Monday, December 29, 2008
Much before he penned the lines for the Ducati 916 and the MV Agusta F4, two of the most stunningly beautiful bikes ever made, Massimo Tamburini had designed another very significant motorcycle, one which has almost been forgotten today. Yes indeed, we’re talking about the Bimota SB2.
The Tamburini-designed SB2 isn’t, perhaps, as ‘beautiful’ as the 916 or the F4. At least not in the current context of the word. But it’s still strikingly individualistic – a machine that very much marches to its own beat. The bike was launched in 1977, priced at around US$10,000 – terribly expensive for its time.
The SB2 was fitted with a rather prosaic engine – an air-cooled 75bhp inline-four from the Suzuki GS750. But then, as now, Bimota were chassis specialists and that’s where the magic was. The Suzuki engine was bolted on to a light, stiff frame made of chrome-molybdenum steel tubing, which offered easily adjustable steering geometry. And the suspension comprised of a 35mm Ceriani fork at the front and Corte & Cosso monoshock at the rear – cutting-edge stuff for the late-1970s.
It isn't 'beautiful' in the conventional sense, but the SB2 is certainly stand-out individualistic...
The bike was fitted with Brembo disc brakes – 280mm at the front and 260mm at the back. The Campagnolo wheels were made of magnesium alloy, the fuel tank was made of aluminium and the bike weighed 196kg dry – about 30 kilos lighter than a standard Suzuki GS750.
So, what do its owners have to say about the SB2 today? Hmmm… with more than three decades having passed since the bike was introduced, and with Bimota having built only about 70 units of the bike, finding someone who actually owns one was difficult. Still, we managed to track down Robert Vaeth, who’s based in Connecticut, in the US, who owns a 1977 SB2.
‘I was originally attracted to the Bimota SB2 in the early 1980s, when my interest in Italian motorcycles began. I had only seen it in photos but always knew I would love to have one. The avant-garde design of the bodywork, along with the precision frame fabrication and machining won me over,’ says Robert. ‘There are five known SB2s in the United States, and it’s certainly a conversation starter at gas stations and bike meets. Most believe it is a decade newer than it really is,’ he adds.
‘When I purchased the bike, it had not been run in a number of years. My SB2 [which bears serial number 00036] began its life riding the streets of Italy, until it was purchased and brought to England, where it remained for several years and then ultimately to the eastern seaboard of the United States,’ says Robert. ‘After purchasing the bike in 2000, I restored it completely, getting it repainted and having the engine rebuilt,’ he adds.
‘Riding it is a complete joy! Steering, handling and power still make it a brilliant ride, even in modern times. The chassis, in my opinion, is miles ahead of all other bikes from that time period. Its perimeter frame and monoshock design, along with adjustable trail was later copied by many bike manufacturers, putting it years ahead of its time. The standard GS750 engine is upgraded with larger carburetors and velocity stacks by Bimota. The exhaust features a free-flowing Bimota designed pipe and muffler,’ concludes Robert.
Hmm... we reckon Robert is a very lucky guy - the SB2 is a veritable piece of Bimota history, and one hell of a motorcycle. Keep it rolling, friend...
via : http://www.fasterandfaster.net/
Friday, December 19, 2008
Saturday, December 13, 2008
Or it used to. Recently the all-rounders have become leaner and more capable. In Thailand the all-rounder bikes come from Tiger Motorcycle, which manufactures the Tiger Boxer 200 R and the Tiger Boxer 250 RS they offer genuine all-day comfort, practicality and ease of use in packages that can also excite.
Tiger Motorcycle's new Tiger Boxer 250 RS follows the trend for taller, more upright all-rounders. It's based on a perky 250cc single cylinder engine, slim flanks, low weight and firm suspension. It has a roomy riding position and ample pillion space to keep it useable. It even has optional hard luggage.
Looking at the Tiger Boxer 250 RS, with its sporty looks, newly designed aluminum swingarm and inverted front forks, it is hard to belief that this motorcycle has no competition on the Thai motorcycle market. The closest rival would be the Kawasaki Nina 250R, but the Kawasaki is more a sportbike, and cost twice as much so the Tiger Boxer 250 RS should be just what you need. That's the theory, anyway. Dicing with traffic, pedestrians and urban chaos is demanding and the Tiger Boxer 250 RS rules in the city, while offering enough power and riding comfort to do some out-of-town touring.
The Tiger Boxer 250 RS shines at his job as all-rounder bike, particularly the engine. The engine can rev remarkable easy, without being to revvy in nature, the 250cc single cylinder give a smooth surge between 6000 to 8500rpm that's perfect at real road speeds.
The Tiger boxer 250 chassis has a similar undemanding character. A light feel and ample leverage from the handlebars gives easy, prompt direction changes – picking off traffic and slipping through congestion is a breeze, especially from the elevated upright riding position.
from : http://www.motorcycle.in.th
Saturday, November 22, 2008
Thursday, November 6, 2008
Friday, September 12, 2008
Words by Alec Simpson, Photography by Lou Martin
Its not often I look at a bike or scooter and imagine what kind of animal it could be, but when I saw the Gilera Fuoco in the flesh I immediately thought its appearance reminded me of a warthog.
The Gilera Fuoco, like the Piaggio MP3 whose front suspension it shares, carries a lot of visual bulk at the front – the two independently suspended front wheels and their electro-hydraulic tilt system are covered by a sort of monster proboscis. On the Gilera Fuoco that bulk is the location for four headlights, a central running light, a steel tube bull-bar and painted perforated metal radiator protectors.
It makes quite an impression and looks much better in the flesh than in the photographs.
The tough bull-barred look reflects what this machine is, the scooterist’s equivalent of an urban assault vehicle, while the extensive steel rails that run right around the back of the scooter provide excellent places to tie things down, meaning you will be able to strap on the bazooka no problem. The utilitarian theme is carried through to the footboards, which are covered in aluminium checquerplate, while the exposed handlebars are nicely finished in satin silver.
While the looks might take some getting used to, the riding doesn’t. This is an incredible machine and, like the Piaggio MP3, re-writes how scooters can feel and handle in the real world of midcorner gravel patches, tram tracks and slippery bitumen banding.
Power is provided by a 493cc fuel-injected single producing 29.4kW at 7250rpm. It is enough to propel the Fuoco to a top speed of about 150km/h. The drive is handled through a CVT and while the 244kg weight dents performance off the line, it’s no slouch once underway.
Longer and heavier than the Piaggio MP3 on which it is based, the Fuoco is much more composed when encountering mid-corner bumps. The MP3 with its softer set-up and smaller rear wheel can wallow, while the firmer suspension and more rigid swingarm of the Fuoco controls any pitching or wallowing movement much more quickly. This means that it handles better at speed, while retaining the incredible roadholding introduced with the MP3.
Initial impressions when riding the Fuoco are that the steering is heavier than a normal scooter, but this is soon forgotten as the
Fuoco responds to steering inputs as well as anything else. There is a switch on the right-hand switchblock that allows you to lock the front suspension at very low speeds, which means you don’t have to put your feet down when you stop. A light flashes on the dashboard to let you know when you are in the speed range that allows it.
Accelerating away releases the lock so there is no danger you will arrive at the next corner unable to turn.
The two front tyres provide excellent grip under brakes and, combined with triple discs, ensure short stopping distances. Unlike the MP3, the Fuoco runs a 140/70x14-inch rear tyre, but retains the same 120/70x12-inch front rubber. When braking hard mid-corner it does require a firm effort to keep it from standing up under brakes and you can feel the suspension struggling to cope through the bars, but you are able to push the front much more than you would on anything else.
Ground clearance is limited by the centrestand, but dragging the undercarriage doesn’t unsettle the scoot, and as the Fuoco is capable of being parked without it – you could easily take it off if cornering was your primary objective. My brief run combined some city traffic mayhem, speed limit monotony and some excellent winding open roads.
I have not experienced such confidence-inspiring front-end grip on a scooter before.
In fact, the front end works so well that I was going out of my way to try to upset it. When I was turning off main roads on to smaller ones
I made a point of riding over the gravel build-up off the wheeltracks; when I was on the freeway I rode into the emergency lane to see if the lane’s height difference upset it; but it was all in vain, even riding off a footpath was gentle experience if taken one wheel at a time.
Other neat touches include a sensor in the seat that prevents the front suspension unlocking when the engine is running unless someone is sitting on it. This should stop curious passers-by sending your parked and idling scooter down the road with no rider. The underseat storage is generous, holding a full-face helmet, while next to the light a 12v accessory outlet is provided. Importantly the shopping bag hook remains on the front legshield.
I was fortunate to ride both the Piaggio MP3 and Gilera Fuoco back to back, and without a doubt the Gilera Fuoco is my scooter of the year. Nothing comes close to providing the security and speed this machine offers over treacherous surfaces. The feathering of the tyres testament to how much load can be carried through corners. For experienced riders it’s a complete giggle and feels uncrashable; for the inexperienced or riders lacking in confidence it will provide levels of roadholding unmatched by other scooters. This is one warthog that won’t be scratching around in the dirt. Sensational.
Yamaha TMAX 500
Yamaha TMAX Revolution in 2008!
New TMAX extends its brief for 2008 with less weight, sleeker design and even sportier performance
When Yamaha’s original TMAX hit the road in 2001 it changed the scooter world overnight.
For the very first time here was a large-capacity scooter that offered a passionate mix of exhilarating sports bike performance combined with scooter sophistication and functionality. The orginal TMAX started a scooter revolution.
The TMAX is an amazing fusion – a maxi-scooter that is big fun to ride on any kind of road – totally at home on city streets, on twisting country roads and in themotorway fast lane. So it was no surprise that so many riders fell in love with its intoxicating blend of performance and practicality, discovering that one bike really can do it all.
The 2008 TMAX takes that concept to the next level: it’s lighter and sleeker in design, with top performance from its powerful, hi-tech 499cc twin-cylinder engine. And the ride quality is improved along with increased agility, comfort, enhanced everyday convenience and upgraded environmental friendliness.
TMAX has the power to change lives with its awesomely versatile performance because flexibility means freedom to untangle oneself from the complexities of a busy modern lifestyle. Wherever you’re going in life, TMAX will take you there with a smile on your face.
The 2008 TMAX features radical new sports styling with sleek, sculpted bodywork, eye-grabbing headlight design and remarkable new muffler design that accentuate the original model’s image of sports performance and sophistication and maintain the machine’s impressive compactness.
The brilliantly avant-garde design retains the TMAX’s signature boomerang-shaped side covers and features elements of the ‘mass forward’ styling used inYamaha street bikes and supersport bikes to emphasise the TMAX’s front-biased weight distribution that promotes excellent rider control. Lighter body parts also contribute to the 2008 model’s 5kg weight reduction, and the new bodywork improves stability in side winds.
Of course, the new body keeps the weather at bay brilliantly, keeping the rider’s upper body, arms, legs and feet away from the wind and rain. And the new design windscreen is easily detachable to allow quick changes from the standard screen to a short sports screen (especially good for urban riding), which is available as
genuine Yamaha accessories.
The 2008 TMAX also features a classy new dash panel that offers all the information you need in an easy-to-read format. The triple instruments house analogue speedo, fuel gauge and temperature gauge plus digital clock.
2008 TMAX styling highlights
• Radical new sports styling with smooth, sculpted bodywork
• Eye-grabbing dual headlight design
• Remarkable new muffler design contributes to sleek, sporty look
• Lighter body parts contribute to 5kg weight reduction
• New bodywork improves stability in side winds
• Easily detachable windscreen
2008 TMAX chassis
The new TMAX was created for the street, for riders who want a sophisticated urban performer that can exhilarate like a motorcycle when pointed down twisting
country roads and wide-open motorways. But our commitment to the sports capabilities of this machine required that our development programme also included track-testing sessions.
Yamaha test riders evaluated the new TMAX on track to ensure that its all-new aluminium frame allows the machine to handle, steer and grip the road like a sports bike. The new frame, which replaces the original tubular steel unit, is constructed from a mix of extruded aluminium sections and cast aluminium sections formed by
Yamaha’s exclusive CF die-casting technology. This composite design allowed our engineers to create a lighter frame with an ideal rigidity balance that delivers both excellent handling characteristics and a superbly comfortable ride. The rigidity balance was fine-tuned during the development process, with the thickness of the aluminium sections changed time and again to achieve the perfect compromise between handling performance, stability and comfort.
The TMAX suspension settings have been retuned to complement the new frame’s superb performance.
Complementing the new frame is a 15-inch front wheel (previous models featured a 14-inch front) which delivers a more stable and more comfortable ride, especially over rougher road surfaces. Both front and rear wheels are of a classy new hollow three-spoke design in aluminium alloy, just like you’d find on a performance sports bike. The new TMAX also features wider diameter front forks (43mm, up from 41mm) and a 5mm longer wheelbase (1580mm, up from 1575mm) for surer handling and stability.
The result of these upgrades is a superbly neutral handling character that gives the rider that life-affirming sports bike sensation of controlling a machine that goes exactly where you point it, plus impressive stability at speed.
If the TMAX specs keep reminding you of a sports bike that’s no surprise because this is a scooter engineered like a sports bike. The TMAX braking system was always impressive – triple hydraulic disc brakes for stopping on a dime – but the 2008 model takes the sports spec another step forward with monobloc four-piston front brake calipers (with span-adjustable brake levers) for even more impressive stopping performance.
The 2008 TMAX weighs an impressive 5kg less than its predecessor thanks to a full range of weight-reducing measures right across the chassis, from the aluminium frame to the revised bodywork.
2008 TMAX chassis highlights
• All-new aluminium frame
• Optimised suspension settings for even better handling
• 15-inch front wheel, new design alloy wheels
• Larger diameter front fork (from 41mm to 43mm)
• Overall weight reduced by 5kg
2008 TMAX engine features
That original TMAX looked very much like a scooter but its engine performance made it much more than that. Like the TMAX itself, the hi-tech engine has a dual nature – beautifully mild-mannered on the one hand but capable of mightily impressive performance on the other!
The TMAX’s impressive 499cc twin-cylinder engine offers the kind of performance that won’t disappoint experienced sports bike riders.
Featuring digital fuel injection, four valves per cylinder and a compression ratio of 11.0:1, the TMAX delivers brilliant acceleration for swift urban getaways and effortless overtaking. And an inbuilt balancer shaft ensures silky smooth cruising.
The 2008 TMAX engine features a host of detail refinements designed to improve overall efficiency and therefore simultaneously enhance performance and environmental friendliness. Most importantly, engineers worked on the fuel injection mapping, air intake, combustion chamber and exhaust system to achieve a
beautifully balanced engine with crisp throttle response and user- friendly power delivery that perfectly matches the chassis character and the fully automatic transmission system.
The air intake improvements came courtesy of the aluminium frame, which allows the air cleaner to be mounted closer to the engine for increased intake efficiency. The latest TMAX also features a dramatic new sports muffler design that contributes to the 2008 model’s sleek, sporty styling and includes increased catalytic
converter capacity for cleaner emissions to EU3 standards.
2008 TMAX engine highlights
• Revised fuel injection mapping, air intake and exhaust
• Improved engine efficiency delivers more performance and fewer
• Remarkable new muffler design contributes to sleek, sporty look
• Increase catalytic converter capacity also improves
• Forward inclined angle of the cylinders with reciprocating
balancer delivers compact, low centre of gravity, and low
• Digital fuel injection means superb power characteristics
• Fully auto transmission means hassle-free, twist-and-go riding
2008 TMAX comfort and convenience features
At the heart of the TMAX’s dual nature is its ability to combine sports performance with class-leading scooter comfort and convenience. This is a scooter that’s built to keep not one but two people happy with deluxe comfort for rider and passenger that would shame some tourers.
The two-step dual seat has been reprofiled for improved leg reach to the ground and thus enhanced low-speed control and confidence.
The sumptuously padded unit is as hugely accommodating and supporting as ever, with plenty of room for rider and passenger to remain comfortable even on longer trips. The seat also features a new, dual-textured material for added comfort. Sturdy alloy Developed for duality: TMAX offers the best of both sport and convenience worlds grabrails ensure that the passenger feels confident and secure at all times.
The practicalities of everyday life were a major consideration in this TMAX redesign, so the 2008 model features several detail improvements for added convenience. The new bodywork includes a second glovebox just below the left handlebar, handy for carrying coins for tolls, parking tickets or other small items. The new aluminium frame also freed up more space for the fuel tank which is now almost seven percent bigger than that featured on previous models, up one litre to 15 litres for improved range and thus less need for fuel stops. And a new seat hinging system makes it easier to pack and unpack the underseat locker.
2008 TMAX comfort and convenience highlights
• Reprofiled seat for improved low-speed control and confidence
• Lighter sculpted bodywork
• Better resistance to side winds
• Extra glovebox within bodywork
• Larger fuel tank capacity
• New seat hinging system for easier packing/unpacking
• Standard fitment immobiliser for added security
TMAX – the background story
The TMAX was unveiled to the European press in Italy, during July 2000 and went on sale the following year. The machine was acclaimed by everyone who rode it and very soon there were many imitations, but none have been able to match its unique blend of sporty sensation and deluxe ride. Yamaha has a unique feel for this sector of the market because the original maxi-scooter was Yamaha’s Majesty 250, launched in 1994.
The T of TMAX stands for twin, as in twin-cylinder scooter, but also for twin as in dual purpose. This is a unique creation that’s more like two machines, each with its own job: to excite you like a motorcycle and to be as easy to live with as a scooter. There is a real art to creating a machine that can do it all. You could even argue that it’s a more complex task than designing a machine that’s focused on just one type of riding, like a supersport bike or a cruiser.
The 2008 TMAX continues the original theme of duality, its in- depth development programme was conceived to enhance its commuter functionality, sports bike performance, tourer comfort and environmental credentials.
Yamaha XP500 TMAX
From a standing start, the T-Max has the potential to surprise just about every four-wheeled vehicle and most two-wheelers as well.
Words by TRENT NIKOLIC, photography by LOU MARTIN
Riding in shorts, sneakers, no gloves and a singlet. He can’t seem to grasp the fact that there’s an annoying but urprisingly large scooter following him round every bend and not disappearing into his rear vision mirror every time he gets on the gas. In fact, the big Yamaha actually seems to be gaining on him.
That’s how it is on the Yamaha T-Max. It might be a scooter on the outside, but underneath it’s got the heart and handling characteristics of a sportsbike.
You’d scarcely believe it, but since we last rode the T-Max in 2006, it’s gotten even bigger in some areas and in others it has shrunk: it’s now 5kg lighter! The rear wheel size is up to 15-inches and the front forks are also slightly larger in diameter, which together with the die-cast/fabricated aluminium frame replacing the old tubular steel unit, delivers an improved ride and more stability. The fuel tank has been enlarged to 15 litres and that’s no bad thing, because after five minutes aboard the T-Max, you’ll be looking for excuses to keep riding.
The seat has been resculpted for extra rider comfort and passengers haven’t been forgotten either with new handgrips for pillions. The windscreen has also been redesigned and offers better protection than that of the outgoing model. Last time we rode the T-Max, we commented on the alluring rasp emitted by the 499cc motor with each concerted twist of the throttle and the new model delivers an even sweeter note thanks to an all new muffler.
The model updates don’t stop there either. Both front and rear fairings have been redesigned and there’s even additional storage now too. The T-Max follows the Yamaha mantra of looking blisteringly fast standing still, but in contrast to many of its scooter brethren, the T-Max actually delivers.
The liquid cooled, four-stroke, 499cc, fuel-injected motor remains positioned slightly further back and lower down than in most scooters and its improved torque flow will encourage you to use every bit of the power on offer.
The styling is a ‘love it or hate it’ design with the tall screen and large fairing that surrounds the headlamps making the front look rather bulky from some angles. Head on, the T-Max puts forward an interesting face. In contrast, the rear end is somewhat smoother and sleeker. The fairing may be bulky, but weather protection is excellent and there’s little of the buffeting you’d expect even when stronger cross winds come into play.
Practicality has always been high on the list of scooter owners and the T-Max is even more useful than the previous model. There are extremely handy storage pockets on either side of the front fairing that will swallow up wallets, mobile phones, sunglasses and keys with ease and in the left compartment, there’s a slide in drawer that safely houses credit cards and the like.
The ignition lock operates the seat lock and it’s a little clumsy when you’re in a hurry trying to find the correct position for the handlebars in order to activate the seat lock. Having said that, that’s our only real gripe with the T-Max. Once found, lift the front section and the rear-hinged seat lifts effortlessly on its hydraulic strut to reveal an enormous storage compartment large enough to store a helmet and a few shopping bags without fuss. Further evidence of the T-Max’s ergonomic friendliness is the fact that the underseat compartment is illuminated and lined with a removable carpet trim. The hinged flap at the front of the seat lifts forward for easy access to the fuel filler.
There’s both a centrestand and sidestand. While the centrestand is easy to use when you lift the T-Max onto it, it’s a little more complex to get off. Due to the width of the seat, it’s hard to get enough grip under your feet, so we found it easier to take the scooter off the centrestand, while standing next to it using the grab handle.
On the move, the T-Max is undoubtedly in its element. The automatic belt transmission works beautifully in tandem with the throttle control and delivers crisp, snatch free acceleration from a standing start or roll on from partial throttle openings. From a standing start, the T-Max has the potential to surprise just about every fourwheeled vehicle and most two-wheelers as well. Blessed with a low centre of gravity and long wheelbase, there’s simply a smooth controllable surge of acceleration that will fast leave the traffic in your rear view mirrors.
The ride is surprisingly firm, yet well damped with the T-Max soaking up Sydney’s below average roads in its stride. Twin telescopic forks take care of the ride up front, while a double-sided swing arm (that incorporates the belt and final drive) pivots on the engine crankcase out back. The rear spring is mounted horizontally under the engine and keeps the rear tyre from skittering about over ruts and bumps. Your confidence will grow with each kilometre thanks to impressive grip from the OE Bridgestones and lean angle is only limited by the sound of the centrestand dragging on the tarmac.
You’ll almost certainly find yourself doing this!
While the acceleration is impressive, the braking performance is perhaps even more so. Twin disc brakes up front work in concert with a single disc at the rear to deliver straight, accurate braking with a large dollop of engine braking also helping to arrest speed rapidly. If you’ve only ever ridden two-stroke twist and go scooters, you’ll be mightily impressed by the T-Max.
When you’re aboard the T-Max, there’s no more concern about avoiding motorways, highways and longer journeys. This maxi is aimed fair and square at the rider that not only has the weekday commute in mind, but is also looking for a bike that can revel in longer rides, hit the highway with confidence and carry a pillion without raising a sweat.
Honda SH 150 i
The SH150i is the epitome of today's modern day scooter, winning instant praise for its distinctive styling and superb ride qualities.
Lightweight, slim and a joy to ride, the SH150i never fails to attract admiring attention with its sleek, curvaceous form and the company it keeps.
With its strong performance and light handling, the SH150i makes cross-town errands and even daily commutes a non-stop delight.
Combining the riding manners of a slim and stylish scooter with a 16-inch 'big wheel' chassis plus the quick, clean and powerful performance of Honda's most advanced small-displacement liquid-cooled 4-stroke engine the nippy SH150i becomes a real traffic-buster.
* Responsive fuel-injected and liquid-cooled engine provides a lively rush of power while ensuring clean emissions and low fuel costs.
* HECS3 oxygen-sensing catalytic exhaust gas converter system minimises emissions of harmful exhaust gases to ensure full compliance with the strictest of regulations.
* Low, flat floorboard configuration provides plenty of comfortable legroom while large 16" wheels contribute to light handling.
* Honda’s innovative Combined disc brakes provide an ideal balance of confident control for even less experienced riders.
Maximum Power 11.6kW/8,500
Maximum Torque 14Nm/7,000
Front Tyres 100/80-16
Rear Tyres 120/80-16
Warranty Period 12 Months
Suzuki Skywave Type M
Suzuki launch a new high tech version of the Burgman. Termed the Type M the scooter is packed with some nice features.
The new Suzuki Skywave Type M, a variation on the scooter that we know as the Burgman, is a new entry recently seen on the Japanese market from Suzuki.
In the same mold as the Honda Forza X and Yamaha Majesty Sport the Suzuki Skywave has the same flowing lines with shortish sports screen and low slung body.
The Suzuki Skywave Type M though is packed with features such as remote keyless start and a 7 speed transmission that will increase the level of enjoyment when needing that sporty feeling.
Engine choices initially are said the be a 250 cc single cylinder with double overhead camshafts and 4 valves producing a massive 26hp @ 7500 rpm.
No plans as yet to bring the Skywave Type M to Australia but if we hear more we will let you know.
Thursday, September 11, 2008
Monday, September 1, 2008
The series of Honda CBR600, with a history of several models during more than ten years dominated the diagrams of sales, for new and occasion makes bicycle.
It is epitome of the motorcycle racing of the `90s, Honda CBR600F changed the manner that we looked at motor bikes and how we lead them.
Honda CBR600F represents 240km/h over one beautiful day, a handling of race-profit, a useful and easy reparable bicycle and being always a good bicycle for tourism. Honda conceive initially the revision took place in 1991, with ventilators of CBR fearing for its points superbly placed of bungee.
If we compare the 150R de Suzuki robber at Honda CBR 150r, we note that Suzuki beats Honda on the execution of power, Suzuki is lighter then Honda and the execution is equal. Also a positive point is that the 150R de Suzuki robber is the baht almost 10.000 cheaper then Honda*.
The 4 race, valve of Twin-cam 4, the engine 147.3cc cooled by air with the electronic ignition of DC-CDI, provides the execution of a sporting bicycle that the answer of power control is good, thanks to the carburettor of Mikuni BS 26-187.
|ngine & Transmission||Type||4 - Stroke, DTS-Si, Natural air-cooled|
|Volume Silinder||124,58 cc|
|Max. net power||9,53 PS (7,01kW) @ 7.000 rpm|
|Max. net torque||10,85 Nm @ 5.000 rpm|
|Transmission||4 - Speed constant mesh|
|Suspension||Front||Telescopic (125 mm Travel)|
|Rear||Swing arm with 5 step adjustable shock absorbers with dual SNS type spring |
|Brakes||Front||Mechanically expanding shoes, Drum Tipe, 130 mm Dia.|
|Rear||Mechanically expanding shoes, Drum Tipe, 120 mm Dia.|
|Tyres||Front||2,75-17 41 P|
|Rear||3,00-17 50 P|
|Wheels||Type||Aluminium black alloy wheels|
|Fuel Tank||Full||8 Liter (1.8 Liter of reverse)|
|Electicals||System voltage||12 Volt (DC)|
|Head Lamp||12 Volt 35/35W, HSI Halogen|
|Kerb weight ||Vehicle kerb weight||112 kg|
|Warranty ||Engine||3 year or 30.000 km**|
|COLOUR CHOICE :|
Long Beach Blue