HARLEY DAVIDSON AND SEXY GIRL

It may sound hard to believe, but the Street Triples are actually 2009 spec bikes. Furthermore, the simple 2010 model year doesn’t even get a whole new color range, so the real question here is: in which chapter did the 2009 model years lack and, implicit, what did Triumph needed to improve on the 2010 models? The answer is that virtually nothing as the bikes are being powered by Daytona’s 675cc, liquid-cooled, DOHC, inline three-cylinder engine from which British engineers ensure, with a multipoint sequential electronic fuel injection, they get 105bhp at 11,700 rpm and 50ft.lbf at 9,200 rpm out of.A proven performer on the chassis it first rolled off the production line with, the engine is being mounted on the same agile and confidence-inspiring unit. So if it is to look at the big picture here, the Street Triple gets the best from the Daytona (engine, tranny, chassis) and the best from the Speed Triple (that incomparable British naked look).With the introduction of the Triumph Street Triple R, the brits have shown they’ve truly got the hang of the middleweight streetfighter class and they did it in their own unique style. This involves a 675cc liquid-cooled, DOHC, inline three-cylinder engine borrowed from the Daytona and fitted on an extremely versatile chassis as well as loads of style, all saying the “I’m different!” words.
While technically, the Triumph Street Triple R carries over unchanged, visually we would have to admit that it now looks like an even better polished jewel thanks to the black paint with gold wheels and decals 2010 paint scheme, while matte orange and matte grey are also available.Weighing in at 416 lbs/189 kg wet and disposing of the same engine performance, the Street Triple R got the suspension setup of its supersport sibling ever since last year and this is now a characteristic of the simple Street Triple as well.Offering a comfortable riding position, sporty and yet user-friendly engine and entirely different looks, we won’t dare considering this a stripped-down Triumph Daytona 675, but a stylish naked backed up by serious engine performance. Try not to love it and send us a message if you succeed.As mentioned before, the Street Triple is Triumph’s ingenious way of diversifying their urban sports lineup basing on already selling and consecrated models, the Daytona 675 and the Speed Triple 1050. After much spying/rendering from motorcycle journalists and the unveiling of a first official picture, the bike was officially presented at the Triumph Tridays in Neukirchen, Austria.The engine featured softer internal parts such as the pistons and cams for a broader powerband than Daytona’s and the best of it was the fact that it didn’t look, sound and feel like a middleweight motor, powering the Street Triple on top of riders preferences. Some dealers even reported six months waiting lists for the amazing new model.The 2009 Triumph Street Triple R came in as an extension of that very same model and will surely carry on being produced in parallel until Triumph finds another ingenious way to create a brand new model.

The synthesis of brute power and track-tuned agility, the Firebolt XB12R puts 103 horsepower and 84 f t. lbs. of torque in its rider’s hand. The Buell InterActive Exhaust system utilizes a valve in the dual- chamber muf fler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. It is available in Midnight Black, Racing Red or Thrust Blue with stunning Translucent Amber wheels and Graphite Gray frame.


Buell Firebolt XB12R features:

* Buell Thunderstorm 1203 fuel-injected air/oil/fan-cooled V-Twin engine
* 103 peak hp, 84 ft. lbs. peak torque
* Buell InterActive Exhaust
* New transmission design
* New Goodyear Hibrex drive belt with Flexten Plus technology
* New lighter, stiffer swingarm design
* New air intake location
* Fuel-in-frame, oil-in-swingarm
* 43mm fully adjustable Showa upside-down fork
* Fully adjustable Showa rear shock absorber
* Buell ZTL front brake system
* Translucent Amber wheels
* Dropped handlebars
* Fairing with projector-beam headlights and Amber windscreen

The ZZR1400 (Kawasaki Ninja ZX-14 in North America) is a hyper sport motorcycle manufactured by Kawasaki and is currently their most powerful sport bike.It was introduced at the Tokyo 2005 showand released for the 2006 model year as a replacement for the ZX-12R. Its direct competitor in the hyper sport segment is the Suzuki Hayabusa.
The ZZR1400 is capable of accelerating from 0–60 mph in 2.5 seconds.The top speed is electronically limited to 186 mph (299 km/h). This limit has been in effect on both Kawasaki and Suzuki sport motorcycles since 2001 when both companies realized that the speed war between them would only serve to bring about government regulation.
Motorcycle USA road tested the bike in its October 10, 2006, issue and posted the following stock results:

* 60 ft.: 1.713 sec.
* 330 ft.: 4.349 sec.
* 1/8 mile: 6.447 sec., achieving 117.39 mph
* 1/4 mile: 9.783 sec., achieving 147.04 mph

The manufacturer’s SRP for the 2008 Kawasaki Ninja ZX-14 in the U. S. market is $11,699–11,999.
ColorsThe motorcycle was featured in season 10 of Fifth Gear on October 30, 2006.

The GSX-R1000 is a sport bikefrom Suzuki's GSX-R series of motorcycles.It was introduced in 2001 to replace the GSX-R1100 and is powered by a liquid-cooled 999 cc (61.0 cu in) inline four-cylinder 4-stroke engine.For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sport bike, the GSX-R1100, with the all new GSX-R1000. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100cc smaller than its predecessor's. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. The main frame is the same in both models, but the material used on the big brother was .5 mm (0.020 in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.
The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1 mm (0.039 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is a peak of 160 bhp (120 kW) at 9,500 rpm,as measured on the crank and 143 hp (107 kW),when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000 rpm. The maximum torque of the engine is 80 ft·lbf (110 N·m) at 8,000 rpm. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 179 mph (288 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds.Using titanium for the exhaust pipe and the inside of the silencer, enabled the 1000s exhaust system to become 4 pounds lighter than that of the 750.Titanium was also used in the front fork to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust back pressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful.
The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). The color options were changed to replace the pearl black and metallic silver with a candy blue and pearl black scheme.
After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque and handled better.The physical dimensions of the bike were almost identical with the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs. The frame as well as the wheels were now coated black.The front brakes were also new. Suzuki decided to drop the three-piston calipers. The new radially-mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (12 in) discs that save another 300 g (0.66 lb). Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.
The cylinder displacement of the engine remained the same 988 cc (60.3 cu in), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32 lb (0.60 kg) and the tail light was replaced with LEDs.The 2003 model carried over to 2004 without any significant improvements.The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 lb (2.0 kg) lower mass than the previous model and the engine had an 11 cc (0.67 cu in) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 in (41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There were new brakes with radial mounted calipers and 310 mm (12 in) discs at the front. The new catalytic titanium silencer was said to be designed to reduce turbulence to minimum.The 2005 model has a tested wet weight of 444 lb (201 kg). Power output is tested 162.1 hp (120.9 kW) at 11,500 rpm and peak torque is 79.9 ft·lbf (108.3 N·m) at 8,500 rpm.The 2005 model carried over to 2006 without any significant improvements.
On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 lb (6.4 kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body to increase power to 168 hp (125 kW) @ 11,500 rpm. Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (Unrestricted), Mode B (Reduced power until 50% throttle is applied), and Mode C (Reduced power throughout the rpm regardless of throttle application). It also received a Hydraulic clutch. Pricing was quoted at US$11,399.
The 2007 model carried over to 2008 without any significant improvements. MSRP increased to US$11,499.

The Suzuki Hayabusa (or GSX1300R) is a sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188–194 miles per hour (303–312 km/h).Hayabusa is Japanese for Peregrine Falcon, a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 240 miles per hour (290 to 390 km/h), the fastest of any bird. In particular, the choice of name was made due to the fact that the peregrine falcon preys on blackbirds,which reflected the intent of the original Hayabusa to unseat the Honda CBR1100XX Super Blackbird as the world's fastest production motorcycle.Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).
In 2000, fears of a European regulatory backlash or import band led to an informal agreement between the Japanese and European manufacturers to govern the top speed of their motorcycles at an arbitrary limit.The media-reported value for the speed agreement in miles per hour was consistently 186 mph, while in kilometers per hour it varied from 299 to 303 km/h, which is typical given unit conversion rounding errors. This figure may also be affected by a number of external factors,as can the power and torque values.The conditions under which this limitation was adopted led to the 1999–2000Hayabusa's title to remain, at least technically, unassailable, since no subsequent model could go faster without being tampered with.Thus, after the much anticipatedKawasaki Ninja ZX-12R of 2000 fell 4 mph (6 km/h) short of claiming the title, the Hayabusa secured its place as the fastest standard production bike of the 20th century.This gives the unrestricted 1999–2000models even more cachet with collectors.
Besides its speed, the Hayabusa has been lauded by many reviewers for its all-around performance, in that it does not drastically compromise other qualities like handling, comfort, reliability, noise, fuel economy or price in pursuit of a single function.Jay Koblenz of Motorcycle Consumer News commented, "If you think the ability of a motorcycle to approach 190 mph or reach the quarter-mile in under 10 seconds is at best frivolous and at worst offensive, this still remains a motorcycle worthy of just consideration. The Hayabusa is Speed in all its glory. But Speed is not all the Hayabusa is."

The 2008 Honda Rebel Base is a Cruiser Style Motorcycle equipped with an 234cc, Air Cooled, Parallel Twin, SOHC, 4-Stroke Engine and a 5-Speed Manual Transmission. It has a Telescopic Fork Front Suspension while the Rear Suspension consists of a Twin Sided Swing Arm. The Rebel Base has Front Disc Brakes and Rear Drum Brakes. The Rebel Base weighs 306.4 lbs. and has a ground clearance of -50014- inches. The Rebel Base was introduced in 1985 and is Carryover for 2008. It includes a 12 month Limited warranty.The Honda Rebel Base is a Cruiser style motorcycle with an MSRP of $3199 and is a Carryover for 2008. Power is provided by a 4-Stroke, 234cc, Air cooled, SOHC, Parallel Twin engine with Electric starter. The engine is paired with a 5-Speed Manual transmission and total fuel capacity is 2.6 gallons. The Rebel Base rides on Steel wheels with a 3.00-18 front tire and a 130/90 R15 rear tire. The front suspension is a Telescopic Fork while the rear suspension is a Twin Sided Swing Arm. Front Disc brakes and rear Drum brakes provide for the stopping power. The Rebel Base comes standard with Two-Piece, 2-passenger seating. It’s not surprising that Honda’s Rebel is one of the most frequently researched bikes on this site. With gas prices likely to rise again when the giant economies of China and India start pulling back into their power band, and with traffic choking most of the country’s metro areas, the idea of commuting on an affordable little motorcycle is occurring to more and more people.
With these small 250s achieving well over 60 mpg, there are serious fuel savings involved, even though the purchase price of the Rebel ($3,999) will buy you 1,142 gallons of gas at $3.50 per, and take you over 68,000 miles at 60 mpg. Obviously, if it’s just the price of gas that motivates you, this is not the answer. But if affordable and fun transportation is what you’re looking for, then keep reading.As a 6-foot-5-inch tall man weighing 218 pounds, I am not the greatest match for this bike. It is compact, light, and has a small, soft seat. Still, even I could a find a reasonably comfortable spot for rides of moderate length, and I found the 331-pound ready-to-ride weight to be a real advantage during slow maneuvers and when manhandling the bike.The Rebel is a cinch to ride. The 243cc twin starts willingly and soon warms to a point where throttle response is quick and eager. The clutch is a light pull, and its engagement is gradual and easily sensed. There are only five speeds in the gearbox, but their selection is light and positive.
Launching hard and revving the little bike out will usually get you ahead of the traffic as long as that guy in his BMW M3 doesn’t think your behavior is a challenge to his masculinity. And you can normally cruise along with traffic flow without much effort.I even took the bike up onto the 405 freeway in the South Bay in LA, where demented drivers with homicidal tendencies move along at over 80 mph every chance they get. To my surprise, the rebel would run an indicated 80, and even pull to its last numerals on the speedo_85 mph_when held wide open. This with a big, heavy rider aboard.
The 243cc sohc four-valve twin is a well-proven engine. It’s been around since 1985, and there wasn_t much wrong with it then. So protracted periods of wide-open use probably won’t do it any harm at all, but riding relentlessly at full throttle and elevated engine speeds seems a bit like cruel and unusual treatment. I found it easier to back off the throttle a bit to relieve the engine of this ruthless flogging, slow to an indicated 75 mph, and then cruise with less mental and mechanical stress.
That’s what cruiser-style motorcycles are supposed to be about, anyway. And that’s another nice thing about the Rebel. While few hardcase cruiser riders are likely to take the Rebel_s chopperesque styling seriously, it’s a great option for beginner riders who prefer the Harley look particularly since there’s hardly any tradeoff in the ground-clearance department.With comparatively small and skinny tires fitted (a 3.00/18 up front and a 130/90-15 on the back), the Rebel would not seem particularly suited to fast cornering. But it does surprisingly well. Its handling is light and predictable, and the bike leans about as far as I’d care to lean a bike on modest tires with this sort of riding position.While the rear shocks feature five-position spring-preload collars, the fork is not adjustable. Both ends are quite soft, and allow fairly pronounced pitching motions on the brakes, but it’s not enough to spoil the ride. The brakes comprise a single front disc, which is just about adequate to the task, and a rear drum, from which not much is asked anyway.That just about sums up the Rebel’s role in life; it’s an inexpensive machine suited to relatively light duty use. Nonetheless, one should not underestimate the mechanical durability or assembly quality of the Rebel. It’s a Honda, and that means it will likely run way longer than you’d expect, given the requisite amount of maintenance.The Rebel’s natural place in the market is as a starter bike, but I’d make the argument that it works as well or better than a comparable scooter. For those of us who’d prefer to swing a leg over a bike and shift our own gears, it’s the natural choice. That it’s light and maneuverable is just the icing on the cake.

The Kawasaki Ninja 250R is a sport motorcycle originally introduced by Kawasaki Motors in 1983. As the marque's entry-level sport bike,it has proven to be a top seller, continuously experiencing double-digit sales growth.It is a popular machine with novices and experienced riders alike, renowned for its light handling, good fuel economy, and comfortable riding posture. The motorcycle has undergone few changes throughout its quarter-century lifetime, having received only two substantial redesigns.
The fourth-generation model is marketed as the Ninja 250R in all markets. The motorcycle is also referred to by its platform designation, EX250, to which a generational suffix is attached. In the United States, previous generations of the bike (EX250-E/F/G/H) were already being marketed as members of the "Ninja" family of sportbikes, while outside of the U.S. the bike was known variously as the ZZR-250, ZX-250, or as the GPX-250R. One of the earliest generations, the EX250-C, was given the name GPZ-250.
In 2008, Kawasaki gave the EX250 its most thorough modernization in many years. The EX250-J model is known as the Ninja 250R worldwide, regardless of market.Parts from the third generation are still found on the -J, but its redesigned exterior panels bring the smallest Ninja's appearance out of the '90s and into line with late-2000s sportbikes. The engine and drivetrain retain 30% of the -F model's parts, according to Kawasaki literature. The engine's compression and maximum torque have been lowered to provide better midrange performance, where the motorcycle spends most of its time. The redesign of the engine was a response to frustration felt by new riders, according to Kawasaki, resulting in improvements in engine response at low RPM, and making the bike smoother and "much easier to ride."Though the previous generation Ninja 250 had one more peak horsepower, or five more peak engine horsepower according to official Kawasaki specifications,according to testing by Motorcycle Consumer News,the new version's 20 or 30 percent increase in mid-range power allows the bike to pull from 3,000 rpm where previously it had to be revved to 4,000.The U.S.-spec -J model uses dual carburetors like the -F model, but the European-spec, Brazilian-spec and Thailand-spec model have a fuel-injection system. The wheels were increased in size to 17 inches, the front suspension was beefed up, and the brake rotors were replaced with a larger "petal" design. A fuel gauge was put in place of the previous model's temperature gauge, except on the Brazilian model. With the additional and redesigned equipment, the EX250-J suffered a ten kilo increase in wet weight over its predecessors.