2012 Suzuki V-Strom 1000 (Adventure) – Overview

2012 Suzuki V-Strom 1000 (Adventure) Highlights:

If you’re looking for an unforgettable sport-adventure, there’s no better machine than the new V-Strom 1000 Adventure. With sleek side and top cases that are large enough to hold a full coverage helmet, it takes versatility to a new level. It boasts the same exceptional performance as the original V-Strom 1000, with a Suzuki fuel-injected, 90-degree V-twin engine tuned for incredible low-end and mid-range torque. It also has a lightweight chassis and advanced suspension to provide crisp handling even on tight back roads. When you reach the open highway, the V-Strom 1000 Adventure excels. Its smooth engine performance, aerodynamic windshield and ergonomic riding position make it one of the finest sport-touring machines available. With the Suzuki V-Strom 1000 Adventure, Sport-adventure is yours for the taking.

2012 Suzuki V-Strom 1000 (Adventure)

Engine


996cc Liquid-cooled, Suzuki fuel-injected, 90-degree V-twin engine with four valves per cyclinder, dual-overhead cams and oil provides exceptional low-end and mid-range torgue for exhilarating performance.
Advanced digital engine management system featureing Suzuki Dual Throttle Valve (SDTV), delivers optimum combustion efficiency for linear response, fuel economy and superior low-end torque along with low emissions.
Auto Fast Idling System (AFIS) automatically sets throttle valve opening during cold engine starts by monitoring coolant temperature.

2012 Suzuki V-Strom 1000 (Adventure)

Digital ignition system provides optimum ignition timing with seperate maps for each cyclinder to provide outstanding performance and smooth throttle response.
Semi-gear driven valve system simplifies maintenance and minimizes cam sprocket size and engine height for optimum engine placement. A short crankshaft and staggered transmission shafts further contribute to the light and compact design.
Lightweight shim-under-bucket valve system operates 36mm intake and 33mm exhaust valves, with valve timing designed to enhance low-RPM power.
SCEM (Suzuki Composite Electrochemical Material) plated cyclinders for durability, weight reduction and superior heat transfer, working together with a high-efficiency liquid cooling system includes a compact oil cooler for optimum engine operating temperature.
High-mounted stainless steel exhaust system with aluminum mufflers are tuned to enhance engine torque.
PAIR (Pulsed-AIR) system injects fresh air into the exhaust port after the exhaust valves open to ignite unbunred hydrocarbons, further reducing emissions.


Transmission


Smooth-shifting six-speed transmission with sixth gear overdrive features a hydraulic clutch for light pull at the lever improving rider comfort.
Lightweight magnesium valve and ignition covers are complemented by a sound deadening plastic outer clutch cover.
Chassis


Lightweight, compact and rigid aluminum twin-spar frame and swingarm provide agile handling. A bolt-on sub-frame simplifies maintenance.

2012 Suzuki V-Strom 1000 (Adventure)

Cartridge-style 43mm front forks with adjustable preload provides 6.3 inches of wheel travel for a comfortable ride.
Link-type rear suspension features 6.3 inches of wheel travel and a piggyback-style shock absorber with adjustable rebound damping and a knob-operated hydraulic preload adjuster.
Multi-reflector 60W/55W headlights.
Easy-to-read instruments include a large speedometer and tach dials, plus LCD display for fuel level, engine temperature, odometer, tripmeters and clock.
Engine undercover panel is designed for ample ground clearance and sleek appearance.
Large rear luggage rack features a rubber-padded platform to help keep bags and luggage in place.
Rugged seat cover material enhances comfort and durability.
Dual front dist brakes with large 310mm rotors and twin-piston calipers, plus a single-disc rear brake with 260mm rotor and single-piston caliper provide strong stopping power.
Lightweight cast aluminum wheels with DualSport-style tires for optimum traction.
Additional Features

2012 Suzuki V-Strom 1000 (Adventure)

Upright, relaxed riding position, well-padded seat and aerodynamic fairing provide all-day-long comfort.
Height-adjustable windshield for increased wind protection and comfort can be adjusted to three positions in a 50mm vertical range, work together with hand guards designed for maximum wind protection.
Large 5.8 gallon fuel tank for long-range operation


2012 Suzuki V-Strom 1000 Specs:


Bore Stroke: 98.0 mm (3.858 in) x 66.0 mm (2.598 in)
Compression Ratio: 11.3 : 1
Engine: 996 cc (60.8 cu. In), 4-stroke, liquid-cooled, DOHC, 90-degree V-twin 9
Fuel System: Fuel injection
Ignition: Electronic ignition (Transistorized)
Lubrication: Wet sump
Starter:Electric
Brakes Front: Disc brake, twin
Brakes Rear: Disc brake
Curb Weight: 238 kg (525 lbs) (Adventure, TBD)
Final Drive: RK525 SMOZ7, 112 link
Fuel Tank Capacity: 22 L (5.8/4.8 US/Imp gal)
Ground Clearance: 165 mm (6.5 in)
Overall Length: 2295 mm (90.4 in)
Overall Width: 910 mm (35.8 in) (Advenutre, TBD)
Seat Height: 840 mm (33.1 in)
Suspension Front: Telescopic, coil spring, oil damped
Suspension Rear: Link type, coil spring, oil damped
Tires Front : 110/80 R19 M/C 59H, tubeless
Tires Rear: 150/70 R17 M/C 69H, tubeless
Transmission: 6-speed constant mesh
Wheelbase: 1535 mm (60.4 in)
Warranty:12 month unlimited mileage limited warranty.
2012 Suzuki V-Strom 1000 Color Option/MSRP:

2012 Suzuki V-Strom 1000 (Adventure)

2012 Suzuki V-Strom 1000 (Adventure)

Pearl Mira Red/Black / $10,399
Pearl Nebular Black / $10,399
Pearl Nebular Black (Adventure) / $10,999

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Wunderlich S 1000RR "MadMax" – Concept Motorcycles

Continental now offers its very capable TKC 80 dual sport tires in sportsbike sizes: 120/17-17 and 180/55-17. To promote that, the German tire making commissioned German custom builder Wunderlich to build this dual sport S1000RR

Wunderlich S 1000RR “MadMax” – Concept Motorcycles

Wunderlich S 1000RR “MadMax” – Concept Motorcycles

Wunderlich S 1000RR “MadMax” – Concept Motorcycles

Based on a BMW S 1000 RR the French designer Nicolas Petit created a radical motorcycle that embraced the myriad components of various quality Wunderlich partners. In addition to an Ohlins suspension can be found there, exquisite Moto-Master brake discs, drive technology Wieres a Magura handlebars and finally a specially manufactured for this project IDM Superbike stainless steel exhaust system from Remus.

Wunderlich S 1000RR “MadMax” – Concept Motorcycles

Source Wunderlich

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Pulsar 200 NS vs Yamaha R15 V2.0 Comparison

 Yamaha R15 version 2.0

Yamaha’s YZF-R15 was the 1st Indian bike designed in the true supersport image. Yamaha India has now took a step further with the launch of all-new 2011 model of Yamaha YZF-R15, which has been priced at Rs. 1.07 lakhs. This price is ex-showroom price in New Delhi. 2011 Yamaha YZF-R15 R15 was expected to be launched in April 2011, then there were rumours that it will be launched in July, finally the speculations have come to an end, Yamaha YZF-R15 version 2.0 is here. But negative aspect is that New YZF-R15’s technical specifications are exactly the same in comparison to 2010 model of YZF-R15, only the kerb weight of bike has increased from 131 kgs to 136 kgs.

According to Yamaha India while maintaining the proven ease of handling of the YZF-R15 version 1.0, the 2011 YZF-R15 boasts of spruced up looks and better performance in circuit riding. The design elements have been borrowed from the supersport model YZF-R1 that is adapted from YZR-M1 MotoGP race machine. The 2011 YZF-R15 has undergone changes as compared to the 2010 model of YZF-R15 in the specs of the Engine Control unit (ECU), drivetrain unit, a long aluminum swing arm, wider front and rear tires (radial tire for the rear), split seat, LED taillights and new-design middle cowl & tail cowl.

Pulsar 200 NS

The most awaited bike since quite some time now, the next generation Pulsar is finally here. Powered by a 200cc, 4-valve engine with triple spark plugs, the Pulsar 200 NS looks very strong on paper. The next generation Pulsar has a smaller tank too (smallest ever for a Pulsar), which goes to show that losing weight was a priority. The power to weight ratio is the highest, while the cost per BHP (as per our estimated price) is the lowest, giving bang for the buck, something which the Pulsars are known for. The streetfigher looks, power output and value for money are the evident positives of the next generation Pulsar. The lack of fuel injection, no full fairing and projectors are the obvious drawbacks to most.

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Italjet-Amarcord retro looking cross breed

The critical words used when Italjet products are discussed have their origin in the frustration felt when their excellent concepts often fail in the execution of delivering the legendary products we hope for. TheVelocifero, Dragster and Formula models made it far when reaching for iconic status but fell short in the end due to poor product support and the ultimate demise of the company’s incarnation at the time. Some exciting designs have yet to make it from prototype to production. Examples include the Scooop, Rollercraftand Amarcord. While the Scooop may have been outdone by the Piaggio MP3 in arriving first and the Rollercraft may yet arrive, the motorcycle-with-a-scooter-engine work of art known as the Amarcord seems to have died and it’s name lifted onto a Chinese scooter. Reported by Cyberscooter.it from the EICMA in 2007, the scooter with the Amarcord name appeared as one of Italjet’s new offerings. The scooter doesn’t look all that horrible it is slightly reminiscent of the Velocifero’s retro design with some tell-tale accents of mainland-China construction. Also note the yellow Rollercraft model in the background. What moves me to feel sad and mourn the loss of the of a great design is that the name transfer of the Amarcord label from an incredibly eye-catching and novel design to an homogenized standard scooter signals the death of an idea that’s time is ripe and appears to be lost on most (but not all) manufacturers. R.I.P. Amarcord concept.

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motorcycling : Pleasure n Pain

Long distance Riding tips

It’s a beautiful sunny day, and you are out on your Bike, but after 20 minutes you start to experience excruciating back pain. It happens all the time. How you long to take to the open road and ride for hours in comfort. 

If you experience this back pain and motorcycling is becoming a nightmare, not a pleasure then these seven simple but effective tips will help bring that enjoyment back and banish the pain forever.

Have the correct posture when riding. Leaning forward and down too much to reach the controls this will cause hunching and lead to back strain. You should be sitting up straight, like in an office chair. You don’t have to change your handlebars to do this however. A cheaper alternative is to fit ‘risers’ to your machine. These change the position of your existing handlebars. Even raising and pulling back the bars by just a few inches can make back pain and motorcycling a thing of the past.

Make sure that your Bike is properly maintained and the suspension is working as well as it can. The vibration and bumps that are an inevitable part of motorcycling will only make any back problems worst.

Stop and rest every half hour or so. If you can stop, gently stretch your back and walk around a little. It’s easy to get absorbed in something you really enjoy, and before you know it you’ve spent hours in the saddle without even realizing it.

If you are tall you may have to change your seat. If your tailbone rubs up against the back of the seat where it curves up this means constant pressure, and that’s not good for you. Find out if this really is the problem as this is an expensive solution.

Talk to other motorcyclists about your problem. 

motorcycle saftey

Unfortunately for many people back pain and motorcycling go hand in hand. Visit forums like The Total Motorcycle Community Forum at http://www.totalmotorcycle.com/BBS/index.php and you’ll get some

great tips from other motorcyclists with the same problem.

Follow an exercise program to strengthen your back, as prevention is better than cure. Start Googling and find out some simple things you can do. Article sites like the one you may be reading this in have great ideas for exercises. You can, of course, consult your doctor or back specialist about what’s best for you.

Is it your really your bike’s fault? It’s good to find out if your prized machine is indeed the culprit after all. Again see your doctor or physio and see if something else might be the problem. What would you rather pay? $300 for a new saddle or $50 for a short course of physio.

Back Pain and Motorcycling needn’t go together if you follow the proven principles in this article. Anyone can develop these problems when riding and they can be cured. Use these strategies and very soon the only problem you’ll have when motorcycling is choosing which road to enjoy hours of riding without pain.

Are you in pain and fear that you may need back surgery? Mike Reynolds has put together a complimentary report on Spinal Fusion Surgery that will help dispel any fear and anxiety you may have about this procedure. 

A lot of people report to suffer from back pain when riding a motorcycle for long period of times. Some good advices are to change positions as often as possible and to keep a light grip. Another great tip for this situation is to be very well hydrated. Most of the bikers problems come from dehydration. Breaks are a must and every 70 miles some good leg stretching is required. Stop when you can and don’t forget to rub and move your neck. 

In order to change position you can site farther away or sit closer. You can grip with the hands then you can grip with your legs. The neck and shoulders should be fine if once every 20 minutes they are moved a little for a few seconds. 

The neck is very predisposed to getting sore so remember the two basic rules : hydrate and stretch. The more the better. Even if it seems a bit uncomfortable to put it in practice, you could try to stay on your back and then pull the knees up to the chest several times. This works great for some people. 

By keeping the pressure far from your neck you keep the pain in good limits so you can enjoy a good motorcycle ride.

Please refer :  Motorcycle Safety

The True Legend

the TRIUMPH Tiger 80 English was a bike built by Triumph 1937.

In the second half of the year 30 Triumph decided to design and market a new range of lightweight single-cylinder vehicles marketed under the name of Tiger 70, 80 e 90(the model indicates the maximum speed) with displacement, respectively 250, 350 e 500 and c.

The excellent sales results of these models enables the company to bring its disastrous finances of (mined by the Great Depression of the 1930) and generate good profits in the years to follow and makes our Triumph one of the largest motorcycle companies in England.

The engine of the T80 was a single cylinder four-stroke with a displacement of 349 cc. and had a power of 20Cv a 5700 rpm. The change was 4 speed and the final chain drive.

With the outbreak of World War II was set up as a model for military use named 3HW until, on the night of 14 November 1940, German bombers destroyed all the work of the Triumph and then ending the production of the Tiger.

After the rebuilding was put into production only the model 100, while the others were finally abandoned.