go!!!!!!!!!!!! Rossi

Valentino Rossi (born February 16, 1979 in Urbino) is an Italian professional motorcycle racer and multiple MotoGP World Champion. He is one of the most successful motorcycle racers of all time, with 7 Grand Prix World Championships to his name. In 2006, he narrowly missed an 8th title by scoring a second place in the Championship, and with three races to go in the 2007 season, he lost out again, this time to Australian Casey Stoner. According to Sports Illustrated, Rossi is the 7th highest earning sports personality in the world (2nd outside the United States), earning an estimated $30 million a year.[1]

Following his father, Graziano Rossi, Rossi started racing in Grand Prix in 1996 for Aprilia in the 125cc category and won his first World Championship the following year. From there, he moved up to the 250 cc category, again with Aprilia, and won the World Championship in 1999. He won the 500 cc World Championship with Honda in 2001, the MotoGP World Championships (also with Honda) in 2002 and 2003, and continued his streak of back-to-back championships by winning the 2004 and 2005 MotoGP World Championship after leaving Honda to join Yamaha.


Valentino Rossi= legend. Too bad his bike (2007 yamaha m1) is so waek ,but still maneges to beat stoner in the connering . Go Vale.


nice video with awesome beats
go!!!!!! rosssiiiiii

Suzuki's power-mad bikes

Suzuki announces two new power-mad motorcycles for 2008

From the word go, the Suzuki Hayabusa sparked off cults and controversy. Its looks were never what a doting mother would call pretty, and even its performance was always borderline anti-social. Suzuki have been content to let it run amuck in original form except for two major changes along the way – restricting the poor 'Busa to 296 kph after the top speed related uproar, and the whole bunch of paintjob upgrades along the way. All that has changed with the scary-fast Kawasaki ZZR1400.

Now, Suzuki has announced the 2008 Hayabusa. It does not have an inline-six from the Stratosphere, but instead, it gets a 1340cc inline-four which it shares with the equally pupil-dilating B-King. Rumoured to make 200 bhp (or very close to that figure), the new Hayabusa is expected to top the ZZR1400 in performance. If it can do that without losing its easy-to-use personality, the new Hayabusa will go down as one of the truly great all-time motorcycle upgrades of all time.

So what have Suzuki done? The 1340cc motor is all-new, with a 16-valve DOHC format that brings 11 per cent more performance and greater smoothness. An evolution of the dual throttle valve system also makes an appearance, as does the three-way mode switch from the GSX-R1000 (to select low, intermediate and full power modes for riding in different conditions). The motor also sports titanium valves, new pistons, a super-high 12.5:1 compression ratio, and special cylinder coating. As is considered normal now, a heavier 4-2-1-2 exhaust system is employed with a large catalyser, dual triangular canisters to meet Euro 3 and Tier 2 regs.

The chassis is new as well under the new fairing, which still screams Hayabusa but is subtly different. Forks are new as is the new braced aluminium alloy swingarm with a new shape. Radial brakes are here, as are new wheels and tyres. Suzuki have further lowered the rear subframe for greater pillion comfort and lowered the tank as well so a topspeed-crazy rider can tuck deeper into the fairing. The headlight design is new as well. It also features four analog meters (speedo, tacho, fuel gauge and water temp) and includes a mode indicator, gear position indicator and an adjustable shift light as well.

As you can see, this is a pretty serious upgrade to the venerable Hayabusa. Now we cannot wait for two things, first the direct head- to-heads with the ZZR1400, and the probable launch come March 2008. Yes, Suzuki have gone on record saying the Hayabusa and the GSX-R1000 are being considered for direct import launches in India and the programme could bear fruit as early as March 2008. The Hayabusa is already a popular motorcycle icon in India and we expect the launch price to hover around the Rs 11 lakh mark. Start collecting.

The Hayabusa's close and fairly frightening looking cousin, the B-King has also gone on sale in some markets worldwide. Featuring the same 1340cc inline-four as the '08 Busa (some would say the B-King loaned its motor to the Busa), the B-King, in production form, comes with no tuning for the midrange sort of nonsense. The engine spec is close to the Busa (read above) and even the ride mode selector is there. The B-King does get its own chassis though and first ride reports suggest an unmistakable riding experience that does play havoc with the senses. The B-King is not on Suzuki's India list. Yet.

Source:BS Motoring.

XCD's AD

another good ad by bajaj

What's ailing the Japanese in India..??

What's ailing the Japanese in India..?? [Part I: Yamaha India]

A look at what's wrong with the Japanese Companies in India.. Part I: Yamaha India



The above graphic shows how Honda, Yamaha and Suzuki don't even together account for 10% of the Indian two wheeler market.So what's wrong for these Japanese companies who once taught Bajaj and TVS the trade of making two wheelers. What's ailing these Japanese Two wheeler maker..??



Part I: What's ailing Yamaha India
The mere mention of the brand name "Yamaha" evokes a feeling among bike lovers which is diffcult to describe. The legend of its yesteryear superstars namely the RD350 and the RX100 still manages to overshadow the fact that Yamaha India has made straight losses since 2001.

There are many bikers around in the country who still venerate the Yamaha brand. It wouldn’t be surprising if many of them have never owned a Yamaha Before. Such is the equity of brand Yamaha in India.

Yamaha happens to be the World number two in terms of two wheeler sales after Honda. But in spite of having its presence in India since the mid eighties, Yamaha at present has a market share of just around 3 %.

Needless to say that so far Yamaha has performed below expectations in India.

Lets try to find what has gone wrong for Yamaha India..??


Product LineupLets first look at the Yamaha Products in India.. We have the

100 C.C (economizers)

Crux
Libero G5
Alba (recently launched)
125 C.C

Gladiator (with its “Type J.A” variant)

And….??Nothing else.. at least till now..!!

Ask any Tom Dick and Harry on any Indian street to associate the first word that comes across his mind with "Yamaha". I can safely bet my money that the answer will invariably be “Speed, Power, Performace”.

After the RX100 and the RD350, by no means can Yamaha make us believe that its 100 cc and 125 cc bikes are the best that it can do in India.

Administrative Problems.

In 2001, Yamaha India bought majority stake in Escorts, its erstwhile JV partner and started on its own as fully owned Japanese subsidiary. But it did not mean that Yamaha India got a fresh start in 2001. Yamaha India had to carry along the Escorts legacy in the form of its workers who previously used to work under Escorts. This is a problem that Yamaha India hasn’t been able to sort out even today.

If you don’t understand how that can be a problem, just try to teach computers to your grandpa and you will understand what I mean. Times had changed since Escorts-Yamaha used to churn out the RX100. Changing times means a different approach to work which requires a change in the mindset of the workers at Yamaha’s plant. And this is one aspect which the new Japanese Bosses at Yamaha India haven’t been able to address so far.


Inefficient and Archaic Dealerships:

Compared to the new and swanky showrooms of its competitors, majority of the dealers and showrooms of Yamaha India looks like it still belongs to the “Licence Raj” days. These dealerships have been in operational since Escorts-Yamaha days. With concepts like “Pro-Biking” showrooms of Bajaj which have been designed to provide a rich experience to the biker, Yamaha India still has a lot to pick up.

Marketing Disaster:

Similar to the how (according to me) the Honda Unicron, has been a marketing failure in India, virtually every product from Yamaha can be a case study for failed Marketing effort.After marketing research the next steps of marketing can be summed up as

Segmentation
Targeting and
Positioning


First of all Marketing Dept. of Yamaha picked up the wrong Segment (100 cc segment) to play in, targeted the wrong customers (actually it beats me to decipher who is Yamaha’s 100 cc target customer) and doesn’t have a strong and clear Positing statement for its products.

Lets try to figure out “What is the positioning statement of Yamaha India’s motorcycles..” From the wheelie popping Gladiator 125 cc ads featuring , John Abraham and the latest ad of the 100 cc Alba here a Girl gets the tattoo of the 100 cc Yamaha Alba on her back, we can say that Yamaha India’s bike are positioned as fast and with sexy designs.

Sexy looks for a 100 cc commuter..?? Wheelies from a 125 cc executive commuter..?? Yeah, that's what we need. Probably you have the answer now.


What can we expect from the future..??

No matter how miserably Yamaha’s offerings’ have performed in India so far, Indians still have and probably will always have respect for any products from any Japanese Bike maker.

The day Yamaha India launches a proper performance bike, “desi” bike enthusiasts will sit up and take notice. There is no reason to believe that the World’s Second largest Two Wheeler maker can’t pull it off in India. According to me its just the matter of application and letting go of the past.

What is required is to think and start afresh. Let’s see for how long can Yamaha India keep us waiting.Inputs from: Business World

DISCOVER DISCONTINUED

Bajaj Auto to discontinue the Discover 112 and the Discover DTSi 125:Following with the launch of the XCD comes the news that Bajaj Auto is ceasing the production of the Discover 112 and the Discover DTSi 125. The Discover hadn’t been selling that well. As admitted by Mr. Rajiv Bajaj himself, Bajaj Auto was selling less than 5,000 Discover 112 per month (read about it here..). This leaves only the Discover DTSi 135 as the production model holding the Discover brand name. Read about it here..With the decision to discontinue the 112 and 125 cc models of the Discover, Bajaj Auto has made it clear that it will target the entry level 125 cc segment with its XCD, priced attractively at Rs. 41-42K (Ex-Showroom Pune) which is close to the price tag of the 100 cc Hero Honda Splendor.The Discover DTS-i 135 must have been successful for Bajaj since they are planning to continue with this particular model. At least in Bangalore City I have witnessed quite a few Discover DTS-I 135 cc models pottering around.

Honda to launch new bikes from Hero Honda, HMSI stables

The $93-billion Honda Motor Company (HMC) will launch an array of products through its two subsidiaries —Hero Honda and Honda Motorcycle & Scooters India (HMSI) — to retain its combined 60% market share in the two-wheeler market. This is in response to rivals Bajaj Auto and TVS Motors’ new bikes on the twin-spark plug technology platform.

Honda Motor Company’s Southeast Asia head and the CEO of Honda SIEL Cars India Masahiro Takedagawa told ET on the sidelines of the 10th anniversary of Honda cars in India, “We are not sitting idle. We have our own strategy and will soon come out with a range of new bikes for the Indian market. I cannot disclose the products right now but these will be extensions of our new two-wheeler technology, which will be launched in the Indian market soon.”

Sources said HMC is contemplating to launch two-three new bikes through Hero Honda and HMSI in the festive month of October when sales spurt due to auspicious buying during Dussehra and Diwali. Hero Honda is likely to introduce new bikes between 130 cc and 150 cc.
(a higher engine displacement than Bajaj Auto and TVS Motors’ newly-launched bikes). A Hero Honda spokesperson refused to confirm the launch and said, “The company would not like to comment on future product launches.”

To counter threats by Bajaj Auto and TVS Motors, which aim to upgrade 100-cc customers to their 125-cc bikes, HMSI is likely to launch new bikes in the 100-cc segment based on new technology offerings, higher fuel efficiency and power. “We are planning to further increase out portfolio in the two-wheeler market and both companies (Hero Honda and HMSI) will complement each other in different two-wheeler segments. The new products will cater to different kinds of demands in the market,” Mr Takedagawa said.

HMC is keeping a wait and watch policy on the recent launches of Bajaj Auto and TVS Motors, which are targeted at gaining volumes in the market. Bajaj Auto launched the 125-cc bike 'XCD 125' on its patented DTSi technology on Sunday at Rs 41,000, about Rs 3,000 lower than the cheapest brand of Hero Honda. TVS Motors had also rolled out a new 125-cc bike Flame on the similar twin spark-based (CC-VTi) technology from its Hosur manufacturing facility in Tamil Nadu, which will be launched commercially in October.
Via: The Economic Times

Bajaj XCD

In a bid to shift customer preference from the popular and volume-driven 100 cc segment, the country's second largest two-wheeler maker Bajaj Auto (BAL) launched its Digital Twin Spark Swirl Induction (DTS-Si) engine powered 125 cc motorcycle XCD at a price of Rs 41,000 (ex-showroom).

The company says it has clubbed features of a 150 cc bike with the mileage of a 100 cc motorcycle in XCD 125 and claims that the new product runs up to 109 km per litre. 'XCD 125' is also expected to become the company's main weapon in exiting the high-volume, low-margin 100 cc segment, which the company says has shown negative growth in the past few months. "The 100 cc bike segment has shown a constant decline in the current fiscal while all the remaining motorcycle segments are growing. With the innovative XCD 125, we are trying to provide customers with the value for their money," BAL Managing Director Rajiv Bajaj told . He said except the 100cc segment, which is nearly 60 per cent of the overall two-wheeler market, all other segments such as 125 cc, 150cc and gearless scooters are growing. "The customer is losing interest in 100 cc bikes which would lead to the demise of this segment very soon. We are not exiting the 100 cc customer, we are exiting the 100 cc products by offering consumers a better product," Bajaj said. The company would roll out XCD 125 from its Waluj plant in Aurangabad. The monthly production of the model would be ramped up from 20,000 units in September to 50,000 in October and subsequently to 70,000 units by November.
Wallpapers of Bajaj XCD 125

Test ride of RTR FI, Flame

Test ride of RTR FI, Flame,Scooty Teen

Apache RTR FI - with rear disk brake
Flame - with some handy storage space on tank
check out da video for more

New P220 is big

New Bajaj Pulsar 220 is really a big deal

What is performance motorcycling? Does it really have takers in a commuter-oriented market like ours? Is an indigenously developed and built larger capacity motorcycle possible?


For Indian motorcycle manufacturers, the answer to the first question so far, has been, "Who cares?" and the other two has been, "No way." Which is why the new Bajaj Pulsar DTS-Fi is a milestone.


The Indian motorcycle enthusiast's lot has been a tortured one. His demands have been swamped and diluted in a swarm of 60 kpl machines and in the entire history of Indian two-wheelers, only six or seven machines are memorable on performance terms. And of them, maybe two are on sale right now.


But with 124 kph showing on the orange-lit LCD speedometer of the new Bajaj Pulsar 220 DTS-Fi I'm on, I really should be doing other things. Like figuring out how to get the motorcycle to slow down for the uphill left turn that is coming up quickly.


It really isn't a concern, as the brakes are the best I've used. If my visor were dry and my raincoat was still in my kit bag, I'd probably be seeing closer to 135 kph on the speedo right now.
On my umpteenth fast-but-not-pushing-it lap of Bajaj's Chakan plant test-track, I'm impressed with the motorcycle and what it represents. Since the Yamaha RD350 (Yamaha RX100 and Suzuki Shogun lovers please excuse), we haven't had this classy, this fast, this good a performance motorcycle at all.



It takes corners with a delightful, eager poise, is accurate like a surgeon's scalpel and can brake hard with easy confidence. The throttle is superlight and crisp and I can already see all sorts of careless riders using it to scare themselves silly. More importantly, I can see hordes of serious riders grinning in delight.


And why not? Bajaj's design brief for the DTS-Fi was to create a no-compromise machine for the performance motorcycle enthusiast. This, they have achieved.


The motorcycle boasts a highly refined (low noise, no vibes, slick shifts and all) 220cc motor that makes a heady 20 bhp and 1.95 kgm of torque. And it is effortless, free-revving and can roll along at 50 kph in top gear should you feel the need. And return 50 kpl while you are doing that. It's almost like having your cake and eating it too.


I could, at this point, go into a 3,000-word discussion of all the various features this bike sports, some of which have never been seen on Indian motorcycles. But that would be missing the point.
In any case, you will be spending a lot of time in Bajaj's Pro-Biking showrooms listening to the harried sales guy who will be hard-pressed to remember all of them.


The big ones are tubeless tyres (one of the reasons for the great handling feel), 55-watt projector low beam headlamp (even, no-glare illumination), slick digital dash (feature packed and easy to read) and new styling package with distinctive LED taillamps. But the biggest of them all is fuel injection, which has allowed the DTS-Fi to get that linear power curve, crisp feel and instant throttle response.


A bike like the Pulsar DTS-Fi is significant because this is the first nod from a major manufacturer to the Indian performance enthusiast in years.


The Bajaj Pulsar 180 and to some extent the Hero Honda Karizma have been the staples for us, but in one stroke, they're both passe. Here is a motorcycle that's more sorted, faster and more effortless.


And while Bajaj won't say it, the DTS-Fi is not going to be outrageously expensive either. They confirmed a five-digit price tag and our sources are hinting at an on-road price of Rs 92,000 or thereabouts. Yes, fully loaded. Which is outstanding value for money.


In EMI terms, the increment over a Pulsar 180 or a Karizma would be next to nothing. In value terms, it would make a great purchase. Again, Bajaj won't say it, but we believe Diwali or during that festive period, you will be able to walk in and buy the fuel injected Pulsar from any Bajaj Pro-Biking showroom.



With these many features, obvious performance and a smart, high power price tag, the Pulsar 220 could actually change our manufacturers' answers to all the three questions we posed right at the outset.


The motorcycle will be commercially successful, there is no question about it. Obviously, it won't beat the 60 kpl commuter. But then, it doesn't have to. For the enthusiast, it would be the perfect tool to forget about those appliances.


For the manufacturers, especially rivals, it would signal the opening of a new market at the very top of the pecking order. A market all of us enthusiasts are milling about in, but the shelves have been empty so far.


The Pulsar 220 might actually cause competing products to fill the shops. We already know that TVS is working on an Apache 180. A successful P220 might even prod Hero Honda (or Honda, or both) to upgrade, re-arm or replace the Karizma with something more serious.


It might actually engineer separate market spaces for enthusiast-centric product strategy, which so far, does not exist. For us, it would be the beginning of an era of machines we've been forced to only dream about so far.


There is, of course, another perspective. I personally wish the motorcycle had been a storming 25 bhp 250cc demon. That would have elevated the price tag, but it would have represented a cleaner break with lower displacement machines.But then, the enthusiast will always want more. And therein lies the market. Usually, the enthusiast will be more likely to put his money where his mouth is. And so far, only Bajaj seems to have realised this.

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RTR 160

TVS APACHE RTR 160

source :overdrive

Seems like only yesterday, when we couldn’t stop complaining about TVS’ conservative outlook, be it the design of its motorcycles or the add-ons it so beautifully shied away from offering. We wanted this engineering company to gives us something sensational. And with the launch of the Apache just over a year ago, the company delivered. And how! Now, with the bike’s timely upgrade in the form of the Apache RTR 160, it seems TVS wants to rub it in.
She is an important bike, is the RTR, and not just for TVS but for biking enthusiasts in general. You see, the latest iteration of the Pulsar gave the entry level premium motorcycle buyer features which were unseen even on more expensive bikes. Now, the RTR promises to take things to a new level altogether offering both more features and better real world performance.
We spent a week thrashing the bike, gauging her show-off coefficient, and her stunting abilities. And yes, we also found time to put the RTR through our road test regime to confirm that this one isn’t just a paper tiger.

Style & build:Yellow, yellow stunning fellow
She sure is one stunning piece. And looks more so doused in yellow. The graphite theme for the engine, along with black racing strips that run her length, and the red stickering on the black alloy wheels (yes, it’s no pin striping job this, just stickering which could have been better executed), further highlight her sporty mien. But underneath all the jazz, she is identical to the Apache 150, with TVS retaining all the body panels, and the switchgear lock, stock, and barrel.
Not completely a bad thing given that Apache’s sculpted front mudguard, bikini faring, side panels and the muscular tank still look contemporary. We would have nevertheless liked to see a more innovative tail piece design. RTR, in addition, gets a belly pan, which adds to the racy appeal of
the bike.
Also new for the bike is the instrumentation featuring a yellow glow LCD screen displaying the speedo, odo, two trip meters, fuel gauge and clock. The tachometer continues to be an analogue one and houses telltale lights indicating low battery charge, service due and low fuel while weary looking indicators for high beam, turn indication and gearbox neutral reside separately. Meanwhile, the silver finish for the console as shown at the bike’s preview has been dumped for a complete black affair. LED tail lamps, which have become a norm of sorts for this product category with the Pulsar and CBZ X-Treme already sporting the same, make their way on to the RTR as well.
However, unique to the new Apache are the clip-on handlebars complete with nice looking alloy finished levers and meaty but comfortable grips. Not only do the adjustable bars add to the bike’s sporty demeanour, these along with the impressive looking alloy rearset footpegs, and a supportive seat make for a sporty but comfortable riding position as well. The bike also sports the most attractive and user-friendly set of split grab rails we have seen on an Indian bike.
The RTR leaves a little to be desired in the fit and finish area though. The LCD console doesn’t fit flush within the plastic shroud around the former revealing uneven gaps towards the lower side. Also, given the bike’s out-an-out sporty character we would have liked smaller things like the side-stand design to reflect the same. In terms of build quality, the bike held together very well over a week of hard riding with no rattles or squeaks cropping up, and if it weren’t for a dislodged clutch cable, the left side parking bulb conking off, and the fuel gauge of the LCD display behaving erratically, we’d have nothing to crib about at all

Engine secrets

How To Break In Your Engine For More Power & Less Wear

One of the most critical parts of the engine building process is the break in !!
No matter how well an engine is assembled, it's final power output is all up to you !!

Although the examples shown here are motorcycle engines,
these principles apply to all 4 stroke engines:

Street or Race Motorcycles, Cars, Snowmobiles, Airplanes & yes ...
even Lawn Mowers !!

( regardless of brand, cooling type, or number of cylinders. )
These same break in techniques apply to both steel cylinders and Nikasil, as well as the ceramic
composite cylinders that Yamaha uses in it's motorcycles .

What's The Best Way To Break-In A New Engine ??
The Short Answer: Run it Hard !em>

Why ??

Nowadays, the piston ring seal is really what the break in process is all about. Contrary to popular belief, piston rings don't seal the combustion pressure by spring tension. Ring tension is necessary only to "scrape" the oil to prevent it from entering the combustion chamber.

If you think about it, the ring exerts maybe 5-10 lbs of spring tension against the cylinder wall ...
How can such a small amount of spring tension seal against thousands of
PSI (Pounds Per Square Inch) of combustion pressure ??
Of course it can't.

How Do Rings Seal Against Tremendous Combustion Pressure ??
From the actual gas pressure itself !! It passes over the top of the ring, and gets behind it to force it outward against the cylinder wall. The problem is that new rings are far from perfect and they must be worn in quite a bit in order to completely seal all the way around the bore. If the gas pressure is strong enough during the engine's first miles of operation (open that throttle !!!), then the entire ring will wear into
the cylinder surface, to seal the combustion pressure as well as possible.

The Problem With "Easy Break In" ...
The honed crosshatch pattern in the cylinder bore acts like a file to allow the rings to wear. The rings quickly wear down the "peaks" of this roughness, regardless of how hard the engine is run.

There's a very small window of opportunity to get the rings to seal really well ... the first 20 miles !!

If the rings aren't forced against the walls soon enough, they'll use up the roughness before they fully seat. Once that happens there is no solution but to re hone the cylinders, install new rings and start over again.

Fortunately, most new sportbike owners can't resist the urge to "open it up" once or twice,
which is why more engines don't have this problem !!

An additional factor that you may not have realized, is that the person at the dealership who set up your bike probably blasted your brand new bike pretty hard on the "test run". So, without realizing it, that adrenaline crazed set - up mechanic actually did you a huge favor !!

Here's How To Do It:
There are 3 ways you can break in an engine:
1) on a dyno
2) on the street, or off road (Motocross or Snowmobile.)
3) on the racetrack


--------------------------------------------------------------------------------
On a Dyno:
Warm the engine up
completely !!

Then, using 4th gear:

Do Three 1/2 Throttle dyno runs from
40% - 60% of your engine's max rpm
Let it Cool Down For About 15 Minutes

Do Three 3/4 Throttle dyno runs from
40% - 80% of your engine's max rpm
Let it Cool Down For About 15 Minutes

Do Three Full Throttle dyno runs from
30% - 100% of your engine's max rpm
Let it Cool Down For About 15 Minutes
Go For It !!

NOTE: If you use a dyno with a brake, it's critical during break - in that you allow the engine to decelerate fully on it's own. (Don't use the dyno brake.) The engine vacuum created during closed throttle deceleration sucks the excess oil and metal off the cylinder walls.

The point of this is to remove the very small (micro) particles of ring and cylinder material which are part of the normal wear during this process. During deceleration, the particles suspended in the oil blow out the exhaust, rather than accumulating in the ring grooves between
the piston and rings. This keeps the rings from wearing too much.

You'll notice that at first the engine "smokes" on decel, this is normal, as the rings haven't sealed yet. When you're doing it right, you'll notice that the smoke goes away after about 7-8 runs.
--------------------------------------------------------------------------------
On the Street:
Warm the engine up completely:
Because of the wind resistance, you don't need to use higher gears like you would on a dyno machine. The main thing is to load the engine by opening the throttle hard in 2nd, 3rd and 4th gear.

Realistically, you won't be able to do full throttle runs even in 2nd gear on most bikes without exceeding 65 mph / 104 kph. The best method is to alternate between short bursts of hard acceleration and deceleration. You don't have to go over 65 mph / 104 kph to properly load the rings. Also, make sure that you're not being followed by another bike or car when you decelerate, most drivers won't expect that you'll suddenly slow down, and we don't want
anyone to get hit from behind !!

The biggest problem with breaking your engine in on the street (besides police) is if you ride the bike on the freeway (too little throttle = not enough pressure on the rings) or if you get stuck in slow city traffic. For the first 200 miles or so, get out into the country where you can vary the speed more
and run it through the gears !

Be Safe On The Street !
Watch your speed ! When you're not used to the handling of a new vehicle, you should accelerate only on the straightaways, then slow down extra early for the turns. Remember that both hard acceleration and hard engine braking (deceleration) are equally important during the break in process.
--------------------------------------------------------------------------------
On the Racetrack:
Warm the engine up completely:
Do one easy lap to warm up your tires. Pit, turn off the bike & check for leaks or
any safety problems. Take a normal 15 minute practice session
and check the water temperature occasionally. The racetrack is the perfect environment to break in an engine !! The combination of acceleration and deceleration is just the ticket for sealing the rings.
Go For It !!

--------------------------------------------------------------------------------

Yeah - But ...
the owner's manual says to break it in easy ...
Notice that this technique isn't "beating" on the engine, but rather taking a purposeful, methodical approach to sealing the rings. The logic to this method is sound. However, some will have a hard time with this approach, since it seems to "go against the grain".
The argument for an easy break-in is usually: "that's what the manual says" ....

Or more specifically: "there are tight parts in the engine and you might do damage or even seize it if you run it hard."

Consider this:
Due to the vastly improved metal casting and machining technologies which are now used, tight parts in new engines are not normal. A manufacturing mistake causing a tight clearance is an extremely rare occurrence these days. But, if there is something wrong with the engine clearances from the factory, no amount of gentle running will fix the problem.

The real reason ???
So why do all the owner's manuals say to take it easy for the first
thousand miles ???

This is a good question ...



--------------------------------------------------------------------------------
Q: What is the most common cause of engine problems ???
A: Failure to:
Warm the engine up completely before running it hard !!!

Q: What is the second most common cause of engine problems ???
A: An easy break in !!!

Because, when the rings don't seal well, the blow-by gasses contaminate the oil with acids and other harmful combustion by-products !!

Ironically, an "easy break in" is not at all what it seems. By trying to "protect" the engine, the exact opposite happens, as leaky rings continue to contaminate your engine oil for the rest of the life of your engine !!

PICS of da tested pistons comin up inda nxt post !!!

source: http://www.mototuneusa.com/

turbo vespa

unblevieble turbo in vespa scooter



soo what you say after seeing this video ???

RTR Beatig P200

i am not sure how far this is true….?? Can a TVS Apache beat Bajaj pulsar 200 …??


source: www.rockingroadies.com/

p220s Design copied

Hey guys…This is my first post about a bike here. Hmmm…..Now let me come to the point. some how I feel that the design elements of P220 is inspired by three bikes that is Ducati 999,kawasaki Z750S and Suzuki SV1000. There are certain similarities, specially the back panel from Suzuki SV1000. Headlight design might be inspired from Ducati 999 and rest from Kawasaki Z750S. I wouldn't say the design is copied but I would say it might be inspired. Below I have compared p220 pics with Ducati 999,kawasaki Z750s and Suzuki SV1000 pics. What do you guys have to say on this….??


__________________________

Kawasaki Z 750s & Bajaj Pulsar 220

source: http://www.rockingroadies.com/

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