Sports Cycle: November 2015

Monday, November 30, 2015

2016 Kia Sportage Review

2016 Kia Sportage Review

2016 Kia Sportage is one of the longest-running models from this Korean auto creator. This smaller hybrid at first came in 1993 and to this point we have now perceived 3 eras of this model. the current era model was presented in 2010 and we want to see a fourth-era model consequent a few years. There are a few gossipy tidbits that 2016 Sportage will accompany various changes, yet we even now truly don't have realities will this be a cutting edge model or it will probably be simply some sort of refreshment. In both similarly circumstances, 2016 year model is foreseen to come back with various upgrades these sorts of as predominant look, inside furthermore other.

2016 KIA SPORTAGE IMPROVEMENTS

The examination donkey has long been spotted on the roadways of China, however it isn't generally beyond any doubt this is another Sportage or a few other model. In agreement to its flash, there is a huge likelihood that it is simply a 2016 Sportage. New model will have numerous changes in visual physical appearance, in understanding to what we have now seen. Much the same as it is anticipated, the majority of the varieties may be on the passage close, yet that doesn't demonstrate that back of the auto will probably be untouched. Alongside new headlights, grille and front guard, 2016 Kia Sportage will even characteristic adjusted taillights and back guard. When it is about inside, we foresee to focus basically unaltered style and outline of the lodge, yet we won't be astonished in the event that we see some new colors and supplies furthermore some new regular capacities.

2016 KIA SPORTAGE ENGINE

In understanding to gossipy tidbits, we won't see any progressions, when it is about motors. The 2016 Kia Sportage with the exceptionally same motor line-up as present model. It will probably be offered both in petrol and diesel variations. When it is about petrol units, the most delectable will without a doubt be a 2.0 liter turbocharged motor with 260 hp. Diesel unit is 2.0 liter Crdi turbo diesel motor with 184 hp. Transmission might likewise stay unaltered so 2016 Sportage will presumably be accessible the two with handbook and programmed 6-velocity gearbox.

2016 KIA SPORTAGE RELEASE DATE AND PRICE

The 2016 Kia Sportage will be accessible in late 2015 and it will go in the middle of 21.000 and $30.000.

Here's a popular question about "Knobbly" Tyres : I was riding a road-legal off-road bike, along with a group of friends, on green lanes. I know we are not popular with the locals, who are unable to distinguish between us and illegal tearaways on motocross bikes. Our papers have stories every summer about crackdowns of "off-road motorcycle riders". My bike has an MoT, a road-legal exhaust and a registration number. It is taxed, and I wear a road-legal helmet. Sure enough, when my friends and I were pulled over by a particularly agitated police officer his computer check revealed that our bikes were all taxed, insured and ridden by their registered keepers.

But then a police sergeant turned up, who proceeded to give our bikes a roadside MoT. I was told that I will be prosecuted, along with a couple of my friends, for riding on the road with "knobbly" tyres. My bike hardly ever goes on the road. The only roadwork it does is between green lanes, usually on pretty badly beaten up country lanes liberally spread with gravel and a fair spread of cow and horse deposits.

Of our bikes, three of us had tyres marked "Not for road use" and a couple of the other lads were found to have tyre pressures that were below the recommended level for road use. We have all been summonsed to the local magistrates’ court, and we expect to get an unsympathetic hearing from the landed gentry, busybodies and bored ex-army officers who seem to make up the magistrates’ bench. I cannot see that I have done anything wrong. Should I expect to be convicted?

Answer

I Like to give straightforward answers to straightforward questions, but on this one I am struggling. Your summons is for the use of the tyre, contrary to regulation 27 (1) (a) of the 1986 Regulations. The prosecution has to prove that the “tyre is unsuitable having regard to the use to which the motor vehicle... is being put”. I ride a green-lane bike in an area where off-road riders, whether legal or not, are met with universal loathing. I understand the dilemma you are in.

I would be putting forward a defence that the Crown has failed to prove that the tyre is unsuitable for the particular use that you were putting it to – but going to court is my job, and you might not be so confident. As you said, your bike is used predominantly for riding on unmade roads, green lanes, mud and grass. Your tyres are entirely suitable for that type of terrain.

Honestly, I cannot tell you whether or not a local bench will find in your favour. The police do not make any allegations that you were riding fast or anything other than carefully, so riding slowly and sedately on tarmac on an off-road tyre does not strike me as an unsuitable use of the tyre.

Unluckily for you, the chances are pretty slim that you’ll get even one magistrate who understands the technical requirements of an off-road tyre, the fact that you’re putting your tyres through no strain while riding for short journeys on tarmac, and also that off-road tyres should be run at a lower tyre pressure (indeed there is law on this point – the tyres can be at a pressure that is suitable for the tyres’ use at the time [Conner v Graham 1981]), even if they go for short periods on tarmac. You must make sure you have expert evidence from somebody who can give it about tyres – or if that is impracticable or too expensive then published works, such as off-road riding guides, would at least raise reasonable doubt in the magistrates’ minds.

Keep your observations to the facts and do not become aggrieved or shouty – a presentational disaster. This may be the kind of case where professional representation would be money well spent. On your own, I think you will be in difficulty.

2015 Kia Cadenza Review And Price

There is some substantial data from Kia. Extravagance vehicle termed Cadenza will show up as all-new model for 2015 year. In spite of the fact that present model is regardless extremely trendy, the organization feels that the time it now, time for ensuing era of this rich car. The real premise for level of fame of this model is the best adjust in the middle of fantastic and value, so now the time it now, time for all-new 2015 Cadenza to bear on in the indistinguishable condemnation as its ancestor. Will this model remain the first determination of all these who need top quality car however have restricted accounts, we will see in next interim.

2015 KIA CADENZA REDESIGN

The 2015 Cadenza will continue being the comparable mixed bag of vehicle as its forerunner. It may be a premium sumptuous vehicle, with completely new look, every outside and inside. The outside look will probably be noteworthy and aggregate of simplicity. Directly when its all said and done, this model truly ought to connote an incredible occasion of what extravagant car must like. The 2015 Kia Cadenza might likewise get all-new inner part. It won't be just tasteful, however will likewise particularly ample, cozy and aggregate of most recent hey tech attributes. This model is for the most part gotten ready for North American business sector and it additionally can be distinguished in South Korea under K7 mark. In any case, it won't be a stun if Kia gives 2015 Kia Cadenza for European showcase too.

2015 KIA CADENZA ENGINE

It is as of now recognized that new 2015 Kia Cadenza will get some new motor choices. Adjacent to consistent 3.5 liter V6 petrol motor, in all likelihood the most captivating models is going to be half breed ones. There is likewise one extra huge modify totally prepared for brand punishing new 2015 Cadenza. It is another transmission. New 7-rate double grip DCT gearbox ought to truly convey a great deal better gas utilization. This new transmission makes utilization of two grasp and each of them is autonomously electrically worked which supplies smooth moves in every issue. All things considered, new transmission gives altogether better exhibitions and diminishes gas utilization significantly more than, now, cordial 6-velocity DCT.

2015 KIA CADENZA PRICE

The new 2015 Kia Cadenza charges near to $37.500 for basic model, however, in view of level of apparatuses, it could go around $45.000.

2015 HONDA CBR650F Review

2015 HONDA CBR650F Review

Honda's CBR650F offers a more viable and moderate four-barrel middleweight sportbike option to today's track-centered 600cc supersports. The CBR650F wraps race-motivated styling around a much more loose riding position than that of a contemporary supersport, and its DOHC fluid cooled inline-four motor is tuned for extremely direct, simple to-oversee power conveyance also.

Best of all, this all-new model conveys a $8,499 MSRP (an ABS model offers for $500 more), which is around three thousand short of what a Cbr600rr.

The easy to use CBR650F houses a totally new motor in an all-new steel edge outline. Expense sparing measures are obvious in the ordinary 41mm non-movable fork and stun, which offers a simple to-utilize sloped spring preload agent. Indeed the twin-cylinder front brake calipers on this new Honda are of the single-activity, pin-slide assortment found on numerous other deal bicycles.

Don't permit any of this to put you off. In the event that country terrace game riding is in your playbook, the CBR650F conveys available corner-cutting execution. Skeleton adjust and taking care of soundness are sublime, the CBR650F mixing impartial controlling and tight suspension with great knock agreeability. The brakes give all the force you require in frenzy stops or charging the corners of a twisty street.

Grip force is uncannily light, which supplements a smooth six-velocity gearbox. Motor vibration stays quelled at lower revs, just turning into a bit buzzy in the bars over 7,000 rpm. Under ordinary riding conditions, there truly is no compelling reason to turn this motor over 7,000 rpm on account of its liberal spread of torque.

I discovered riding this new CBR to be reminiscent of Honda's CBR600F4 of 10 years back, beholding over to a period when expansive centered supersports won races and the hearts of regular riders. Interestingly, I pulled up a dyno diagram of the Autotic Ten Best-winning F4 and found the CBR650F produces upward of 10 pound-feet more torque over the base a large portion of the rev range. It merits in any event a decent specify!

While title winning Cbrs of yore may not have been viewed as passage level bicycles in their day, the new CBR650F, by cutting edge models, speaks to a suitable decision for riders of differing capacity. It's a demonstration of this present Honda's uncanny refinement, rideability, and execution esteem.

2015 YAMAHA YZF-R1 First Look

It was a blustery night in Milan, yet that not the slightest bit hosed the inclination at Yamaha, which jogged out Motogp star Valentino Rossi to ride the hotly anticipated 2015 YZF-R1 onto stage at the enormous dispatch party held the night prior to the EICMA bike show opened. What's more what a noteworthy bicycle this new R1 gives off an impression of being, a genuinely energetic new Yamaha leader that goes discounted in February/March evaluated at $16,490.

For that entirety, you'll be getting a strong and exceptionally skilled bike that can toss down some quick laps at your nearby track day and afterward be ridden home. What's more its in that part as a road legitimate race bicycle that the new Yamaha YZF-R1 will probably sparkle, because of a lightweight aluminum undercarriage (with a magnesium subframe) and an all-new 998cc four-chamber motor that puts out "give or take 200 pull" at the crankshaft. Yamaha, of note, makes it clear that the 200 imprint is arrived at without any ram-air impact. Additionally, great, direct torque is accounted for all through the rev band.

Slick points of interest proliferate: The R1's joining poles are titanium, and their enormous finishes are break part, which guarantees an immaculate loop. The chamber head, with reshaped ports and bigger valves (33mm admissions, 26.5mm debilitates), has 13.0:1 clamping, and its narrower valve edge takes into consideration a more minimized confined top ignition chamber. What's more, in page obtained from Motogp, the crankshaft is a crossplane outline with 270°/180°/90°/180° terminating grouping that gives every cylinder and con bar its own individual and separate development for force beats that enhance speeding up footing and offer a most astounding incredible fumes snarl.

An alternate note about the R1's crankshaft: Yamaha says it has 20 percent less inertial minute than the past wrench, which drastically enhances throttle reaction. Also a lightweight essential coupling balancer has weights situated close to the external barrels for solid quickening and reliably high torque.

Lightweight produced aluminum cylinders are additionally piece of the R1 formula. Cooled by oil planes from beneath, these cylinders are lightweight however solid, and their low-pressure cylinder rings, together with a precious stone like carbon covering on the wristpins, aides decrease inward rubbing. Correspondingly covered is another rocker-arm system that gives a higher valve lift than the cam tallness to decrease stack on the cam and further cut inward grinding.

One of Yamaha's primary outline pushes was to build air consumption volume while lessening force misfortunes. The airbox on the new R1 is a voluminous 10.5 liters, 23 percent bigger than the past box. Yamaha's Chip Controlled Injection, with long and short pipes electronically enacted for ideal force yield and torque, stays being used, while new two-directional, 12-gap injectors spread fuel at the once more of the bigger admission valves.

WHAT DOES THE DOCTOR SAY?

Valentino Rossi apparently assumed a part in the advancement of the new 2015 R1. He said he needed the bicycle to have the nimbleness of his M1 race machine, however, at the same, be more agreeable to ride and have a "superior feel" over the front end. He additionally worked with the R1's new hardware, which offer, in addition to everything else, incline delicate footing control, slide control, and ABS, in addition to different force modes, a quickshifter, wheelie control and dispatch control. "The majority of the gadgets in Motogp have enhanced a great deal," said Rossi, a nine-time title holder. Hardware now work in an exceptionally characteristic manner. It's similar to typical riding, yet less demanding."

With cast magnesium wheels, lightweight LED lights, and a titanium 4-2-1 fumes, the new 2015 Yamaha YZF-R1 tips the scales at a guaranteed 439 lb., in completely wet, prepared to ride structure. Its wheelbase is around just about 0.4 inch, and its swingarm has been decreased long by 0.5 inch. Rake and fork balance are unaltered, and an upset 43mm fork is supplemented by a connection sort single-stun back.

Likewise outstanding: The 2015 YAMAHA YZF-R1 is the first Yamaha supersport model with ABS and Unified Braking. With the last, the operation of the front brake produces a relating brake energy at the back. Also when the rider works both the front and back brakes, UBS controls the equalization connected to each one brake. The main time UBS has no control is when just the back brake is utilized.

Headed headlights dwell in the main edges of the side cowling, not in the middle of the fairing, which gives the new 2015 R1 has a race-prepared look. This is went down with an incredibly solid specialized bundle ought to keep this Yamaha occupied on weekends at circuit and on streets as far and wide as possible.

Exceptional EDITION: THE YAMAHA YZF-R1m

Close to the end of the Yamaha public interview in Milan, we were in for an astonishment treat: The R1m, a restricted release R1 for riders or expert groups who plan to make a go at dashing, basically a homologation unique in the soul of the YZF-R7 of 1999. To that end, this uncommon R1m has Electronic Racing Suspension (ERS) from Öhlins, carbon-fiber bodywork, a Communication Control Unit (an information lumberjack) and stickier Bridgestones. Cost: $21,990. Less than 500 will be manufact

WSBK Considering Entry-Level 300 Class

The World Superbike Championship is considering another entrance level hustling class focused around the all of a sudden exceptionally aggressive little displacment sportbike fragment. It's still far from being published, however WSBK's Superbike Commission arrangements to amass a gathering of agents from any producers intrigued by making a Supersport 300 class.

The proposed class would permit different removals and motor designs and would offer an ease approach to create new, adolescent dashing ability. The new class won't be a piece of the WSBK's worldwide visit, as the travel expenses would overcome the reason for a minimal effort dashing class. Rather, the proposed 300 class would occur in local titles.

Motoamerica's KTM RC Cup emphasizing the RC390 is a sample of such a class, as is the Honda CBR250R class in the Canadian Superbike arrangement. Both those arrangement are single-make arrangement be that as it may, and the Superbike Commission's proposed class would consider distinctive bikes from various makers.

The KTM RC390 and Honda CBR300R could be potential rivals in this new class, as could the Kawasaki Ninja 300 and Yamaha R3.

2015 Honda RC213V-S Review

2015 Honda RC213V-S Review

Tragically, Honda did not give any particular specialized insights about the RC213V-S, saying just that it was enlivened by, and created from Honda's hustling project. We can, notwithstanding, make a few suspicions focused around the racebike.

The motor is a 1000cc V-4, much the same as the Motogp racer, however it stays to be perceived how nearly the motors look like one another. Like the race bicycle, the RC213V-S is outfitted with Ohlins suspension and Brembo brakes.

Outwardly, the RC213V-S takes after the race model, aside from with the expansion of road lawful bits, for example, headlights, taillight, turn signs, permit plate holder and bar-end mirrors.

Honda did not give a course of events to when the RC213V-S will enter creation, however it focused on it won't be a swap for the CBR1000RR as the organization's principle literbike rival. Honda did let us know that the RC213V-S will be accessible in the U.s. Estimating will probably be in abundance of $100,000.

EBR has been placed into receivership in the hands of court-appointed attorney Michael S Polsky and has filed for Chapter 128 court protection from creditors under a Wisconsin state statute similar to US federal bankruptcy law. EBR is reported to have more than $20 million in outstanding liabilities.

“To say this setback is a disappointment does not begin to express what I feel right now,” company founder Erik Buell said in a statement released on April 15.

“I am personally grateful for the support of our outstanding workers, customers and vendors. The turn we recently took, after we thought we were moving forward, was unexpected. We thought we had secured funding, but in the end, we were not able to get the funding in place.”

In a recent exclusive interview, partner company Hero MotoCorp’s CEO/vice-chairman Pawan Munjal did not hide his enthusiasm for expanding his share in EBR. Several of the new Hero prototypes and concept models unveiled at last year’s Delhi Auto Expo – India’s key industry showcase – were developed for the Indian giant by EBR, including the HX250R sports single, the RnT electrodiesel hybrid, the SimplEcity foldaway urban e-bike, the iON electric concept vehicle featuring a hydrogen fuel cell, and the Leap hybrid scooter which is due to commence production within the next three months.

“One reason for acquiring that equity (for $25 million) was that we are keen to enter the US market, as well as to get into different areas in the motorcycle and scooter segments that we are not presently in today,” Munjal said.

“This was one very quick way to do that, so we are part owners in a company that is already established in that market. (After meeting him) I could clearly see Erik as an innovator, an engineer and a thinker, and that even for our smaller 100cc models or a Hero scooter, he could use his knowledge, experience, innovation and ideas to build exciting new stuff for us. In our first meeting I could make out that this man was not just about big sports bikes. There was more to him than that, which is why I put my confidence and faith in him.”

When quizzed if Hero would expand its interest to 100% ownership of EBR, Munjal said, “It depends on what Erik would like to do, but I would say I am ready to do so (to purchase the remaining 50.8% share), if he (Erik) ever wants to do it.” Now it appears Munjal won’t need Erik Buell’s permission to do just that...

EBR’s demise is of course a sad moment for Erik Buell personally, as this is the second time an attempt at establishing his own brand has run on to the rocks.The Buell Motorcycle Company was founded in 1986, and ran until 2009. Its 180 employees produced 13,119 Buell motorcycles that year, before then-owner Harley-Davidson decided to wind the company up in the midst of the global recession.

Buell models were lauded around the world as innovative and different, a trait Buell incorporated in the products of his new company, EBR, which initially focused on low-volume, racing-based machines. Eventually the model range grew to include the 1190 SX Streetfighter, and 1190 RX Superbike.

Erik Buell’s renowned passion for racing saw his EBR 1190 machines debut under the Hero banner in the World Superbike Championship series last year, with American riders Geoff May and Aaron Yates. With the suddenness of events back home catching the team by surprise, the squad was already set-up in the pit garages for the most recent round of the Superbike World Championship at Assen in the Netherlands when news broke of EBR’s bankruptcy.

“I think that we have a great sponsor in Hero, and the indications are that they want to continue,” said Pegram in a statement at Assen. “I only know what is going on with the race team. I do not know the situation in the US whatsoever, and I do not know what exactly anybody is going to do, but the indications that I heard are that we will continue.”

Repeated attempts to contact Erik Buell for further comment following the announcement have drawn a blank, and as we go to press, no official word has come from Hero regarding its stake in the EBR concern.

However, Erik Buell has broken his silence on the company’s Facebook page, registering heartfelt thanks to EBR supporters and adding: “I want you to know that looking ahead my focus is 100% on helping the receiver best maximize the value from EBR to benefit all, and I will make every possible effort to get the new organization to where it can support the dealers and customers first, and then help find investment to get back to full throttle.”

Hero's Opportunity

As EBR falls, its partner company Hero MotoCorp – the largest manufacturer in the world by unit volume of predominantly motorcycles, but also scooters – has announced that its global sales grew by 6.2% in its April 2014 to March 2015 financial year, selling 6,631,826 powered two-wheelers.

“In FY ’15, the (Indian) industry continued to remain sluggish due to the overall market sentiments and the slowing rural economy,” said Pawan Munjal. “Even in such a challenging market environment, we managed to buck the trend and registered healthy growth, further consolidating our leadership. The journey from here promises to get better and exciting”.

This record performance and its continued R&D expansion asks further questions surrounding Hero’s decision to allow EBR, in which it held a 49.2% equity share, to file for bankruptcy. The use of the little known Chapter 128 receivership process means that under Wisconsin state law EBR’s assets will now be sold off to the highest bidder – and with more than 100 employees of the now defunct EBR working on new Hero models before the bankruptcy, the Indian giant is sure to be the front-runner for the purchase of those assets.

This would then allow Hero to rebrand the born-again company as a wholly owned US subsidiary for future model development purposes, as well as a base – complete with warehousing – for future distribution of Hero products in North America. Under Chapter 128 this would come without any liability for warranty or mandatory spare parts backup for the 1000 or so 1190cc V-twin motorcycles understood to have been manufactured by the old EBR concern, and delivered to customers in North America, Europe and Australasia.

Ride is the latest attempt to simulate the energy and intensity of riding motorcycles in the form of a computer game.

Ride, Modern Classics Motorcycle In A Game

Honestly, I loving both sitting on a sofa playing games and also riding motorcycles, it would be interesting to see how I would enjoy Ride on my Sony's PS4. After all, for lazy gits like me, it means I can indulge in motorcycling when it’s raining or in the winter…

Although the game is based heavily on the modern range of motorcycles (it features more than 100) there are also some pretty cool unlockable ‘modern classics’ that make us drool. These include Honda’s CBR900RR Original Fireblade of 1992, Yamaha’s OW-01 from the late 1980s, the Aprilia RSV1000 Mille of 1998, the 1996 Suzuki GSX-R750 SRAD and Honda’s oval-pistoned NR750 from the early 1990s.

I bought the game just before deadline for this issue and so far I’m loving it : you can customise your rider in all manner of kit and make your motorcycle unique too. You’ve also a wide range of tracks to choose from, including our faves Donington Park and a lovely "North Wales" road circuit.

While it’s not realistic in any way at all (basically I’m a riding god on this game) it is a splendid bit of fun which is well worth a look and cheaper than buying an NR750 at least… So, buy this game for your kids/grandkids/great-grandkids and then hog the controller. It’s a blast!

Ride is out now and available for PC, Xbox 360, Xbox One, PS3 and PS4.

Get Fitted Up Your Motorcycle !

Forget any idea of "one size fits all". Your bike has to fit you just right if you want to have precision control. To change down smoothly under braking, your front brake and clutch levers must be positioned right. For smooth starts and slick changes the clutch bite point needs to be set right. A badly set gear-shifter can make you wobble and your changes slow up or down the box. Little things do matter. Even two people the same size may need to set a bike differently to fit differences in arm, leg and trunk lengths as well as riding style and personal preference.

Adjusting the controls "spot on" gives you optimum control with maximum comfort. Each control action does its own job without disturbing balance or weight distribution, in an emergency that can be the difference between staying in control and coming off.

So let’s look at how to do it.

Set that Front Brake

- We want instant braking

- Good "feel"

- Easy throttle blipping for smooth down changes

OK, in your normal ‘at speed’ body posture, reach out for the brake. It needs to be angled so that it "falls to hand". Try it eyes closed. If the lever is too high your wrist will bend up uncomfortably and it will be even worse as you lean back into your braking posture. If the lever is too low, it might feel OK in your sit up braking posture but it won’t fall naturally to hand at speed.

Once you have found the small range of rotation of the lever that feels right for just braking, work on braking and blipping the throttle at the same time. Most times you do this, you will be in sit up posture under firm braking, slowing for a curve, but just occasionally you will want to brake and downshift while maintaining your ‘at speed’ posture. (I find this happens when aborting a passing maneuver and getting ready for the next chance).

Riding with 2 fingers covering the brake is a recommended technique – but it may require a different setting.

Perfect blipping is most critical when under heavy braking because that’s when rear tire is lightly loaded you are most likely to break traction with a bad downshift, so bias your final setting to favor this situation.

Set the Clutch

Easier than setting the brake lever because your left hand only has one job. For me precision clutch control is most demanding when maneuvering at walking pace, so I want the angle set for that.

The other thing to adjust is the clutch biting point. Two things are important here: low speed maneuvering and quick downshifts at speed. To get quick shifts, I want the clutch disengaged with only a part squeeze on the lever, not have to pull it up to the grip. For maneuvering and stopstart city traffic, you want the ‘just engaging’ point of the travel at the most comfortable and controllable amount of squeeze. Bikes with a heavy clutch or a long, draggy action can be a pain! One thing is for sure, you’ll always ride better with your best compromise setting than the way it came. And if it is still a pain, maybe you should see if there are any upgrades or modifications available for your model.

Set the Rear Brake

If you thought adjusting hand controls was fiddly, you ain’t seen nothing yet!

The rear brake is the third control that needs ‘feel’ and feedback to the rider. Motorcycles vary in the pedal pressure and travel that’s needed. You only need enough pressure to squeal, not lock(!), the rear tire at 70mph. The brake may be capable of more than this but you won’t ever be able to use it, even with a failed front brake. If you have the confidence and control to rear tire squeal from 70mph down to 20mph, I congratulate you. You truly are a rear brake maestro. If not, please don’t start practising at 70 mph unless you are feeling suicidal!

Unless you are a maestro already, set your brake for maximum comfort and control when using it fairly gently for low speed work and slippery conditions.

The correct way to make adjustments may not be obvious, check out the manufacturer’s instructions in the manual. Make adjustments a little at a time. Remember that a pedal set too low could reduce ground clearance and the available lean angle. Look what other settings (peg position for example) are available on your model.

Set the Gear Shift

There is probably more variation in travel, weight, feel, crispness and adjustment in gearshifts than in any other motorcycle control. Just be glad you are not forced to use hand gear selection that was popular in the old days. Read the manual to see how to make adjustments. Aim to be able to make quick, clean shifts both up and down without repositioning your foot or straining your ankle. Be aware of possible ground clearance issues.

When you reckon you have got the right setting just do a quick check to make sure selecting first at standstill with your other foot down still feels OK. This move is different because you are unbalanced and out of the normal body position. Sports bikes can be a bit awkward and tiring to ride in the city unless you get it right.

I hope you have got your bike set up to suit you now. I promise it will make a major improvement to your comfort and control. As you get familiar with the new feel, give yourself a little time to settle in, but don’t be afraid to make further minor adjustments that get the total package working in harmony.

Setting the bike for precision control is groundwork advanced riding.

Suzuki really stirred up the pot with the GSX1100E of 1980, if you wanted sphincter-searing acceleration at a knock down price the GSX had it all covered.

Suzuki sat back to watch the combined efforts from Honda, Yamaha and Kawasaki flounder in its wake until (with the opposition closing the gap) the EFE was born in 1984, and it had no intention of taking any prisoners.

The GSX1100E motor is astoundingly simple : it has Inline four cylinders, five speeds and one destination, the top of the heap. It builds on the principles established as far back as the GT750 water-cooled two-stroke. The transmission layout is very similar, this design carried on to the GS750, the GS1000 and then the GSX1100.

The crank and gearbox input and output shaft centres are shared with its four-stroke buddies, the basic design of the camshaft drive chain and tensioners is a simple evolution of its forebears. That’s the trick that Suzuki pulled off for the umpteenth time, no crazy ideas, just good old simplicity and brilliance of design that don’t hanker after adulation or adoration, but that does tend to follow after the first time you crank open the throttle on one!

Around the time that the 100 horsepower gate swung open the Big 4 were all capable of producing bikes that could transcend this hurdle but there were many problems which befell them. There were chocolate cams and recalcitrant camchain tensioners and second gear selectors that did and then didn’t.

Big problems emerged when bikes exceeded 200 kilos and 100 HP. But the EFE tore up that risk assessment, and then proceeded to tear up the quarter mile with Pee Wee Gleason on board in mid 10 second order at close to 130mph. These numbers were pretty impressive back then... wait a mo, they’re pretty impressive now ! The reason for this massive rush of ballbusting torque is simple, the development that Suzuki did on the GSX1100 was just the starter, when the main course rolled up the EFE had a totally sorted carb/cam/valve/piston/exhaust combo.

The carbs were just big enough to allow in excess of 110 HP but small enough to encourage high intake velocity which gave near perfect atomisation of the intake charge, hence great midrange and throttle response regardless of gear position or the position of the tacho needle.

The cams, likewise didn’t need crazy lifts or excessive spring pressures to get the job done, just enough was okay thanks. The intake valves increased in diameter by 1mm from 27 to 28mm but the exhaust stayed the same at 23mm. The 76mm pistons are lovely, tough with slim rings, the forgings (not castings) are neatly ribbed under the crown for strength and heat dissipation.

Yet again Suzuki pulled a rabbit out of their hat here, generally speaking, alloys used for casting use a higher proportion of silicone in their mix. This reduces the coefficient of expansion thus allowing tighter piston to wall clearances, the ART alloy used for the forged pistons still allows minimal clearances which were previously unheard of. It might be worth mentioning here that Suzuki’s GS1000R F1 racebikes used pistons crafted by Fred Hadleigh at Omega in the West Midlands.

What is truly amazing is the similarity twixt the Omega design and the later factory pistons as installed in the EFE, and yes I am aware that the 1000R was a two-valver and the GSX has four of ’em, the design clues I’m referring to relate to the internal design as opposed to the piston crown.

Vincenzo Piatti pioneered a fully machinable combustion chamber which optimised compression, valve size and flame travel to burn the precious charge in the most efficient way possible. With this single refinement the GSX and its first cousin, the EFE, stomped off into the distance, any gear, any revs, anytime.

Given the fact that there was so much of everything available at relatively low engine speeds, riding an EFE was rapidly recognised as a good way to spend a Sunday afternoon, they start easily, will run on just about any kind of fuel without complaining, they don’t get hot, they have a huge alternator to fire up the similarly huge headlamp and they don’t wilt after a tankful of abuse. Even 30 odd years after its release the EFE has a loyal band of followers that can’t get enough of that torque-nami, sure they dress ’em up with USD forks and trick swingarms (like Colin Peabody’s lovely bike here) but the stuff that sits under that crackle black cam cover is sacrosanct, the beating heart of a true classic.

The architecture that was laid down back then has not changed, particularly in drag racing circles (or should that be straights?) Whatever, EFE-based bikes, with a few tweaks are running over three seconds quicker down the 1320 than Pee Wee ran at Orange County International Raceway all those years ago, sure they have multi-stage lock up clutches and trick auto boxes and digital everything but underneath are still the rock solid design concepts that haven’t been improved on. With capacities of up to 1600cc by virtue of big pistons and stroker cranks it’s unlikely there will ever be a more appropriate basis for this kind of lunacy as slimmer, modern engines afford less room to grow.

So we have a great spread of everything, reliability, simplicity, strength and power. Can’t last can it? And it didn’t, fuel injection, water cooling and Nikasil plated bores changed what had previously been simple and pure into, well, complicated, and we don’t really do complicated. So the EFE continues to co-exist with its younger siblings, I wonder how things will be in another 30 years? I know which one my money’s on.

Suzuki GSX1100E Specifications

Manufacturing : Suzuki Motor Co.

Model : GSX1100E (EFE)

Production Year : 1972 - 1976

Engine : 4-Stroke, Oil-Cooled, Inline 4 Cylinder DOHC 16-Valve

Bore x Stroke : 72 x 66 mm

Cylinder capacity : 1.074 cc

Fuel Supply System : Carburetor Mikuni 34mm

Compression ratio : 9.5: 1

Transmission : 5 - Speed

Ignition : CDI

Starter : Electric Starter

Max Power : 100 HP @ 8.700 RPM

Max Torque : 85,3 N.m @ 6.500 RPM

Top Speed : 227 Km / h

Dimensions L x W x H : 2.255 x 760 x 1.190 mm

Wheelbase: 1.510 mm

Ground Clearance: 152 mm

Dry weight : 237 kg

Fuel tank capacity: 19 L

Frame : Tubular Steel Double Cradle

Front Suspension : 37mm Kayaba Telescopic Fork

Rear Suspension : Kayaba Dual Shock

Front Brakes : Dual Hydraulic Disc 275mm, 2 Pots

Rear Brakes : Single Hydraulic Disc 275mm, 2 Pots

Front Tires : 3:50 - 19

Rear tires : 4.50 - 17

2016 Release Date and Price Ford Focus RS

2016 Ford Focus RS Release Date and Price – Ford Focus initially came in Europe in 1999, whilst begin for North American business was after one year on. This minimized auto momentarily turned a standout amongst the most supported models in its class. Existing model is in its third time and we would like to figure out new, fourth-era demonstrate in around not so distant. Regardless, just before we see new-era model, Ford will dispatch an all-new, higher general execution variation of this conservative auto and it will come as 2016 Ford Focus RS.

2016 FORD FOCUS RS SPIED

This new elite model is spied for the to begin with time on race track in Nurburgring after which later on in Green Hell. This tests donkey is regardless basically completely covered, so it is hard to enlighten something concerning its inquiry. Indeed along these lines, it is normal that 2016 Ford Focus RS will consent to the hints of late third-era model, furthermore to capacity a great deal of unique certainties. It will most likely get new guards, new back spoiler, more noteworthy and new-composed wheels and numerous other data that will increment up its energetic visual appearance. The main issue that isn't secured and could be immediately seen is fumes framework. Not at all like existing superior ST model, new one will have free procedures put towards the sides.

2016 FORD FOCUS RS ENGINE

Since this is a hey execution model, it is obviously that it will have different treatment strategy when it is about motor. The particular gadget is proceed to new, however we expect that 2016 Ford Focus RS are going to be controlled with new 2.3 liter four-barrel Ecoboost motor, correct that powers new Mustang. Having said that, it will most likely be presumably tuned up for this event to around 350 steeds. There are theories that 2016 Focus RS can have AWD. Having said that, we perceived that screening donkey has textual style wheel design, so you ought to truly obtain this gossip with gigantic store.

2016 FORD FOCUS RS RELEASE DATE AND PRICE

It is anticipated that 2016 Ford Focus will are accessible in ahead of schedule 2016, with the value all-around $45.000. When it is about level of rivalry, there are a lot of hey execution hatchbacks available, yet fundamental opponents is going to be models like Honda Civic Form R, Audi Rs3, Renault Megane RS, Opel Astra Extreme, and so fort

How to Wheelie a Motorcycle Safely In 3 Simple Tips ? The safest way to learn is to go to a reputable motorcycle wheelie school. At ours, all the bikes have anti-flip devices to stop you going over backwards and you’re taught on an airfield so there are no cars or hedges to worry about. However, if you’re determined to go it alone, there’s a safe and quick way to learn.

There are different ways to wheelie a motorcycle but the most common are the power wheelie (just open the throttle) and the clutch wheelie (dip the clutch momentarily). We teach the clutch method because it’s a lot more versatile – you can use it at different speeds and revs. Accelerate fairly hard then do a very shallow and fast clutch dip, letting the clutch back out immediately. The front wheel will come up smoothly.

Different bikes have different sweet spots when performing Wheelie, but as a rough guide for a 1000cc four-cylinder bike you should dip the clutch at 4000-5000 RPM. If it’s a revvy 600 it’ll be more like 8000 RPM, and a big V-twin will be 3000 RPM. You want to make the time that the clutch is in as tiny as you possibly can – even after practicing with engines off, 80% of the riders we teach struggle with this because they’re so used to pulling the clutch all the way in. That’s when an anti-flip device is very useful...

Without experts on hand, practice a wheelie in second gear to start with because first will feel a bit twitchy. Anything higher and you’re going too fast. If your bike isn’t powerful enough to bring it up in second, it doesn’t matter – you’re better off practicing timing the clutch dip, rather than frightening yourself in first gear. As soon as you start practicing Wheelie a Motorcycle, you must cover the back brake. At first you hopefully won’t need it to control the wheelie, because the front wheel won’t be going high enough to worry you. But it’s good to get used to having your foot in the right position. One of the most common crashes is when the front comes up fast, you brick it and take your feet off the footrests, before jumping off the back. It’s important that you try to stay nice and relaxed.

If your upper body is tense then your movements on the controls start to get notchy – after a while your arms will stop working properly and technique will disappear, and that’s when people get hurt. Sit as far back as you can, to use your weight to help the wheelie, but keep a bend in your arms. Hold the bike with your legs rather than your arms. People try to yank the bike up with their arms like it’s a pushbike, but all that does is mess up throttle and clutch control.

To maintain the wheelie you’re going to have to accelerate because you’re probably not at the balance point. The way to do that is with pulses, so when the front wheel starts to drop a bit, you wind on the throttle a fraction so the front bobs up and then you can wind the throttle off slightly. It’s a small movement – you can’t treat the throttle like an on/off switch.

3 Simple Tips on How to Wheelie a Motorcycle Safely

- Find Somewhere Quiet Wide and flat to practice How to Wheelie a Motorcycle. Ideally go to a reputable motorcycle wheelie school for your first attempts.

- Don't pull all the clutch all the way in, let the engine bounce off the limiter and then let the clutch out when performing Wheelie a Motorcycle You’ll end up sat on the road. To pop the front wheel up, dip the clutch for a fraction of a second as you accelerate.

- Cover the back brake whenever you try to wheelie a motorcycle and practice using it, even if your wheelies are low to start with. Your aim is to make using the back brake instinctive.

Yamaha Introduces FZ8 and Fazer8 Side View

Yamaha Introduces FZ8 and Fazer8 Front View

Yamaha Introduces FZ8 and Fazer8 Engine View

The naked FZ8 is designed to be a machine with attitude. Muscular, aggressive design gives onlookers a hint of this bike’s serious intentions. Yamaha says this is not a bike for beginners, the FZ8 is a pure expression of performance and quality craftsmanship.

With the semi-faired Fazer8, the emphasis is placed firmly on getting out there and enjoying the roads, whatever the weather. Discover sportsbike performance and handling, with the aerodynamics, wind and weather protection of a front cowl and screen. It’s a solid step up in performance and quality.Yamaha has finally released full specifications for its new middleweight street sportsbikes, the naked FZ8-N and semi-faired Fazer8. A 779cc engine derived from the FZ1 donk is the star of the show, with a complete FZ1 frame and swingarm as well. The new engine makes significantly more torque than the smaller FZ6 for a gruntier, more accessible power curve around town - but builds to a healthy 105-horsepower top end rush when it's time to get a boogie on. It looks like a fun, fast and friendly street sportsbike - and yes, FZ6 fans, it has formally replaced the 600 in the FZ lineup.

There is no perfect motorcycle, but nearly every modern motorcycle is astoundingly good. This wasn’t always the case with automobiles and motorcycles. I have a copy of a Car and Driver magazine from February of 1978. In it is a story by P.J. O’Rourke that chronicles his driving a 1956 Buick from Florida to California. He barely made it. The Buick had electrical issues, overheating issues, and a near terminal case of vapour lock. The Buick, at the time of the trip, was a 21-year-old car.

CHASSIS
Frame: Deltabox frame
Front suspension: Telescopic fork
Front wheel travel: 130mm
Rear suspension: Swingarm (link suspension)
Rear wheel travel: 130 mm
Caster angle: 25º
Trail: 109mm
Front brake: Hydraulic dual disc brake, Ø 310 mm
Rear brake: Hydraulic single disc brake, Ø 267 mm
Front tyre: 120/70 ZR17 M/C(58W)
Rear tyre: 180/55 ZR17 M/C(73W)

ENGINE
Type Liquid cooled 4-stroke,DOHC
Forward-inclined parallel 4-cylinder
Displacement 779cc
Bore x stroke 68.0×53.6mm
Compression ratio 12.0 : 1
Max. Power 78.1KW(106.2PS)/10000r/min
Max. Torque 82.0Nm(8.4kgf･m)/8000r/min
Lubrication system Wet sump
Fuel supply system Electronic Fuel Injection
Clutch type Wet, multiple-disc coil spring
Ignition system Transistorized coil ignition
Starter system Electric
Transmission system Constant mesh 6-speed
Final transmission system Chain
Primary reduction ratio 1.512(65/43)
Secondary reduction ratio 2.875(46/16)
Gear ratio 1st gear 2.692(35/13)
Gear ratio 2nd gear 2.063(33/16)
Gear ratio 3rd gear 1.762(37/21)
Gear ratio 4th gear 1.522(35/23)
Gear ratio 5th gear 1.350(27/20)
Gear ratio 6th gear 1.208(29/24)

Many years ago the seaside town of Ramsgate in East Kent and its incumbent Sunbeam Motor Cycle Club organised quartermile sprints along the Western Undercliff.

For 12 years until 1968 the events drew large crowds before the slightly curved seafront course, with its unforgiving cast-iron railings, was deemed too dangerous for use – that was until 2015, as now once again over the weekend of August 15-16 the Undercliff will echo to the sound of race engines.

A short course will allow demonstrations of bikes of the era, including a number that were stars of the original events, to evoke memories of times past.

On Government Acre, the cliff top area above the course, further attractions will include a static display of bikes organised by the East Kent Classic Motorcycle Club.

Being the town of My Friends birth, he probably will be around should anyone want to meet up, but more interestingly six times world champion Jim Redman will also be at the event. For more informations, you can go to Ramsgate Sprint Revival Official Site.

Used Bike Guide : Suzuki GSX-R600 K2

Don’t just think of Suzuki’s GSX-R600 as a single-minded, uncompromising sportsbike only suitable for riders in a hurry. The original 1997 model might have fit that bill, but since then it’s become more refined and usable. It’s even quite comfortable...

Following on from the successful launch of the GP racer-inspired GSX-R750WT in 1996, the first GSX-R600 arrived in dealer showrooms the following year.

Clothed in almost identical bodywork, the smaller carbed machine weighed 174kg, with its engine producing a maximum of 106bhp. That may have been impressive enough, but the peaky motor needed to be revved very hard to get it to produce anywhere near that; later, updated versions made 110bhp.

The bike was given a thorough makeover in 2001, with the 163kg machine featuring fuel-injection for the first time, while mid-range power was significantly improved, making the bike more rideable. Bar colour changes, the 600 then stayed pretty much the same until the 2004 season when another all-new version arrived. Bodywork was more sharply styled, a retuned engine made 120bhp and with a completely new chassis, including upside-down forks and radial calipers, cornering performance was boosted appreciably. Updates continued with an all-new bike arriving in 2006, with its even more tractable engine now making 125bhp.

The trend to improve the flexibility of the in-line four was repeated once more in 2008, with the freshly-styled GSX-R featuring a three-position power switch, adjustable footrests, electronic steering damper and slipper clutch. The final incarnation of the bike to date appeared in 2011.

Again the usability of the engine was boosted, though peak power stayed at 125bhp. Big piston forks improved handling, with braking getting a similar boost thanks to the fitment of one-piece monobloc calipers. Since then, the Suzuki has only changed its colour.

What's It Like To Ride

Context is an important word to consider when riding a 2002 GSX-R600. The machine being over 13 years old is something to particularly bear in mind. Do that and your expectations will be met by most aspects of the Suzuki’s performance, and happily exceeded by several others.

The engine and, more importantly the way it delivers its power, will easily be the most influential factor when it comes to making a decision on the suitability of the 600. There’s no doubt that back in 2002 it was fair to describe the in-line four-cylinder motor as flexible. Bottom end and mid-range power were useful enough not to need to reach for the gearlever too often – unless you were in a real rush. These days, the story isn’t quite the same. Advances in technology have ensured the latest spec 600s produce surprisingly good levels of drive at all rpm. This GSX-R isn’t quite that versatile.

To be fair to it though, as long as you’re not too lazy with your efforts and are willing to choose roughly the right gear, then pulling power at lower revs is acceptable. Just don’t expect a surge from as low as 3000rpm in fourth for example.

What perhaps emphasises the obligation to keep things more on the boil is the strength of the acceleration higher up the rev range. Get more towards 8-9000rpm and the serious pick up in pace is such that relatively speaking at least, the drive below it seems quite weak. It’s not. It just feels that way. Similarly, once you get to 10,000rpm and above, then the mid-range you’ve just considered healthy, will seem less so. The more revs you give this engine, the stronger it is.

Now whether this level of involvement is something you’ll feel happy with will be up to you. I didn’t find it too taxing, and as I’m normally more critical of engine character like this, I was surprised by my tolerance. I guess that’s because there were some compensations to this ‘shortcoming’. Firstly it makes the engine more involving and exciting to use, and when you do that and increase the pace of your riding, the benefits offered by the rest of the bike can be appreciated.

There’s no doubt, even though the Suzuki can’t boast the high specification components of the latest machines on the market, it’s still what I’d describe as a fine handling bike. Still light by current standards, the 600 also has manageable dimensions; it might well have a sporty riding position, but it’s relaxed enough to be reasonably comfortable. Unless you’re especially lanky, longer nonstop trips of around a couple of hours are not going to pose a serious problem. The same roomy nature provided by the sensible position of the seat and bars isn’t quite matched by the height of the footrests, but there’s still enough leverage to dominate the bike and flick it around with authority.

That’s something that’s easy to do, and it doesn’t take long to begin marvelling at the way you can devour corners. Direction changing needs little effort, and the quality of the brakes and suspension is such that choosing, altering, and holding lines is almost instinctive. With its lovely steering, the Suzuki is a pleasure to ride on more interesting back roads. The quality of its handling is definitely more modern than its 2002 vintage might have you assume.

Overall, the 600 is still a rewarding machine to ride. It looks stylish even if things like conventional fork and brake caliper design do ultimately date it a little. The best thing about it though is the fact that its capability will only set you back around just one quarter of the price of a new 600 sportsbike. Pick a good one like the one we tried, and you’ll be laughing all the way to the bank – especially if your financial base is at the end of a long and nicely twisting road.

What to Look For

Though there’s still a quite decent choice of early fuel-injected GSX-R600s on the market, you may have to travel to improve your chances of finding the best one. They’re strong and reliable bikes, however there is an important proviso to this being the case – they have to have been looked after. The required amount of TLC to keep them running sweetly isn’t anywhere near the level of something more exotic, but regular servicing and a good clean and polish when needed are important to ensure a long and happy life.

Bikes on the market fall into two distinct groups – those that have been tinkered with, and those that haven’t. Going for the latter types is the best advice. Machines in near standard trimwith evidence of being cared for inside and out, are easy to spot. The finish of the Suzuki is fairly good but you’ll quickly recognise any examples that have been neglected.

Look under the bike around the rear suspension linkages to see if the effects of a bucket and sponge are evident, and do the same with the front of the engine. If there’s heavy corrosion then you might want to reconsider buying, or at least haggling.

Proof of harder riding or less conscientious ownership will also be clear when you inspect the condition of the tyres and transmission more closely. Head bearing notchiness is normally a sign of stunt riding, though it can also come from doing many miles on the motorway.

Suzuki’s smallest GSX-R doesn’t have to be ridden flat out to be appreciated. As a summer hack, or something a bit more long-term, it can be a great value machine if you’re after something a little more involving...

Finish

Though generally good enough to withstand all weathers, some components like fasteners and brackets can corrode easily if the bike isn’t cleaned regularly. Riding in winter will require hosing the bike down after every ride. The condition of the GSX-R is a great guide to how often it’s been used, As well as an accurate indication of the care it’s received.

Fuelling

The GSX-R’s fuelling is pretty good, but power, fuel consumption and throttle response can be improved by fitting a Power Commander or remapping the ECU. Certainly the case if you fit an aftermarket end can.

Steering Damper

The standard fitment steering damper is unadjustable. However you can drain its oil and replace with different viscosity to alter its stiffness. Remove the blanking plug, pump out the old oil. Then introduce the new stuff by extending the empty damper with the blanking hole submerged in the new oil.

Touring

A taller screen is a quick and very effective way of improving long distance comfort.

Gearing

A cheap and effective way of making the 600’s engine feel a little livelier, and generally improve its overall throttle response, is to fit a one-tooth smaller front sprocket. Lowering the gearing in this way is effective and very cheap. Doing it yourself would cost a tenner. A dealer would ask £30-40. Speedo accuracy will be altered a little.

Engine

Higher mileage GSX-Rs shouldn’t be sniffed at. Earlier bikes are 15 years old now and have bound to have clocked up over 25,000-40,000 miles. However, as the Suzuki’s in-line four motor is a tough one, this isn’t an issue. Proof of servicing is still important to see though.

Suspension

One of the best points of the bike. But after 10 years of action both the forks and shock will benefit from a service and new damping oil. MCT Suspension can do the job – budget from £150 for the shock and from £200 for the forks.

Brakes

Pretty good, but there’s no doubt a caliper service, fitting braided lines and fresh pads could make a significant difference to their power and feel.

Prices

You can get hold of early 2001 models for less than £2000, but be warned – if you miss any serious faults with these, pricey repairs can be uneconomic. Take care, and you’ll find a good one – there’s a fair few still out there.