more style to your purchase of Star VMax by opting for its different functional accessories like Swingarm Cover ($129.95), Camshaft Covers ($429.95), Clutch Cover ($239.95) Left Hand Engine Cover ($189.95), Front Brake Master Cylinder Cover ($79.95), and Clutch Master Cylinder Cover ($69.95) as well as additional JPD billet items which include the Rear Brake Rotor Cover ($139.95), and Exhaust Tips ($549.95).

The Rocket comes at a low MSRP of $13,999 while Star’s VMax is tagged at $19,500. You can choose your pick based on your desires and if you don’t mind spending on prestige and class, then you can buy both the bikes!

View the original article here

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If you are getting ready to purchase a new car and would like to find a way to get the car below the dealer invoice price, there are a few things you can do to accomplish your goal. First, you must understand that there is a big difference between “dealer cost”, and “dealer invoice price”. What you want to do is pay a lower amount than what the dealer was actually invoiced. Many buyers fall into the trap of making a mistake when it comes to checking out information that is associated with the dealer cost and dealer invoice.

Unfortunately, there is a lot of erroneous information on the internet in terms of price data. Typically, this is due to information that is outdated, as a result of human error, or negligence. Some common information that can be incorrect includes, invoice numbers that are outdated, invoice details that are inaccurate, as well as misidentified models. And then, you have your scam artists who purposely misinform you on dealers cost new cars, in order to pull one over on you. Rather than sort through all this information and try to determine which is correct and which isn’t, many buyers opt to pay a nominal fee in order to obtain quotes that are legitimate, and accurate.

The services that provide this type of information use many avenues to obtain it. This can be a rather difficult task which is why they do charge a fee for doing it. This data is taken from secret incentives, dealer cost numbers, as well as dealer rebates that are listed. In order to begin any sort of negotiations at the new car dealership, you will need this information. Most everyone who has been to a new car lot knows that the negotiation process can be the most nerve racking. By equipping yourself with information, you up your chances of success.

Make sure you remember to shop around. You may find some dealers more willing to negotiate than others. Stand your ground and make sure you keep a poker face, and an attitude that shows you are not playing around and will easily take your business somewhere else. Car dealers are good, and most of the time they are slick, by profession. For this reason you must not allow them to get under your skin. At the same time, you will need to remember that the dealer isn’t doing this for nothing and will expect to make some sort of a profit, so you don’t want to go too low during your negotiations.

View the original article here

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When the Suzuki GSX-R1000 first came out in the market back in 2001, it had taken the world by storm. More power, greater mileage, lesser weight etc are some features by which the model has made its mark in the industry of superbike manufacturing. Although with time, the newer models have promised even greater power and other refined specifications, the changes have been small though significant in some cases. But it is the new 2009 Suzuki GSX-R1000 which can truly be hailed as the company’s flagship model. The manufacturers have brought in new changes in the mechanics, engine, design etc making it stand out in the crowd of superbikes available in the market.

Photo By albionphoto

The 999cc inline 4-cylinder engine is 60mm shorter and more compact producing greater torque with larger horsepower. Spot-on fuel injection and seamless delivery create quick and direct connection with the rear tire. The designers have re-mapped the Suzuki Drive Mode Selector programming and one can now easily use hand controls to choose between A-B-C modes with the help of the “Up” and “Down” buttons on the left grip. The sportbike rightfully claims to be completely new as it has a totally new engine. There’s a different lubrication system called a crankshaft-end lubrication system pumping oil through the center of the crankshaft now and directly to the connecting rod journals; it’s been introduced the first time in any four-cylinder Suzuki bike.

There is a more compact twin spar frame shortening the wheelbase to create greater maneuverability; also a longer swingarm made of aluminum alloy is arched to place the two new titanium exhaust cans. It has a bore of 74.5mm characterized by a stroke of 57.3mm, producing a 12.8:1 compression ratio, an improvement over the previous 12.5:1value. The tweaked engine sports larger titanium valves and forget pistons for maximum durability. The Gixxer equipped with a Drive Mode selector provides three power delivery maps.

The chassis is characterized by the Showa Big Piston Front Forks improves the controlling capacities of the sports bike where they have been integrated. To keep up with the pace obtained from improved forks, the rear shock comes with rebound damping, high-speed, low-speed compression damping adjustment and a collar preload adjuster. The new reduce unsprung weight like three-spoke cast aluminum wheels. The race-developed radiator is somewhat narrower and lighter while the new oil cooler is also slimmer and provides the facilities for improved heat dissipation. Ti intake and exhaust valves both measure about 1mm larger than before with dual springs and not a single spring. Exh. valve angle is reduced to 12.5 degrees.

The seating arrangement is excellent. Despite the overall width being the same, the tank and frame have become slimmer. In the new bike previously found massive twin exhausts have been downsized. There is a slightly forward tilted saddle for comfortable seating and polished aluminum pegs. The clutch weighs less due to a cable-wire system. As you change gears, a super strong acceleration is produced.

By capsfan1222

The bike looks all-new and really great owing to the revamped color schemes and it has a more mature look than its predecessors.

The GSX-R1000′s handling and braking abilities are also marvelous. It lays claims to owning fast, accurate direction changes, excellent feedback, and flawless stability. But one major problem with the Gixxer is that its engine produces some heat during warm weather. But nevertheless, it has amazingly smooth performance and is also user-friendly. There is some seriously amazing and instant acceleration; the chassis responds but remains settled, and the brakes always function very well. It is also touted as the best looking bike in the family.

The GSX-R1000’s performances are better than its predecessors’ according to experts.

View the original article here

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Yamaha launches their most awaited model- XT 1200Z Super Tenere this year. This all-new 1199cc inline 2-cylinders of 98 x 79.5 mm at 11: 1 compression engine delivers big powers and effortless torque in a slim, compact and well balanced package. The Super Tenere is driven by a liquid-cooled, 4-stroke, DOHC, inline 2-cylinder, 4-valve, fuel injected twin spark engine. A 270-degree firing rotation is claimed to put power down in an extremely usable manner, promoting traction in all situations.

Photo by Motorzine2010

It is one of the most advanced travel adventure machine. This motorcycle is tailor-made for transcontinental expeditions. It makes you feel comfortable, gives a sense of reliability about its standards, exhilarates and offers you a smooth ride even over every rough road. The Super Tenere is Specially designed to tackle BMW’s R1200GS and Gs Adventure machines. Its MSRP is a proposed estimate of 13,500 Euro ( $18,120USD)- double of what Suzuki charges for the V-storm and it is available only as a ‘first edition’ in 2010 which features aluminium side cases and mounting brackets, headlight protector, aluminium skid plates. It is also only available by using online reservation, meaning you’ll have to go to www.super-tenere.com to reserve your bike. Reservation instructions become available on March 8. It is a go anywhere machine as it can run effortlessly over every conceivable terrain.

The built is tough with spotted wheels, generous ground clearance and hardy engine protection and the entire design is constructed to keep the rider’s mass low and central for getting that perfect balance and to make the handling light and agile during speed driving. As for the traction is concerned, the  rider input is highlighted by the Yamaha Chip-Controlled Throttle (YCC-T) which offers three-stage traction control.

Its technology is so advanced that it goes beyond the normal breaking point with intelligent Unified Braker System with ABS stopping power which is a standard. The XT1200Z uses a sophisticated linking system and thus allows the rider to control even if the brakes don’t function independently.

Yamaha’s Unified Braking System works so that the front brake actuates both the dual 310mm wave rotors up front and single 282mm rear. Tapping the rear brake first will disengage the system so that each brake is controlled independently by the biker. Plastic hand guards and an aluminum skid plate are standard equipment along with passenger pegs and an adjustable seat height which can be adjusted from 33.2-34.2 inches.

This model delivers a 110 PS ( at 7,250 rpm) for quick acceleration and has a broad spread of torque for effortless cruising and overtaking. It has a bore of 98mm and a stroke of 79.5 mm which provides the optimal combination of low rotating mass and a compact engine design. The entire engine features a 270 degree crankshaft with firing intervals at the 270-and-450 degree points. The Super Tenere uses the Yamaha Chip Controlled Throttle (YCC-T) like the several of Yamaha’s other recent high-performance motorcycles. Its large 23 litre tank offers serious touring range and an adjustable screen lets you set your riding position which offers maximum comfort along with wind protection.

Photo by Helderberg Yamaha

The front cowling has a 12 volt socket that lets you charge or power electronic communication devices like mobile phones and GPS systems. The headlights are powerful twin projector beams where each projector features a solenoid-operated shade piece that moves up and down to switch between the high and main beam lighting. Its functional accessories include high screen, fog lamp kit, engine guard, grip heater kit, wind deflectors, Super Tenere tank, Stylish LED Flashers- available in black, chrome and carbon.

The XT 1200Z Super Tenere comes in comes in two colours-‘Silver Tech’ and the ultra sexy ‘ Viper Blue’ but the choice of purchase is completely your decision.

View the original article here

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The need to develop electric vehicles in order to curb pollution by emission has become an important priority in today’ world. With battery powered electric cars already running on roads, there is a need to develop electric bikes too, leading to saving of fossil fuels and environmental friendly conditions.

Photo by AutoMotoPortal.HR

Brammo is an electric vehicle company based in Ashland, Oregon, USA. In July 2009, it released the world’s first electric bike, the Enertia. 2010 saw the release of a line of water cooled electric bikes, the Empulse Trio, with models 6.0,8.0,10.0 offering distance ranges of 60, 80 and 100 miles respectively. These bikes are powered by Brammo’s revolutionary lithium battery packs and its unique electric drivetrain technology. The Empulse bikes run upto speeds of 100mph and the respective distances on a single charge from a normal 110 Volt power source.

The company says that the Empulse makes 55bhp, 59ftlb of torque and weighs around 177kg, but pretty impressive for an electric bike. The cost is set to start from 9,995$ with tax credits that will make it cost even less. As the dependency on oil has to reduce, these are the way out. Brammo believes it has started something fantastic that will pave the way for better technology in this sphere. The bike is described as being Practical, Affordable and Exciting. Electric Vehicles are the way to the new world Brammo believes. The result of which is Empulse.

View the original article here

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