Motorcycle Parts

To design the 2012 BMW C650 GT is supplied with a hybrid interconnect Torsionally stiff suspension, tubular metal and aluminum unit on the swingarm bearing. Elements to satisfy the wishes of the personas activity suspension and luxury. At the front, an upside down fork items a fork diameter forty mm. There can additionally be the instrument cluster BMW C650 GT serves a big screen LCD for straightforward studying, with integrated engine velocity analog paceometer. Instrument cluster serves that perform significantly better.



2012 BMW C650 GT options 60-horsepower engine that presents all of the efficiency you may want, particularly on lengthy travels. The suspension has a putting design with the largest storage capacity in its type, and very good safety once morest wind and rain. Strength tuned engine with 44 kW (60 bhp) so it is a just right idea for lengthyer distances, you’ll get easy coping with and outstanding comfort of the BMW C650 GT

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The gratifying thrill of squeezing every ounce of performance from your machine is a big part of the thrill of owning an S 1000 RR. And it’s the only reason for our line of High Performance parts. Most are competition only, some are street legal, but all are crafted with absolute precision by professionals, for professionals.

• Complete, street-legal system by Akrapovič includes exhaust manifold, intermediate pipe and end silencer.
• Reduces weight by 12. 5 lb and increases performance, especially in midrange rpm.
• Delivers optimum throttle response in all four riding modes.
• Uses special data map for electronic engine management.
• Catalytic converter and exhaust-flow control flap housed in intermediate pipe along with a dB eater make this configuration street legal.
• Requires installation by authorized BMW Motorrad dealer (requires enabling code in the control unit). 

• Akrapovič® racing exhaust system made entirely of titanium, open. The dB Eater (98 dB) included in the scope of supply can be installed if necessary to keep the machine within the tech-spec requirements imposed by some racing-circuit operators for noise abatement.
• Racing electronic engine management unit with racing data release.
• Increased torque, particularly at midrange rpm relevant for racing on closed tracks.
• Optimisation of the ride modes (RAIN, SPORT, RACE, SLICK) for track racing to boost performance under acceleration and traction (Dynamic Traction Control (DTC).
• Purpose: Optimised handling characteristics for circuit racing.
• Already used successfully by race teams (Developed by the SBK Team Italy).
• Enablement by authorised BMW Motorrad dealer (by enabling code in the control unit).

• Software tool for customising the parameters of engine management and DTC (injection, ignition, traction control, shift response HP shift assistant, speed limit for pit lane, deleting adaptation values).
• Ideal for use in combination with the HP Race Power Kit.
• Including adapter cable with USB connector for PC/laptop and 10-pin plug to motorcycle.
• Purpose: Custom, professional adaptation of engine performance and traction to the needs and preferences of the rider.
• Already used successfully by race teams.
• Enablement by authorised BMW Motorrad dealer (by enabling code in the control unit).

Raw website energy is improved
by the innovative Ducati-developed gadgets located in the DTC (Ducati
Extender Control) and fast shifter (DQS) models, while the excellent
attributes of the Trellis shape are brought out by the Öhlins back
absorber and 330 mm braking system dvds.

Corse instinct: where instinct satisfies technological innovation.

Dressed in the formal Ducati Corse livery of red, dark-colored and light, the 848EVO Corse Unique Version takes the already interesting 848EVO and contributes rushing instinct with overall style and improved efficiency.

Equipped with full 8-level
Ducati Extender Management (DTC) and the Ducati Quick Switch (DQS)
system, the Corse Unique Version increases its game even further on the
road or competition track. Incorporate the improved electronic package
with the excellent feel of completely adaptable Öhlins back revocation
and 330mm front side braking system dvds and it is clear that the
brand new model completely warrants to wear its new formal Ducati Corse design.

The 848EVO Corse
Unique Version uses identical DTC and DQS ideas as the new 1199
Panigale. DTC screens front side and back rim connections to recognize
back wheel-spin under speed and digitally lowers website energy to
optimize traction efficiency. DQS allows the reduce to remain open when
changing-up through the gear box, helping to save vital parts of a
second in the search of quicker laptimes. The 848EVO Corse Unique Version comes out in red, dark-colored and light Ducati Corse livery with red Trellis shape and dark-colored tires.

2012 Ducati 848 EVO Corse SE Key Features and Benefits

CONCEPT

The 848EVO
now further improves Ducati's most awesome gentle and mobile Superbike
ever with more power from the Testastretta web page and more avoiding
power from Brembo’s awesome Monobloc avoiding program technology
preparing to provide an even more exciting way to get into the group of
Ducati Superbikes. 

ENGINE

Exhaust system - The highly
efficient exhaust gas through a slight 2-1-2 system equipped with a
catalyst and two lambda probes in order to comply with regulatory
Euro3.

Camshafts - provide new
camshafts 13 mm valve lift versus 11.5 mm and an increased duration of
entry of 253 ° to 257 ° for better performance

The power and torque curves - The new 848EVO
is powered by a liquid-cooled L-Twin, desmodromic engine 140 hp (103
kW) @ 10,500 rpm and a high-acceleration 72.3 lb.-ft. (10kgm) of torque @
9.750 rpm. The Testastretta offers a couple of exciting a low average
speed and an exciting power delivery at high rpm.

Elliptical throttle - The motor
is fed by many derivatives MotoGP 848EVO elliptical throttle now an
equivalent diameter of 56 mm increased to 60 mm. Equivalent to a 30%
increase in air flow over conventional dampers, the elliptical shape
contributes to a significant increase in energy.

Vacural crankcases ® - The most advanced Superbike engine crankcase 848EVO
is equipped with vacuum melting, formed by technology Vacural ®, a
process that achieves a significant weight savings and ensures
consistent wall thickness and increased strength.

Testastretta engine of 848EVO
- The "EVO" treatment applied to the 848 has an output of 6 extra
horsepower 140 hp and a torque increase 10kgm resulting in sharper power
delivery and easy to use. The 94mm x 61.2mm bore and stroke engine 848EVO
is an appropriate reward for the ingenuity of Ducati and a clear
result of constant attention to detail and the development of its
twin-cylinder technology.

Compression ratio - a new
piston and shape of the combustion chamber to improve combustion
efficiency and increasing the compression ratio of 13.2:1 to improve

Magnesium alloy covers - The focus on weight saving is further enhanced with the cam, cast magnesium alloy.

Light clutch - 848EVO
engine equipped with a sophisticated wet clutch that 1 kg (2.2 pounds)
lighter than its dry counterpart, has a much longer life, improved
clutch feel and quiet operation.

CHASSIS

Öhlins rear shock - The bike
fits a Öhlins monoshock rear with an exceptionally high specification,
spring preload fully adjustable and the ability to adjust rebound and
compression damping. The damper also has a spring counter, which
improves the ride feels aid in the adhesion of the rear tire was flat
on the pavement, even in extreme conditions to maintain.

Single-sided swing arm - the
double construction technique that is used for the back swing from one
side only shows the main components of operation of the individual
aluminum castings to be used to force to secure around the pivot
points, cube and wheel assembly on the left, while lightweight aluminum
profiles manufactured using the structure in a well designed
component. The swingarm is color finished in black anodized 848EVO.

Trellis frame - Developed in
collaboration with Ducati Corse, the lightweight tubular frame of 34 mm
has main section tubes with a thickness of 1.5 mm. The result is a
very rigid construction that remains one of the solutions clearer
picture of Ducati history. Through decades of career and development,
Ducati has shown that innovative chassis engineering and evolutionary
progress under win races. The tubular chassis tube, which is used in
every Ducati motorcycle is a design element of the firm. This unique
Ducati frame is light thanks to its rigid and beautiful ingenious
Trellis design and use of high ALS 450 tubing. Each tube is mitered and
welded micro-fusion complex in a triangular pattern and our amazingly
strong L-Twin engine cases are functional "strength member" of the
chassis.

Showa forks - The 848EVO features fully adjustable 43 mm forks.

Cross mounted steering damper -
a steering damper improves control keeps perfect front-end stability,
supreme control and confidence inspiring, along with increased power.

Aerodynamics Superbike -
Carefully designed for aerodynamic efficiency and clean lines of the
chassis hugs the body allows the pilot to mix Superbikes effortlessly
into position. The race developed fairing design ensures perfect
integration with the cooling system of an efficient flow of advanced
radiator, coolant high surface area support light assemblies, high flow
electric fan and oil cooler. Aerodynamic air ducts located just below
the headlamps are calculated with sufficient accuracy to provide air to
the air box pressure. The lightweight bodywork contributes
considerably to overall performance by reducing weight, protecting the
Testastretta Evoluzione engine's power and help the rider to
effortlessly 'tuck in' from the wind stream and reduce the resistance
of a linear track maximum speeds.

330 mm discs - Special Edition double 848EVO Corse
has monoblock calipers biting on larger dimensions 330 mm discs to
guarantee exceptional performance braking. The weight of the disks is
reduced to a minimum narrow surfaces racing type brake.

Lightweight 5-spoke wheels -
The lightweight front wheels used on all Ducati Superbike models
substantially reduces the moment of inertia, enabling a quick change of
direction and enhanced acceleration and braking. The 848EVO
is equipped with a Y-shaped 5-spoke Enkei wheels and are now equipped
with the latest technology Super Corsa SP Pirelli Diablo 120/70 ZR 17
front and 180/55 ZR17 rear tires

Magnesium for the sub-frame -
Preparation of a magnesium front subframe emphasizes attention to
detail in weight reduction in the range of Ducati Superbike. Its
construction provides secure support for the headlamp, instruments and
fairing, and the weight saving around this high position, forward
contributes significantly to the overall "feel" and control of the
machine.

TEAM

Lighting - The horizontal twin
headlamps, a signature Ducati style of the iconic 916, which was
upgraded with the latest lighting technology. Two units polyellipsoidal
light the way with a powerful beam while maintaining an aggressive
look to the front of the machine in pure Ducati Superbike tradition.
The backlight has a specially designed LED strips enhanced by a high
diffusion lens shaped into the sleek lines of the tail. The same LEDs
are intensified for brake lights. The directional indicators also use
the latest LED technology for lighting. The frontal indicators are
beautifully integrated into the mirrors.

GP-derived - This pure racing
digital instrumentation home of Ducati MotoGP project has no switches
or buttons of his danger and elegant, minimalist lines. However,
information in addition to the standard display box managed from the
left handlebar-mounted switches, allowing the rider to scroll through
and select from various menus. The screen, which has a bright white
backlight LED, presents rpm and speed, with the first displayed in a
progressive bar graph. Optionally, the engine speed and the speed is
shown in numerical values. Also shown are the lap times, DTC level
selected (if activated on 1198) when the air temperature, coolant
temperature, battery voltage, two trips and a trip that starts
automatically when the system fuel is in standby mode. Warning lights
illuminate to turn signals, neutral, high beam, rev-limit, low oil
pressure, fuel reserve, DTC intervention (if activated on 1198 S, 1198
and 1198 SR Corse Corse) and maintenance scheduled shall be prohibited.
The instrument panel is also used as control panels for the Doha
Development Agenda (DDA kit supplied as standard on the S 1198, S 1198
and 1198 R Corse Corse) and DTC systems as well as lap times recorded
list button with the high beam of light as a stopwatch.

Controls - 848EVO
is equipped with adjustable levers Brembo radial master cylinders of
working with foreign deposits. Add easy to use Stopwatch and cells with
DTC and DDA management (if applicable) and shows that the functionality
is an important addition to games services.

Timer - The digital display is
programmed with a stopwatch function that, when activated, can be
activated by pressing high beam and each time you register in a memory.
After your trip or a follow up session can be called lap times memory
and scrolled through using the tool buttons in the left panel.

DTC - Ducati were the first
manufacturer to offer true competition-level traction control system to
implement in a production motorcycle. The Ducati Traction Control
(DTC) system further underlines the flow of technology to the
production of Ducati racing and demonstrates how solutions developed
for the work can be applied to the results to improve road safety.

DTC uses the same software
logic developed and used by Ducati Corse for their world championship
winning MotoGP and World Superbike motorcycles and offers a selection
of eight institutions by their test riders and professional racers.

Accessible from the left panel
and displayed on the digital instrumentation, the system offers a
choice of eight profiles, each programmed with a tolerance of wheel
spin adapted to progressive levels of riding skill assigned one to
eight. While level eight administers a confidence-building, high degree
of interaction of the system by activating the least amount of wheel
spin, level one offers a much higher tolerance and much less
intervention for highly competent riders.

PDD Ready - The instrument
panel also serves as a control panel to activate the Ducati Data
Analyzer (DDA) system, available as a Ducati Performance accessory. The
bike is built "system ready" for the data acquisition equipment, which
is a special software DDA and a memory stick that is inserted into a
plug under the seat. The same jack also serves as a connector for a
battery charger handy new accessory available from Ducati Performance.

Extension Mirror - Superbike 2012 Ducati 848 EVO Corse SE All mirrors are supplied with an optional spacer kit enabling an extension of 30 mm in the standard mirror stem length.

Yamaha Motor India Prepare 250cc, Yamaha India claimed again preparing a new 250cc motorcycle, pointed out to rival Honda CBR 250R. But the launch was kept secret and Yamaha shut tightly all the relevant additional information.

"In the future, we will be bringing new motorcycles 200-250 cc segment to India," said Hiroyuki Suzuki, Managing Director and Chief Executive Yamaha Motor India Private Limited, without explaining more specific, as reported by motorbeam, last weekend.

This plan is consistent with the information that was sticking out in the local media India, that want to market New Yamaha Scorpio (as in Indonesia). The difference is that sport type motorcycle 225cc engine, which raised speculation there will be other products on top of filling segment (250cc).

Hiroyuki added, Yamaha Indias ambition to increase sales and production capacity within two years (until 2013). Will also explore export to several countries in Africa and South America by supplying the entry-level segment.

"African Market requires basic motorcycle like Crux and FZ, the South American market while we prepare YBR," said Hiroyuki.

Subtle style and design is a clear motivation behind the new Monster and the still perfection Desmo engine ensures that the "saint and sinner image will make every rider.

A comfortable and

Vicenza (DP) - AGV helmets and Diesel launched HI-JACK, inspired from the helicopter helmet.

Both claim the helmet HI-JACK was designed from models of helmets used by helicopter pilots. HI-JACK ideal choice for riders who insist on high quality products with true Diesel style - naughty, fresh, unconventional.

Attractive appearance and graphics-chromatic graphics designed by a team of Diesel. Curved windshields made ​​of polycarbonate in transparent, silver and dark, easily changed. The windshield is guaranteed anti-scratch.

Price variants of black / white / SK-Y-78, black / green, black abu-abu/matt, white / striping ranging from £ 175 (Rp 2.4 million). While the colors of gold / chrome / digits, silver / chrome / black starting from £ 200 (USD 2.8 million) in the UK.

In new year 2013 Ducati Corse release new version of the Ducati Multistrada 1200. This bike will be on display at the INTERMOT motorcycle show in Cologne, Germany on 3 to 7 October. Looking to the sale, will be available starting in January 2013. In the latest variant, Ducati pinning a lot of changes on this flagship motorcycle. The most obvious is an enhanced aesthetic design. Not too much changed, but on velg is really different. 

The first is a variant of the Multistrada 1200 S Pikes Peak, if that is carrying the livery victory when winning mountain bike race last year 2012. In addition to more simple, some components such as the exhaust was wearing the type of output aftermarket Termignoni racing.

Later variants of the standard version Multistrada 1200, now comes with a choice of Riding Mode, Ride-by-Wire (RBW) and Ducati Traction Control (DTC) is also Anti-Lock Brake System (ABS) most recent. Multistrada 1200 S variant being higher caste is equipped with semi-active suspension system, Ducati Skyhook Suspension (DSS). Not to forget also optional side cribs and middle standard.

And the last is a variant of the Multistrada 1200 S Granturismo which is the flagship for the touring variant, now equipped with a large box in the back and side of the right and left. There are also additional tire with LED illumination and distance specifications.

After the last post I made on a VINDIAN, I got a couple of emails out of which one mail from Mr. Larry Kahn directed me to visit a website where I could find lots of information on previous VINDIANS. All the text below are from the links provided by Mr. Larry. THANK YOU Mr. Larry! for opening another world of totally beautiful bike craftmanship. He simply wrote WAY BACK WHEN.

Source - Indian MotorbikesI have edited the text to give you an overall insight. Please refer to the links below for the full text.

RICH MIXTURE – Some Historic Indians…

Not many bikers know about a specific 250cc V-Twin fron INDIAN. We all asociate the INDIAN Motorcycles with big V-Twin machines. In 1917, Indian motorcycles had a 250cc side-valve flat-twin engine with the cylinders lying for-and aft, magneto ignition and an outside flywheel. Another 350cc single-cylinder Indian Prince was brought out in 1925 as a counter blast to the small English machines, which were beginning to gain a foothold in the American market. It was a more successful model than the Light Twin and was evidently the outcome of a close study of several imported machines. The engine had a detachable cylinder head. The Prince was not very fast, but it was reliable and the Australian rider Vic Barclay broke a couple of intercapital records on one. Then came the 216cc single and 433 parallel twin which were introduced designed for the Indian factory by two Dutchmen named Stockvis. Later on the Stockvis brothers went to the States and became involved in the new Indians which were a costly failure partly because of their low performance and the fact that they were too highly built to be reliable. And also partly because to buyers loyal to the brand, these bikes didnt LOOK like Indians. At the same time, the Vincent was also beginning to penetrate the U.S market following its capture of the American speed record. In 1948 when P.C. Vincent was conducting a sales campaign in North America, he met a very suave gentleman who happened to be the head man in the Indian Company which was by then in very low water. An English businessman named Brockhouse, who owned a number of engineering companies, was anxious to obtain a controlling interest in Indian, and the upshot of discussions by the three was that if the Vincent unit could be fitted in the Chief frame without much alteration, the result would be a very saleable machine with financial benefit to all concerned..
After the legal issues were sorted out, a Chief was shot over to Stevenage and as a preliminary it was road tested. Its 580 pound weight seemed enormous compared to the 450 pound Rapide and while it could attain 88 mph for a short distance, the sustained maximum was only about 80mph. After removing the engine and sawing off some unwanted frame parts, the Vincent unit fitted in like a kernel in a nut. Engine plates were used instead of the standard cylinder head brackets and the existing foot boards and break pedal were retained but some cross-over linkage had to be devised in order to use the near side heel-and-toe clutch pedal as a gear change pedal. The dynamo remained in the original position under the saddle and was belt-driven from a short shaft and pulley.
The conversion job took only a couple of weeks and although the finished article was not much lighter than the original, the performance was vastly improved. Top speed went to 104 mph and it was as fast as it used to be in top. Changing gear by foot instead of by hand improved acceleration. Everything was in sync and to cope with the increased output, orders had been doubled and material was beginning to come in. But the money promised, failed to materialize on the grounds that the plant and stock did not provide sufficient asset backing. Vincent had thus been wangled into an intolerable position with the possibility of an enforced liquidation and sale of the factory to the highest bidder. As it was, the Indian Co. was forced to sell an insignificant 250cc model to keep going at all finally the company was acquired by Associated Motor Cycles in 1953 and the history of the famous company founded by George Hendee, came to an end.

Source - Indian Motorcycles - VINDIAN

Vindian – The Bike They Should Have Built…from Heavy Duty magazine

In the 1940s, the INDIAN brand was not going too well and the then President of the company, Mr Rogers was convinced that the old style of American motor-cycle with big V-twin engines and heavy weight was doomed to play an ever decreasing role in the American motorcycle scene. So he expressed an interest in the possibility of fitting the highly acclaimed, 61 cubic inch Vincent Rapide engine in the existing frame. This would give him a competitor for the more advance Harley-Davidsons and allow the Chief to continue as the status leader of the companys model line-up. It would also cost a fraction of the price of developing a new engine from scratch. Rogers shipped a 1948 Chief (without engine) to the Vincent works in Stevenage (UK) and the legendary Phil Irving was put on the case. It was Phil Vincents view that by lowering the standard Rapide top gear below its existing 3.5:1 and increasing the compression ratio to around 8:1, the Rapide engine would be able to shift the enormous weight of the standard Chief with considerably more speed than it was accustomed to. The stock Indian V-Twin was good for around 85 mph (a speed which decreased as the engine heated up) and weighed around 580lbs. Vincent predicted a weight for the "Vindian" of around 500lbs and a top speed of around 110 mph. Phil Irving didnt share Phil Vincents optimism. Concerns about plonking a performance engine in the stock frame would have included misgivings about aerodynamics, too. The fender valences on the standard bike caught wind and created stability problems at low speeds. The Irving-built Vindian, complete with giant tyres and mudguards, was tested successfully at over 100 mph before it was sent to Indians Springfield plant in the US. According to Phil Vincent, by using "great care", the Rapide engine could be slipped into the Chief frame without fouling either frame or tank. Having actually tried to do it, Phil Irving must have known this wasnt correct. How this came to being the truth was because 40 years later, an Australian gentleman, Mr. Peter Arundel attempted the same, only to make some interesting discoveries. The engine doesnt fit. The frame bar running beneath the tank had t be raised by four inches, necessitating gusset reinforcing around the steering head area. There was also the need to create an indent in the underside of the petrol tank to accommodate the left-hand carburettor. The tank also had to be modified to allow for the right-hand rocker box. These kinds of modifications would have provided a powerful disincentive to Indian which, at the time, obviously felt its production lines could have been put to better use.

So somewhere in history lies the hidden truth as why the Vindian never took into production existence. As the last post mentioned, that there were some financial issues, but then this post showed that there were also mechanical issues.

Source - Indian Motorbikes (Original Source - Heavy Duty Magazine)

For a more detailed study of the project, there is an article by Mr. Bill Gordon in the worlds oldest and biggest VINCENT Club, MY VINCENT which clearly points at the lacunas of the project. Basically it states the same facts as mentioned in the above two articles, but what is noteworthy are these points.
"Their Pound Sterling was reduced in dollar value from $4.05 to $2.80, which created an instant 30% reduction in the American retail price of British motorcycles. This was strike one against the Vindian project. Strike two was the resignation of Mr. Ralph Rogers in 1949 which also saw
huge revenue loss due to production delays in the new Indian models by six months. Strike three came when John Brockhouse acquired Indian, but for just one reason…. he needed a sales outlet that would allow him to sell his British machines in America. As he didnt have much interest in the INDIAN brand, this also bought the end of the Indian Motorcycle Company itself."
Read the full article in the official website of MY VINCENT. The above articles are also available in MY VINCENT. All pictures courtesy - MY VINCENT