The Awesome V-Rex Motorbike – Tron meets Terminator

Let’s be honest here, I am surprised that my keyboard is still functional as I have been drooling over these images for sometime and have come to the (not difficult) conclusion that this is the coolest motorbike I’ve ever seen. Period. And I’m overjoyed to report that, far from being a concept, it’s real – it exists. And this is cause for celebration.

The Dream Bike, or as it’s now known, the V-Rex, is the brainchild of Tim Cameron design, a chap whose website is crammed full of some of the most jaw dropping motorbike designs I’ve ever come across, and it’s set to make its first public debut as the up and coming Daytona Bike week this March. Unsurprisingly, the first five bikes to make it off the Travertson production live are already pre-sold.

Powered by a 1250cc liquid cooled engine

delivering 120hp and 74.0ft.lbs at 7000rpm the Tron-likeV-Rex boasts a wheelbase of 79.2in/2010mm and a dry weight of 670lbs/304kg and has a listed price of $39,990.
You can keep up with the latest developments concerning the manufacturing of the V-rex via the Taverston website or you can hop over to the Tim Cameron Design site to look through his portfolio of designs (highly recommended – he’s a design genius).

Triumph Thunderbird – A Bird in the Hand

Triumph’s engineers took care of the vibes with two separate balancer shafts_one mounted at the front of the crankshaft, one behind it. The result is a parallel twin that sounds like a V-twin, but one that can be fed big throttle openings at speeds as low as 2000 rpm without the thudding and shuddering that afflicts most big V-twins.

This lends considerable refinement to the ride, backed up by some other handy technical features. The engine management system has two maps; one pretty laid back, the other sportier. Selection of an appropriate map is made automatically based on the speed at which the throttle twist grip is rotated. Crank it on hard and you get an aggressive spark advance curve and faster throttle response. Finesse the gas and the bikes lopes off more lazily.

The Thunderbird has a six-speed transmission with helical-cut gears for quieter operation, and the final drive is by toothed belt. Other than some whine at idle (probably from the balance-shaft drives), the bike is mechanically quiet in operation, allowing the rider to enjoy the off-beat exhaust cadence without interference.

Of course, there will always be riders who want louder pipes, and Triumph caters to their needs with ready-made aftermarket pipes in an accessory range that already features over 100 items, including bags, sissy bars, screens, chrome pieces, and seats. There is also a big-bore kit which bumps the engine size to 1700cc and the engine_s output from the stock bike’s 85-horsepower to about 100. Costing $900, the kit includes cams and other modifications.

With 1600cc already available, we_d think more aggressive cams and perhaps some fuel mapping tweaks to go along with it would provide all the thrust anyone would ever need without pulling the cylinders and pistons. But perhaps a compression bump is also a necessary part of the hop-up kit, so we’ll just shut up.

In any event, the big twin spins into life after a clearly vigorous effort from the starter motor (with the intervention of a decompression gadget on the exhaust cam), and idles happily with that thumpity-thump sound cruiser riders hold so dear. Despite Triumph’s deliberate attempt to make the engine look as if it were air-cooled, with stylish fins adorning the cylinderhead and block, the new T-16 engine is a thoroughly modern liquid-cooled lump with dual overhead cams, eight valves per cylinder, and twin-sparkplug heads.

It tugs the bike away from rest with strong and steady thrust, and there_s emphatic throttle response throughout its operating range. Unlike a lot of big-bore twins, the Thunderbird revs pretty willingly to its 6500 rpm redline, although there_s not much reason to do that often. Since the torque peak (108 pound-feet) is at a fairly leisurely 2,750 rpm, the bike_s midrange is decidedly muscular at normal highway speeds.

Even though it isn’t fast in the sense that a liter-class sportbike is fast, the Thunderbird’s engine is seldom found wanting. The considerable 756 pound curb weight damps any suggestion of slingshot acceleration, but the power delivery is entirely in keeping with the Thunderbird’s cruiser role. Moreover, the brakes and suspension do a great job of containing the bike’s exertions, and lend a pleasing sense of overall integration to the machine.

Big 12.2-inch disc rotors adorn the front wheel, gripped by two fixed, four-piston Nissin calipers, and together they haul this big bike down from speed in a very reassuring fashion. The brake and clutch levers themselves are big and broad, proving more comfortable and controllable than the light and narrow devices found on lesser machines.

Rear brakes play a more important role on cruisers, since they assist greatly with low speed maneuvers, and on the Thunderbird we find a pretty stout disc in the embrace of a Brembo two-piston floating caliper. The combination provides good feel at the pedal when you’re attempting a U-turn on a mountain road something the Triumph manages with a composure that belies its large mass and high center of gravity.

The Thunderbird’s five-spoke alloy wheels are suspended by a 47mm Showa fork up front and dual chromed-spring Showa shocks at the rear, and despite limited adjustability (the rear shocks feature five-position spring preload collars), the ride is remarkably good. Of the two ends, the front is more impressive, blotting bumps and ripples without transmitting much shock into the frame or bars.

Under my 218 pounds, the rear shocks needed more preload, but then demonstrated rather slack rebound damping over bigger bumps and drains. If we were to upgrade the T-bird, that’s where we_d start. But the ride and handling are pretty good as the bike comes, endowing the rider with confidence in its ability to take just about anything you can throw at it.

As is usual with cruisers, limited ground clearance inhibits corner entry speed, but even here the Thunderbird isn’t too bad. There are feelers under the folding footpegs that touch down with insistent gnashing noises, and this soon teaches a rider to tone down cornering speeds to something quieter and less distressing. We’d happily trade the bike’s much sought-after 27.6-inch seat height for another inch of ride height and the extra cornering clearance it would bring, but then we’re not lifelong cruiser adherents.

Priced at $12,499, the Thunderbird offers a premium cruiser experience in a handsome and distinctive package. An ABS model is available for $13,299 for those who feel the need for an extra measure of safety. We believe that the real measure of this bike’s value in the market is its ability to bridge the gap between boulevard posing and real world riding.

Designed by Tim Prentice, a former design director at Honda and the man responsible for that company’s Rune, the Thunderbird is a relatively restrained expression of cruiser art. But it’s a striking image nonetheless, and Triumph fans should have little to complain about particularly since it’s a functional design with no extravagant embellishments.

The Thunderbird does a pretty good job as a standard motorcycle, handling everyday riding tasks with an ease and balance not available on every cruiser. Also not available on every cruiser are details like a tachometer (mounted below the speedo in the tank-mounted instrument pod), and a useful trip computer. With functions toggled by a switch at the right-hand cluster, the trip computer includes a range-to-empty display that is particularly handy when on a long ride.

Along with presence and style, we found the Thunderbird to be imbued with a robust charm that grows on a rider the more he or she rides the bike. Add this general charisma to the bike’s potential for extensive personalization, and you have a pretty solid argument in favor of buying one. It might just be that the 2010 Triumph Thunderbird’s offbeat exhaust note becomes the soundtrack to the story of its own success. Let’s just wait and see.

250GP replaced with four-stroke 625-650cc inline-fours

Dorna unveiled its proposal for a four-stroke replacement for the 250GP class today. If it gets its way, 250cc two-strokes will be replaced by four-strokes of between 625 and 650cc in 2011.The capacity was chosen to protect World Supersport racing. With the aim of keeping costs down, further rules dictate the new engines will be inline-fours, won't have traction control and will use controlled ECUs. Unlike World Supersport, the as yet unnamed new class of GP racing will be exclusively prototype based. No production machines will be allowed.

While the new capacity may sound too close to MotoGP's 800cc limit, the changes are intended to drastically reduce costs. Right now, at about €1million, leasing a 250cc GP bike is only about one-third cheaper than a MotoGP machine. Under the new rules, that cost would drop to less than €100,000. That seems to be the driving reason for these drastic changes, so while we will mourn the loss of yet another two-stroke racing class, we will welcome more accessible, more competitive racing.

Final details of the rule changes will be announced after they are ratified June 7 at the Catalunya GP.

Honda CS1, Your New City Sport Choice

After being secret for about two monts, finally Honda launch their new motorcycle in Indonesia. This motorcycle has been advertised for about one month, but didn't mentinoned it's name. And finally, 6 April last week, Honda launch it for public in Surabaya. It's name is Honda CS1 (City Sport).

2010 Yamaha T-Max 750 Scooter competitor to the Gilera GP800.

There are rumors about the added accommodation of YAMAHA TMax from 500cc to new 750cc but the closing has appear calm with assets and patents registered by Yamaha in Japan . Yamaha has started projects for a three butt engine for a new development on its sports T-Max 500 scooter. The new Yamaha scooter would again be alleged T-Max 750 and could be accessible for presentation appear autumn. Production and sales are planned for the end of 2010. The images in this column are from artist J.M Guerin with bigger foreground end (from R6) and the final Yamaha.

2010 YAMAHA TMAX 750CC CONCEPT SCOOTER

The development is demography abode on the accepted engine base: the T-Max 500 cc accompanying cylinder, with a third agent rod with anti-vibration function. That third rod would after accomplish way for a absolute third cylinder, accretion ability to 750cc. With the all-important modifications, the new three butt engine would be chip assimilate the scooter with no problems, while the final manual would be adequate to bout the greater ability output.

Yamaha 3-cylinder scooter T-Max 750, which will become adversary to the Gilera GP800.
June 8th, 2009 - Imagine a new, better looking T-Max that puts out even more power than the current 500cc model. Rumors keep reemerging that Yamaha will introduce a new 3 cylinder T-Max with a displacement of 750cc. Apparently the T-Max 500 already has a dummy cylinder and rod that is currently used to counter balance engine vibration. It appears the plan is the utilize the extra cylinder and rod with a real piston to bump the displacement to 750cc. Although nothing has been officially announced by Yamaha, it seems like this would be a easy way to compete power-wise with the newest maxi supersport scooter to hit the market, the Gilera GP800.

If this model is getting ready to be launced for the 2010 year, expect an announcement from Yamaha sometime in the Fall of 2009. If the US does end up getting the T-Max 750, I would imagine that it won't arrive here until the 2011 or 2012 model year. Stay tuned for all of the latest updates on the new Yamaha T-Max 750cc maxi sport scooter.

SE Naked Big Battery electricycle concept

Italian Paolo De Giusti last work he called SE Naked Big Battery. All previous bikes designer painted in the style naked, so the concept continues electricycle chosen motif.
The concept, conceived by Paolo, equipped with two motors (one at each wheel), transmission and brakes with electronic control. The whole installation must ensure that the motorcycle power 80kW electric motor and a characteristic huge torque of 240 Nm, and a clever braking system can recharge the batteries during braking.

The main problem of electric motorcycles, quite reasonably observes Italian, is a long charge. He therefore suggested that the system quick-change battery, as shown in the photo. Just one stroke at some specially equipped gas station burnt-out fuel cell motorcycle can be replaced with a fully charged and to go further. Brilliant, is not it?

Dry specifications SE Naked Big Battery, came to the mind of the designer we maybe interesting, but for completeness they should bring:
Frame: Monochrome type
Strength: multiplate, aluminum
Brakes: front – 420mm disc with 8-piston caliper, 300mm rear disc and 4-piston caliper
Base: 1,6 m
Weight: 210 kg
Maximum speed: 390 km / h (!)

Electric Motorcycles Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

2012 Honda CB1000R

 The motorcycle was introduced in the latter half of the 19th century. Since then this has been the most common and popular means of transport. An electric motorcycle is a two-wheeled vehicle powered by battery and is the latest innovation in the motorcycle industry.

Basically, electric motorcycles can be classified into two; power-on-demand motorcycles and power-assist motorcycles. Earlier, electric motorcycles were used only for races. With the introduction of electric motorcycles for general use, they have become one of the most popular and trendy means of transport among the local masses. Unlike the ordinary motorcycles, the electric motorcycles are powered by batteries. Thus, electric motorcycles are the best solution for air pollution and making the earth a better place to live in.

On an average, the lifespan of the battery is approximately 300 charges or 15000 km, and it may last for one to two years. The blade of the electric motorcycles delivers horsepower which is equivalent to a 250 four-stroke motor. Apart from high performance, the blade does not produce any noise or pollution. The control of the blade can be programmed to suit the ride. When compared with other motorcycles, the electric motorcycles are lightweight.

To meet the varying demands, the electric motorcycle comes in a wide range of colors, models and brands. EMB Inc., Kawasaki, Yamaha, Honda, and Suzuki are some of the leading companies dealing in electric motorcycles. Most popular models in electric motorcycles are TDM07Z, SW-0004, and SW-0004.

Depending on the availability, all the different models of electric motorcycles can be purchased from various sources, the favorite being the online stores. Internet is packed with numerous online sites which provide a wide range of options in electric motorcycles. Another major source from where you can purchase electric motorcycles is authorized dealers.

Electric motorcycles are available in different price levels to meet the varying needs. When compared with petrol or gas motorcycles, the electric motorcycles are quite expensive. A brand new electric motorcycle with 48-Volt SLA Battery pack will cost around $6,800 and a longer range electric motorcycle will cost more. In spite of the high cost, it is considered as the most viable option for a pollution free and joyful ride.

Motorcycles provides detailed information on Motorcycles, Used Motorcycles, Custom Motorcycles, Mini Motorcycles and more. Motorcycles is affiliated with Motorcycle Accident Statistics.

Article Source: http://EzineArticles.com/?expert=Eddie_Tobey

 

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2011 BMW K1300S Sportbike

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2012 Honda CBR600RR Photos

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2012 Honda CBR600RR

MODIFIKASI Travertson V-REX2

MODIFIKASI Travertson V-REX2

Travertson ever make a special bike with front suspension swing arm is now re-create surprises. The same motorcycle modific that assessed similar to the predators in a science fiction movie.

The motorcycle is called V-REX2 Travertson 2011 and designed by Christian Travert from Fort Lauderdale, Florida, United States, using the engine Harley-Davidson V-Rod.

V-REX2 is a development of version 2010. Some parts are repaired is subrangka are now using steel, breket license plate, rear lights, and brakes are in this version using LEDs.

Based on the 2010 version, the upgraded model comes with more options Travertson Than any other model, Including a new steel subframe as well as license-plate bracket That includes an LED tail / brake light.Other the highlights of the V-REX 2 include digital speedometer, LED turn signals, custom paint as well as ultra boutique options include a custom Engraved That fuel cap, acrylic wheel centers, chrome vertical tank strap decorated in crystal swarovsky letters of your choice

However, the most attractive features are the iPod dock, chrome wheels (with transparent acrylic spokes) and swingarm, Xenon lights and an Ostrich leather seats.

Other features seen on the digital speedometer, LED lighting sein, special paint ultraboutique, in-grafir tank cap, the radius of the wheel from acrylic, and the chromed strap tank. There are also mats for iPod, the wheel is connected to a chromed swing arm, lights Xenon, and Ostrich leather upholstery.

Options for the V-REX 2, the which includes Some of the Available That You Might Expect, digital speedometer Demolition, turnsignals custom paint and LEDs.

Designed by Christian Travert, the bike from the first appearance seems a prop from the sci-fi movie coming to life. Designed and built in Fort Lauderdale, Florida, V-REX features a Harley-Davidson V-Rod motor and use H-D electrics. However, V-REX was recently updated to include two models called V-REX 2. It includes a new steel subframe as well as license-plate bracket that includes an LED tail/brake light.

Then there are ultra-boutique Demolition choice Fuel cap and custom Engraved Acrylic Wheel Center. but maybe the self-Indulgence look chrome fence is to have a "strap tank" vertical crystal display adorned Fonts swarovsky your choice, Demolition Initials of the owner of a bicycle shown in Heredia.

Expensive for motorcycle lovers, for They are the motor Travertsons Best Things to have, regular Their earnest not find another bike Interesting LOT of attention as the V-REX.

The author says, the V-REX nice views from every angle. But to get it is not easy. V-REX 2010 valued U.S. $ 49,990 (USD 450 million) and V-REX2 valued 53,990 U.S. dollars (USD 485 million).

V-REX first shown in 3D rendering by mechanical futurist Tim Cameron, named "Dream Bike". Then, the design was captured by Christian Travert, a crew at MTT which makes jet-Copter. Direct Travert obsessed and decided for the concept is transformed into a motorcycle that can be driven.

EICMA 2010: Ducati Diavel and Monster EVO Unveiling

Motorcycle.com’s European correspondent Tor Sagen was fortunate enough to be on hand for Ducati’s pre-EICMA press conference and the official unveiling of the new Diavel power cruiser. Below are his impressions from the event.
Carcano Theatre, Milan, November 1.
Fransesco Rapisarda, Gabriele del Torchio and Diego Sgerbati introduced us into Ducati’s financial and marketing status before Claudio Domenicale entered the stage and introduced all the news starting with the Superbike family we already know from Intermot that I have already tested at Imola. Then Domenicale continued with the EICMA news starting of with the Monster family where the Monster 1100 EVO is new. The 1100 EVO gets the Hypermotard 100hp engine, new exhaust with new tubing at the front similar to what’s on the Diavel. It also gets traction control.
Then it was time for the big one everybody had been waiting for – the Diavel. After showing several new videos showing the Diavel in action the stage exploded in light and smoke as a female rider rode the Diavel on to the stage. After some banter about the rider having to move off the bike so that we could appreciate the Diavel without any eye candy two more Diavels entered the stage. One white/aluminum colored and one in all black. The Red/black version is called Diavel Carbon and as the name implies it gets lots of carbon fiber bits.
Ducati revealed that the 1200cc engine is a devil indeed with figures claiming 162hp @ and 128Nm @ 8,000rpm. The Diavel gets DTC and ABS slightly modified from the items on the Multistrada 1200. New is also an extra display on the fuel tank dealing with the rider aids. The LCD panel is made from pretty much the same goodies as modern smart phones.
Interestingly Ducati has developed the bike to feature an all new rear tire size with Pirelli. The new Pirelli Diablo Rosso II in 240/45-ZR17 has an extremely low profile that makes the bike look menacing from the back coupled with an equally wide tail section. The front end is dominated by a huge round headlight flanked by what look like air intakes. The seat height is very low at 30.3 in. and the seat is well padded and looks comfy. ABS on Brembo monoblock brakes will be interesting to test. The bike is very long and it looks like the front would be pushed a bit with those powerful brakes and long wheelbase. The fuel tank carries 4.5 gal. of fuel.
One thing is for certain and that is if you want to run with the devil, or Diavel, you are going to need some hair on your chest. It’s a very macho and un-Italian bike. I asked Domenicale whether the development team had any US input, but he categorically denied this stating it was a 100% Italian effort. There’s also an issue with categorizing this bike as Ducati stands hard on claiming they have created a new segment. Whatever Ducati says, this bike will be compared with uneven competition such as the Harley-Davidson Muscle/V-Rod, Yamaha V-Max, Suzuki B-King, Moto Guzzi Griso 8V and perhaps even Triumph Rocket III Roadster. The way I see it they all belong together in a type of muscle cruiser bruiser streetfighting soup of delightful torque and power. Harley-Davidson could have built a bike such as the Diavel when it developed the V-Rod with Porsche. However, Erik Buell once told me that that’s what he wanted to do, but the corporate Milwaukee muscle opted for something nearer to a traditional H-D product and bulked up as they always do.
The Diavel weighs in at what for this type of bike is an ultralight claimed 463 pounds. The whole Diavel project is a bit of a gamble for Ducati which it admits to when asked who its customer for this bike is. But we guess Ducati has applied the philosophy of “let’s build it and they’ll come.”
I personally need the design to grow a little bit on me. Let’s put it this way, I’m not completely convinced Wolverine would suit the Diavel. It remains to be seen whether the Diavel can achieve the same iconic profile as the V-Rod. A bike like this is bought with the heart through the eyes, not necessarily with what’s best through your right hand on the twisties. Let’s hope it can do well, I love the name!