HARLEY DAVIDSON AND SEXY GIRL

Kawasaki kept the motor about the same as last year. It still has the short DOHC cylinder head with a 12.5:1 compression ratio. Also retained from last year’s motor was the wedge-shaped crank that offsets 60 percent of the crankshaft’s reciprocating weight and produces an effective balance to keep vibrations down. The digital fuel injection (DFI) automatically adjusts to altitude and climate conditions via a small engine-control module, and a lightweight aluminum fuel pump is mounted in a different location in the fuel tank. Connecting the tuning software is now easier with a USB cable under the seat/gas-tank area.Kawasaki's 449cc Single does not disappoint in the power department.Like last year’s bike, Kawasaki suggests a leak-down test be done after ten hours of hard riding. All that horsepower needs to be maintained. We spoke with a rider at the press intro who campaigned a 2010 KX450F last season, and he relayed that even after 18 hours on the motor, the top end was still tight, and he only had to adjust the valves once. Good news for the Kawasaki four-stroke crowd.A 43mm throttle body holds an ultra-fine atomizing injector, set at a 45-degree angle for good midrange and top-end power, via a 12-hole system that sprays the fuel in at 60-micron particles, allowing for smooth and accurate power delivery throughout the rev range.Kawasaki also improved the transmission by incorporating a larger internal roller on the shift cam, and a stronger shift-return spring for more positive shifts, something our tester complained about on last year’s model.
Kawi also dialed in more flex in the aluminum chassis by incorporating steel versus aluminum mounting brackets for the motor. The piston crown has been redesigned to go with the larger high-volume muffler, along with a longer and hotter spark from the programmable ECU.Suspension has been modified to provide a supple ride over braking bumps, with damping settings matched to provide a smooth works-like ride for the aggressive rider. The 2011 KX has a D-shaped aluminum swingarm that features a cross section of narrow ribs and thin-wall construction. It pivots high in the frame to increase rear-wheel hook-up. Mounting the rocker-arm of the Uni-Trak rear suspension linkage below the swingarm pivot provides a longer rear suspension stroke and allows for easier shock tuning.
Keeping current on the latest technology, the fork received the slippery DLC (Diamond-Like Carbon) treatment to the outer surfaces of the inner fork tube. This minimizes stiction when the fork is exposed to side loads that would otherwise restrict the action. The suspension is very smooth due to a friction-reducing treatment Kawasaki calls “the Kashima Coat Treatment” on the inside of the forks tubes where all that damping and spring stuff is bouncing around. Also, the fork is a Kayaba Air-Oil-Separate unit that reduces frothing of the fork oil, which makes the fork handle rutted corners without pounding the rider’s forearms, a minor niggle on last year’s big KX. The rear shock wasn’t ignored and also gets the Kashima treatment with a larger 50mm piston, and more accessible high- and low-speed compression adjuster knobs. The shock also got a revised damping and spring rate to allow for a plush feel throughout the changes in track conditions.
The KX sports a narrow mid-section on top, with a firm urethane foam saddle with a non-slip surface to provide grip when standing. The KX gets wider at the bottom of the frame to provide the rider with better control. The 50mm-wide pegs offer superb grip and give the pilot a comfortable platform to work from.

Design work began on the replacement for the FXR chassis shortly after the first FXR bikes were offered.The Dyna chassis was introduced in 1991 with a limited-production FXDB Sturgis model. The engine mounting system was more vibration-resistant than that of the FXR.The Sturgis was followed in 1992 by the limited-edition FXDB Daytona which featured a bobtail fender unlike the normal rounded steel fender offered in 1992.Also introduced in 1992 was the FXDC Dyna Glide Custom. Apart from the paint scheme, the Dyna Glide Custom was virtually identical to the Daytona. Dyna Customs were all painted black and silver, and the early models featured a silver powder coat on the frame. Later production units featured a black frame.
In 1993 the faired and bagged FXRT Sport Glide was discontinued and the FXRS Low Rider was displaced by the FXDL Dyna Low Rider, although the FXRS-Conv Convertible and the FXRS-SP Low Rider Sport continued to be offered. The FXDWG Dyna Wide Glide was introduced in the same year. The Low Rider Sport was discontinued in 1994.Between the 1991 introduction of the Dyna chassis and the end of the 1994 model year, all Dyna models had a 32° rake. In 1995 the FXD Dyna Super Glide and the FXDS-Conv Dyna Glide Convertible were introduced. These Dynas had a 28° rake and replaced the FXR Super Glide and the FXRS-Conv Low Rider Convertible, which were the last FXR models in regular production.The FXD Super Glide, and the FXDL Low Rider have been in production ever since.The FXDX Super Glide Sport was introduced in 1999, featuring improved suspension components and triple disc brakes. The FXDX-T Super Glide T-Sport, with a fork mounted fairing and improved detachable saddlebags, replaced the FXDS-Conv Dyna Convertible in 2001, and was discontinued in 2004.
The FXDC returned to the line in 2005 as the Super Glide Custom.In 2006, a new Dyna chassis was introduced along with a new six-speed transmission.[citation needed] In the same year, the base FXDI Super Glide became a single-seat motorcycle, the FXDBI Street Bob, a minimal, single seat Dyna Glide motorcycle was added to the lineup, the limited edition FXDI35 35th Anniversary Super Glide was offered, and the FXDX Super Glide Sport was discontinued.
In 2007, the Twin Cam 88 engine was replaced by the 1584cc Twin Cam 96 engine across the Harley-Davidson Big Twin lineup, including the FXD series. The 35th Anniversary Super Glide from 2006 became the 2007 Super Glide Custom..The FXDF Fat Bob was introduced in 2008. In the same year, the FXDWG Wide Glide was offered as a limited edition 105th Anniversary model before being retired.

Well-heeled riders such as these don’t choke when they are told the $35,999 MSRP of the 2011 CVO Road Glide Ultra. If you’re trying to eke out another 500 miles from your old KLR650’s tires, perhaps you’re not the customer the CVO group is targeting. According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.Like last year’s CVO lineup, all 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.If there’s a motorcycle cockpit more visually impressive than the Road Glide Ultra’s, we’ve never seen it.If you can’t convince a passenger to ride with you on a seat like this, you may have deep personality issues.This year marks the first time there has been an Ultra version of the Road Glide, and Harley describes it as “a super-premium touring motorcycle.” As such, the RGU is gussied up with every luxury-touring amenity Harley can think of. And, like all CVO’s, it makes for an impressive sight, with rich custom paint, deep and lustrous chrome, and wonderful finish quality.It’s a fact that if you’ve got stacks of cash, you’re more likely to have a grateful companion along for the ride. CVO engineers obviously have learned that if momma ain’t happy, nobody’s happy, because the RGU’s pillion seat is a sumptuous place to plant a pair of cheeks. Both rider and passenger get electric heating, leather inserts and matching adjustable backrests. The reshaped saddle also has another trick up its sleeve, having a hammock-style suspension for the rider and a spring-board suspension for the pillion under its thick padding. Passengers will also appreciate the air-adjustable lumbar support that can be positioned in four areas of height.
Behind all that queenly luxury is a Deluxe Tour Pak top-box with interior lighting, an internal 12-volt power port, and color-matched LED brake/tail lamps. Its lock (and those for the saddlebags and ignition) is remotely operable – all at the push of a button on the bike’s key fob. Carry-out luggage liners ease the walk up a B&B’s steps, and an Air Wing luggage rack provides a place to strap on a trinket from the antique store.Along with the typical RG cockpit features, the CVO version adds cruise control, four BOOM! speakers driven by a Harmon/Kardon 40-watt-per-channel amp, and an 8GB iPod nano that automatically charges itself when stored in its saddlebag pouch. The audio system (including XM radio and intercom) offers an iPod interface via the audio system’s screen and is controlled by handlebar switches. The Glide’s chrome 1-inch handlebar is slightly reshaped for extra comfort, and most wiring is routed internally. A tri-phase charging system generates 650 watts, enough to power all the trick convenience gizmos.According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.All 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.

The Bajaj Pulsar 220 DTS-Fi from Pulsar family of motorcycles from Bajaj Auto was produced between 2007 and 2009 when it was replaced by the Pulsar 220 DTS-i. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.
Bajaj displayed the 220 DTS-Fi at the Delhi Auto Expo 2006. The Indian nationwide launch happened in July 2007.
A new Pulsar model, the 220 DTS-i which has a constant-velocity carburetor instead of fuel injection, is the successor to the fuel injected 220 DTS-Fi.[2] DTS-Fi production and distribution was halted in 2009.The Bajaj has claimed its Pulsar 220 as the Fastest Indian. By turning back to carburetor Engine from Fuel injection, the new 220 has improved on power from 20BHP to 21BHP. The Engine is tuned to give an improvement in the top speed, which is now 144KMPH.The new 220 DTSi is way cheaper than 220 DTS-Fi

MTT Turbine Superbike,often styled SUPERBIKE, also known as Y2K Turbine SUPERBIKE, is the world's second wheel-driven motorcycle powered by a turbine engine, created by Ted McIntyre of Marine Turbine Technologies Inc.
Reports of the MTT Turbine SUPERBIKE appeared as early as 1999 in a May issue of Cafe Racer magazine, but the production model was introduced in 2000.Powered by a Rolls-Royce-Allison Model 250 turboshaft engine, producing 238 kW (320 hp), the motorcycle has a recorded top speed of 227 mph (370 km/h), with a price tag of US$150,000 (US$185,000 in 2004).[citation needed] It is recognized by Guinness World Records as the "Most powerful production motorcycle" and the "Most expensive production motorcycle." Unlike some earlier jet-powered motorcycles, where a massive jet engine provided thrust to push the motorcycle, the turboshaft engine on this model drives the rear wheel via a two-speed gearbox. Riding the motorcycle is said to be somewhat tricky due to the inherent throttle lag in the engine, acceleration when letting off the throttle, and extreme length.
The engines used in the motorcycles are second-hand, having reached the FAA running time limit, after which they have to be rebuilt, regardless of condition. MTT can buy these engines for a much lower price than new engines and use them on surface vehicles without requiring FAA approval. To get around the problem of procuring the kerosene usually used in turbine engines, the engine of the bike is also able to use Diesel fuel, or even Jet A fuel.In addition to the engine, there are other innovations incorporated into this bike, such as radar detector with laser scrambler, rear-mounted camera with LCD display, and an optional passenger seat.Unlike other contemporary motorcycles (such as the Hayabusa), the 2001 and later models of the MTT Turbine SUPERBIKE do not have the 300 km/h speed limiting governors self-imposed by Japanese manufacturers.
In 2008, MTT released the "Streetfighter," another jet-bike with a more powerful 420-horsepower (310 kW) engine.
After developing the first turbine-powered outboard sanctioned by the US military and the RetroROCKET™, MTT produced not only the first turbine-powered street legal motorcycle, but also the most powerful production bike in the world: the MTT Turbine SUPERBIKE™.Powered by a Rolls Royce-Allison gas turbine engine, the Turbine SUPERBIKE™ has demonstrated over 320-hp and 425-ft/lbs of torque on the Dyne Jet 200 and has been clocked at a record breaking 227-mph.MTT's latest model, the MTT Turbine STREETFIGHTER™, has all the standard features of the Turbine SUPERBIKE™ yet with a larger swingarm, Pirelli® Diablo 240 rear tire, increased fuel capacity, and enhanced cooling system. The Turbine STREETFIGHTER™ comes equipped with a 320-hp Rolls Royce-Allison turbine with the option to upgrade to a 420-hp turbine with approximately 500-ft/lbs of torque.

he faired Kawasaki Ninja 650R, also known as the ER-6f, and its un-faired sister model ER-6n were introduced in 2006. They are middleweight, parallel twin engined motorcycles, designed for normal use on paved roads. They have modern styling and features, with low-seating ergonomics, a low center of gravity, and respectable, manageable power output. The design was intended to appeal to a wide-ranging audience from newcomers to seasoned riders.
The 650R/faired ER-6, known as the ER-6f overseas, was introduced to the market in 2006 by Kawasaki Motorcycles. The unfaired ER-6n was not sold in North America until the 2009 model year. The motorcycle fits above the Ninja 250R & Ninja 500R models which already existed in Kawasaki's sportbike lineup, which includes the famous Ninja ZX models. For 2009, Kawasaki released an updated Ninja 650R which includes new bodywork, mirrors, gauges, lighting, and a new tune on the same 649 cc engine. The curb weight is reported as 440.9 lb (200.0 kg) instead of the previous dry weight of 393 lb (178 kg).
In Europe the Ninja 650R is sold as the ER-6f ("f" denoting faired) version of the ER-6, the "naked" roadster version is sold as the ER-6n. In 2009, Kawasaki introduced the ER-6n in the USA. The ER-6f differs slightly from the Ninja 650R as it features the passenger handlebars as standard (as does the ER-6n). In addition, the option of ABS brakes were made available for both the ER-6n and ER-6f. There is also a derivative of the ER-6 called the Versys which utilizes many of the same component parts as the Ninja 650R. In many European countries the 6n naked version has proven considerably more popular than the ER-6f; however in other countries, such as Australia, the faired Ninja 650R has proven to be more popular than the un-faired ER-6n, becoming the most popular 'sports-tourer' in the Kawasaki lineup.

The new F16 is the best looking bike on the road; with its striking design and sturdy structure you can say it is a masterpiece. The 153 cc segment FZ 16 has changed the scenario of the bike industry in India within a very short period. With the bagging of the prestigious award from the UTVi/Auto car, Business Standard Motoring and Viewers Choice award and the Zigwheels award for being the best Bike of the Year for 2009 the Yamaha FZ16 has gained popularity in the masses for its great performance.
This stylish Yamaha FZ16 is a muscular bike that has street tough-civilized delivery and perfect riding position for the rider to give him the comforts at lower speeds. You will find everything about the FZ16 to be wide and big. The tank, the tyres and the forks are big and wide. The bike has a 153cc power which is air cooled, SOHC engine that builds maximum power of 14 Bhp @ 7500 RPM and a torque of 13.6Nm @ 6000 rpm. It is a 4 stroke bike. Ideal enough for city rides. The FZ16 covers the standard 0-06 kmph run in just 5.5 seconds. You will find the meters to be a full liquid crystal display. The optimum position is given to the fuel gauge, speedometer, indicators, trip meter and the tachometer so that it gives a clear view to the rider.
The steel tank is a plastic resin cover on the outside give advantage to shape the tank cover so as to provide modulations similar to the body of an athlete. The external diameter is 35 mm and gives a volume to the bike and a two-layer type exhaust helps to minimize the heat effect on the pipe. The muffler is quite odd shaped tapered in the center. The rear suspension offers 120 mm of wheel work. The performance is enhanced by the optimized oil and damping valve specs. The Yamaha FZ16 gives the passenger a comfortable ride as well.
The strength of the Yamaha FZ16 is derived from all the factors like the prominent petrol tank, the yellow-gold plated rear shock absorber, the silencer and the wide tyres. You will find the torque is high and the acceleration is tuned with mid range than a right-away top speed. The price of the Yamaha FZ16 is around 67000.00 and available in three colors which are Lava red, Flaming Orange and midnight black.