Twenty years ago the motorcycle world championship was still fresh. Everything was new; bike technology was still fitting its children shoes. But soon after that new road bikes had whiz bang sixteen inch front wheels and anti-dive suspension.
Things change, the bikes changed; racing suspension, engine management, serious rubber, it will not surprise anybody that a modern 500cc road bikes can beat a 500cc championship racing bike of about 10 years ago with not much problems.
If we just look at the technological achievements for the last 20 years we all agree that technology has come a long way. Sadly, our crash helmet hasn't made the similar march of technological progress. A couple of air vents, lighter materials, a fancy yank paint job and a new sticker don't make for radical new technology.
It is December, and the new year is getting closer by the minute, traditional this is time to look back on the year that we leave behind. Well we see things different and we think it is much more interesting to look back of 30 years of progress
Well, those of you over about 45 anyway, because you're the only ones who can remember the Seventies. As astounding as it may seem, some readers have been riding bikes for more than three decades.
And the majority of craggy-faced respondents in our poll reckon that, out of all bike-related things, it's tires that have improved most. But are they right? We asked an expert, which looked a bit young to talk about 30 year ago, but who cares an expert is an expert.
More power then you will ever need, got a Kawasaki ZZR1400, Left wanting by its paucity in the horsepower department? If so, you need is one of these, a modular turbocharger kits for the Kawasaki ZZR1400.
We not want to get into to much technical details, as this bolt on is a fairly complex area, but essentially you can buy a kit for your bike, which gives you 300 horsepower, with no engine changes.
Three kits are available, with the top kit giving up to an insane 680 horsepower depending on your mental stability and depth of your tuning "resources" pockets.
There is lots of confusing about when to buy a new motorcycle helmet, some say, you should replace a motorcycle helmet after five years other say ten years. What is the truth, if there is any, behind this belief.
We inspected a few motorcycle helmet sales points around the Bangkok area, and we found some alarming results, many helmets we found at the shops where 12 to 18 months old, with some more famous brand coming close to be older then 2 years. Some shops, when questioned about this, told us it's OK as long as the helmet is stored in the packing and in a climate-controlled warehouse.
My 'personal' thought is that the shock-absorption layer of the helmet, or EPS (Expanded Polystyrene), begins curing as soon as it has set up and never stops, just like concrete or other materials.
Did you ever pay attention to what a Hooker says, no we not mean the ladies you find at night. We mean Hooker's made in America, which are one of the nicest sounding drag exhaust pipes for your big bike. These Hooker tuned pipes feature ceramic-coated, stepped internal head pipes to increase horsepower and torque with huge 635mm outer chrome pipe for the "Big Tube" look with no visible bluing.
This innovative design eliminates the low-midrange torque loss that goes with other brands of large diameter straight exhaust pipes, at least that is what Hooker says.
Tires make your bike the ride it can be. The Metzeler Sportec M-3 tires, more sport, more tech. Open-class sportbikes have achieved a 1:1 power-to-weight ratio - that is, the most powerful models now make one horsepower per kilogram.
Such remarkable performance makes it increasingly difficult for a tire manufacturer to achieve what Metzeler calls the 'Holy Grail', a sport tire that's sticky yet durable. That's the aim of the new Sportec M-3, which slots between the existing Sportec M-1 and Racetec in Metzeler's sport tire line.
Beyond those seemingly contradictory desires, the M-3's design brief specified a tire that performed the same throughout a single riding session and its entire life cycle, meaning many heat cycles. Thus the front tire was made stiffer to snap into corners quicker, its steel belts were softened to let the tire 'talk' to the rider and its multi-radius profile was smoothed for enhanced stability.
With motorcycles, and choppers especially, trying to standout of the crowd more and more people are thinking of changing the front end of there bike.
We looked at a 49mm front end, this beefy 49mm front end can be used on a custom or stock frame. It features large diameter, 4130 chrome molly steel fork tubes that improve steering input, as well as reduce fork tube flex and twist, which is a chronic problem on extended forks using stock diameter tubes.
The fork springs are progressively wound from special silicon wire, which gives a smooth, controlled ride. There's also a build-in lowering kit that allows you to fine-tune the overall length of the front end as well as the fork travel.
Using the clutch lever is one of those tasks you perhaps feared as a beginner, but soon became familiar with. You pull in the lever snick the gearbox into first, give it a little gas, ease out the clutch and roll away As long as you don't stall the engine or wheelie over backward, you go merrily on your way, using the clutch only when you need to change gears, come to a stop or pull away from one.
That's fine for the vast majority of street riders. But if you want to get the most out of your motorcycle, there's a whole another level of clutch play.
The first thing you need to do is make sure your clutch lever is adjusted correctly. You want the engagement point to fall comfortable within the reach of your hand, not too close or too far from the grip. On hydraulic clutches, simply change the setting on the levers thumbwheel adjuster; on cable clutches, vary the amount of free play at the lever or down by the actuator. Be sure not to completely eliminate the free play or the clutch may slip. Your owner's manual will tell you how much play is correct.
Yamaha Motor Engineering is devoted to the development and manufacture of YEC Yamaha Racing Parts: high-performance engine and chassis racing parts for the Yamaha YZF-R1 and YZF-R6. Yamaha Motor Engineering, wholly-owned by Yamaha, is the only officially-approved supplier of racing parts for the R-series machines.
Featuring an advanced technical specification, the latest-generation Yamaha R1 and R6 are recognized as being two of the best machines in their respective categories. For 2008 the YEC line-up includes a range of advanced engine and chassis racing parts which are designed to transform these class-leading machines into full-on race bikes which have the potential to win at the very highest level. Yamaha YEC Racing Parts are used by Yamaha's winning superbike, supersport, superstock and endurance teams, and the very same parts that have helped these teams to numerous successes over the years are now available to the non-factory rider.
Honda Motorcycle announced that it has developed the Human-Friendly Transmission (HFT), a new automatic transmission system for motorcycles using Honda's own infinitely variable hydraulic mechanical transmission. Easy to operate, the HFT realizes outstanding relaxed riding comfort, riding feel with direct response and excellent transmission efficiency. The HFT will be installed on the DN-01, a new motorcycle scheduled for market launch to be introduced at the 40th Tokyo Motor Show.
With Honda's own infinitely variable hydraulic mechanical transmission, this HFT realizes the lightweight and compact configuration required for motorcycles. To meet the wide range of rider needs, HFT offers a selection from two fully automatic shifting modes-D mode for ordinary riding and S mode for a sporty riding experience" or the 6-speed manual mode, which gives riders the option of riding with a manual transmission feel.