Saturday, October 25, 2008

remer karburator

remer karburator standart 17 mm menjadi 20 mm lumayan mendongkrak tenaga motor standart......

diikuti pemakaian BB dengan oktan tinggi....pertamax plus...

remer karburator

remer karburator standart 17 mm menjadi 20 mm lumayan mendongkrak tenaga motor standart......

diikuti pemakaian BB dengan oktan tinggi....pertamax plus...

Motorcycle Pictures of the Week - ThFireman's Wife and Keithva99

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery.

See ThFireman's Wife with her 1976 Honda CB750F Super Sport. Also see Keithva99 on his 2000 Kawasaki "Indian Drifter." For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

BMW Recalls 2005-2006 HP2 Enduro Motorcycles for Paralever Problem

BMW has issued a recall of certain 2005-2006 HP2 Enduro motorcycles.

The front threaded fastener of the Paralever link may not have been tightened to correct specifications. If the fastener was not tightened according to specifications, it could loosen. Over time, it is possible for the fastener to separate from its housing. If this were to occur, then the final drive of the motorcycle would not be properly supported.

365 units are affected.

Check out my Motorcycle Recalls feature for more details.

Ducati Recalls 2008 Desmosedici RR Motorcycles for Fuel Tank Drain Hose Defect

Ducati has issued a recall of certain 2008 Desmosedici RR motorcycles.

The fuel tank drain and breather hose clamps may be installed incorrectly. This nonconformity may cause the fuel lines to weaken and break. This can result in damage to the motorcycle and a potential hazard to the rider.

289 units are affected.

Check out my Motorcycle Recalls feature for more details.

Buell Recalls 2009 1125CR and 2008 1125R Motorcycles for Cam Chain Problem

Buell has issued a recall of certain 2009 1125CR and 2008 1125R motorcycles.

These motorcycles can experience a premature failure of the rear cylinder cam chain tension guide (part number F0020.1AM). This can cause plastic debris to block the oil pump screen, possibly leading to oil starvation and engine seizure.

140 units are affected.

Check out my Motorcycle Recalls feature for more details.

Thursday, October 23, 2008

Buell Issues Recall for Windshield Problem on XB12XT and XB12XP Motorcycles

Buell has issued a recall of certain 2008-2009 XB12XT and 2009 XB12XP motorcycles.

The windshields may become dislodged and allow the windshield to either strike or distract the rider while the vehicle is being ridden at a high speed. This could result in a crash, which could cause injury or death to the rider.

624 units are affected.

Check out my Motorcycle Recalls feature for more details.

Sunday, October 19, 2008

Habitat for Humanity Ride - I Ride for Jane

Since the death of my wife, Jane, just 49 days ago, I've received a "circle the wagons" type of protection that never seems to leave me. I receive telephone calls almost every evening from my three grown children wanting to know how I am, what has happened that day, and if there's anything they can do for me. Well, my family has tried to stay close in the past but this new communication blitz is different. I guess it is expected when a tragedy occurs that affects all members of the family equally. Before, telephone calls from the kids were normally short calls taken after the kids had already talked to their mother and just wanted to ask me for some kind of advice that only a dad can give. Now, the calls are very personal lasting from 20-60 minutes with all subjects fair game. In a way, this is kinda nice.

In addition, the motorcycle community has been providing me with a zone of security when I ride. For example, the members of my Gold Wing Road Riders Association (GWRRA) chapter often go on dinner runs. They try their best to make sure that I'm getting out of the house on a regular basis and getting a decent meal so I get calls to remind me that an event is coming up. Such was the case when I got called to go to Big Ed's BBQ on October 2, 2008. Mike calls and says that they will be over to pick me up. That means that at least two motorcycle riders will show up in my driveway at an appointed time. I pull my trike out and fall in behind the lead rider while the second rider falls in behind me. I am now in the protected position. All moves in traffic are communicated over the CB radios we have on all the bikes. Lane changes are announced as the rider in back seizes the lane first and then notifies me and the lead rider to move over. We move as a unit with military precision. This is a very neat way to travel.

We had a great time at Big Ed's and on the way back to my house -- again in the protected mode -- Mike says over the CB, "You know, we'd really like to see you come out this weekend for the Habitat for Humanity Ride."

I knew about the ride. It was to be an escorted ride of up to 1000 motorcycles. Each rider had to register and make a donation or get sponsors to pledge money for their participation in the ride. The goal was to raise enough money to buy materials to build a new house for a disabled military veteran in the Freehold, NJ area -- a worthy cause, indeed.

I told Mike, "I'll think about it."

Mike came back with, "Well, listen Walt, this will be a great ride and you won't want to miss it."

The wheels in my head were going round and round as I arrived home and said my farewells and thanks for the escort to Mike and his wife as they headed back to their own home five miles away.

There were only two more days until the Habitat ride and I hadn't registered or donated anything yet. So I got an application by emailing another chapter member, "Just Bob."

I decided that I would ride my wife's white 1998 Honda Gold Wing Motor Trike with the pegs down in her honor. Jane was going to take this ride with me.

On Sunday, October 5, 2008, I rode Jane's trike -- without any security detail -- two miles to where we were to assemble at 8 a.m. This picture was taken just after I arrived at the chapter staging area. You can see the white trike on the right. Note my red helmet on the seat with special tiger ears and tail affixed. My chapter, known as F-Troop, often rides with these tiger ears and tail to attract attention and be seen better (and to just have fun). Jane always wore these so I wore them also for this ride.

One of the members of F-Troop, known as Blondie, likes to carry the tiger tail and ears to its extreme manifestation and rides with a full-size tiger character in the pillion position. Also, note the tiger ears and tail on her helmet.

After all the F-Troop riders had arrived, we rode over to the main parking lot at the local theater and parked up front so as to be near the beginning of the parade. Seen in front of the two columns of F-Troop bikes is "Just Bob."

There were several people who wanted to ride in the parade but were not motorcyclists. A few sidecar rigs were provided to give these folks a ride to remember. Here is another Bob with his sidecar top up, waiting for a guest passenger.

The parking lot quickly filled up with motorcycles. Riders registered, got coffee and donuts, and chatted waiting for the opening ceremonies.

Here's a closeup showing F-Troop members in red.

Here's a picture up front showing the mass of machines.

There were many beautifully painted motorcycles with military themes. The following two pictures show one such motorcycle.

The color guard formed and a young woman prepared to sing the National Anthem.

A local priest gave the invocation and blessing of the bikes and prayed for a safe ride for all.

Then the ride began. This was an escorted ride. That means that all traffic on the side streets is stopped and the police stand at all traffic lights and stop signs to allow us to pass without stopping.

The problem with parades of this sort is that the riders in front will get way ahead of the riders in back forcing the riders in back to speed up to extremely high speeds to keep up. Therefore, it's necessary for riders in front to go slower to keep the group together.

We proceeded on a route through western Monmouth County that covered approximately 70 miles before turning onto the Route 33 Bypass at Millhurst Mills. From there it would be a straight ride for 5-6 miles before leaving that road and winding around country roads to reach the destination at the Colts Neck Firehouse on Route 537.

But before that, we traveled over scenic, winding country roads past horse farms and protected farm land. F-Troop members had a great time chatting on the CB about various points of interest along the way and making jokes and side comments. It was a great way to spend a fall Sunday afternoon.

At times, we were in open areas with curves both ahead of us and behind us. You could look forward and see 50-100 bikes winding left and right in front of you and you could look in your rear view mirrors to see similar movements behind you. There were no interspersed cars, just motorcycles for as far as the eye could see in front and to the rear. Quite a sight!

When we arrived at Millhurst Mills and turned onto the Route 33 Bypass, there was some confusion and slowness of the motorcycles ahead of me. When I turned onto Route 33 and headed east, it was a straight stretch of highway and since our speed was well under the speed limit, the bikes had bunched together in a mass formation. It was beautiful. A solid mass of machines tightly formed and moving with precision. I thought of Jane whose spirit was riding with me in the pillion seat. She would have loved this ride. She loved formations like this that displayed the beauty of motorcycling to non-riders. I had to wonder what the people in the cars on the other side of the road were thinking seeing a solid mass of motorcycles traveling in the other direction. Would they know that we were out raising $55,000 to build a house for a disabled veteran? Probably not. We were the ones who knew what we were doing and that's all that mattered. Did anyone know that I was riding with Jane's trike and Jane's spirit on the back. Not a chance. But I knew and many of my fellow riders knew. That's all I cared about.

When we arrived at the Firehouse and parked on the grass, we lined up for a great lunch put on by a local restaurant, The Cabin. Here's a few pictures of that scene.

It was announced that $55,000 had been raised by the ride and that was enough to buy the materials to build a house for a disabled veteran. Also, there had been 767 bikes in the ride -- a new record.

Here's a picture of that great F-Troop group that accompanied me on the Habitat Ride. That's me, second from the left. Jane wasn't riding with me this year but her spirit surrounded us for the whole trip and made her trike run the smoothest it's ever run.

Thanks Jane for 47 years of wedded bliss. It was quite a ride. Godspeed.

All pictures ©2008 Walter F. Kern

Saturday, October 18, 2008

Motorcycle Pictures of the Week - Laurie and Terry

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery.

See Laurie on her 2008 Yamaha V-Star Silverado 650. Also see Terry on his 1998 Suzuki RM250. For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

THE KAWASAKI W650

The Kawasaki W650 is a different kind of retro bike, a standard easy to mistake at first glance for a late 1960's Triumph Bonneville. Kawasaki claims that the W650 was inspired by their own W1 twin of 1967 (itself a knockoff of the BSA A10, a pre-unit construction 650), but anyone who has seen a W1 knows the W650 looks nothing like that, and very much like the vastly more popular Bonneville.

The gas tank shape, tank badges, rubber kneepads, rubber fork gaiters, cases, mufflers, seat, fenders, headlight, and paint job are all clearly influenced by late 1960's Triumph design. This is not bad thing, as the T120 Triumph Bonneville 650's are widely regarded as some of the most beautiful motorcycles ever built. The W650 styling is a success, as it garnered positive comments from observers everywhere that it went.

It is hard not to compare the W650 to the vintage British motorcycles it resembles, as well as the contemporary Harley-Davidson 883 Sportster and new Triumph Bonneville 800, which are its natural rivals. (See my article 2001 Comparison: Bonneville, Sportster, W-650.)

My 2000 model test bike's gas tank came with two tone "Galaxy Silver" and "Luminous Blue" paint, set off by gold pin striping. The quality of the paint job was very good. The frame, front forks, side covers, chain guard, rear hub, and rear shock covers were all painted black. The seat is black vinyl with white piping. The engine/transmission cases, various smaller engine bits, and wheel rims are polished alloy. The pipes and mufflers, fenders, headlight, turn signals, and sundry small pieces are chromed. The overall look is very appealing.

Like a classic Triumph 650, an air-cooled vertical twin in which both pistons rise and fall together powers the W650. However, this Kawasaki twin is counterbalanced to control vibration, has a single overhead cam driven by a hypoid gear with an offset bevel drive shaft, four valves per cylinder, and displaces 676cc. Bore and stroke is 72x83mm. Twin Keihin 34mm CV carburetors deliver the fuel/air mixture to the engine, and the ignition is electronic. The slick shifting five-speed transmission has positive stops at first and fifth gears. Fifth feels like an overdrive gear, and keeps the RPM down when cruising on the interstate. Final drive is by chain. According to a Cycle World magazine test, this engine produces 44.7 hp at 7,050 rpm and 37.5 ft. lbs. of torque at 5,100 rpm at the rear wheel.

Performance figures from the same Cycle World test revealed a 1/4 mile time of 14.33 seconds at 92.54 mpm, and a 0-60 time of 5.6 seconds. The bike's top speed was 101 mph, and it averaged 41 miles per gallon of fuel.

The W 650's double cradle frame has a square backbone, unlike the classic T120 Bonneville that had a single downtube frame built of round tubing. The engine is rubber mounted in this frame to keep vibration away from the rider. The steel swingarm is conventional in design.

The suspension components seem to have been chosen more on the basis of price than performance. The same could not be said about the T120 Bonneville in its heyday. Of course, suspension standards are much higher now. Front fork rake is 27 degrees, and trail is 4.1 inches. The 39mm telescopic forks have 5.1 inches of travel. The front forks of the W650 offer no adjustment, and dive excessively under hard braking. Progressive front fork springs would probably cure this. The twin rear shocks are adjustable for spring preload only, and have 4.1 inches of travel.

The attractive laced wheels feature neat lightweight alloy rims. The stock tires are Bridgestones, apparently designed to resemble classic Dunlop K-70's. The front is a ribbed 100/90x19, and the rear is a 130/80x18. I didn't have any trouble with them but if I owned this bike, when tire replacement time rolled around, I would shop for higher performance rubber, available from from Dunlop or Metzler.

The hydraulic front brake is a single 300mm disc with a twin piston caliper; the rear wheel has to make do with a mechanical drum brake. This combination provides predictable stopping power, but a second front disc would be a worthwhile improvement.

Standard instruments include both a speedometer and tachometer, mounted in front of the handlebars where they are easily seen. The LCD odometer is built into the face of the speedometer, and also offers trip meter and clock functions. I found the clock to be a particularly useful feature. The tach houses an array of idiot lights for neutral, high beam, oil pressure, and turn signals. The fork lock is conveniently combined with the ignition switch, which is located at the top of the triple clamp.

The four gallon gas tank has comfortable kneepads and a flat, locking, gas cap. From the side it looks like a classic Triumph gas tank, but from the riding position it is much wider. One of the most attractive features of the classic Bonneville 650 was its svelte 2.5 gallon tank, a fact that seems to have been overlooked by Kawasaki. An unsightly pressed steel seam runs completely around the lower edge of the tank. Nevertheless, overall it is a good looking gas tank

The ersatz Triumph-like chrome tank badges are fastened with an adhesive, and can be removed without damaging the paint job, as can all the other Kawasaki badges and decals on the bike. Since I feel that the tank badges detract from the lines of the tank, I would remove them if this were my personal bike. In the past I have found that a hair dryer works well for this.

I would also remove the word "Kawasaki" from the back of the dual seat (contact cleaner or something similar will work here). On the other hand, I thought the gold "W650" decals on the black side covers (which form the air box for the twin carbs) restrained and appropriate, and I would leave them in place. My purpose would not be to conceal the fact that this bike is a W650, but rather to clean up details I regard as unsightly. The cheap looking front and rear side reflectors are equally easy to remove, and their absence would also help to clean up the appearance of the bike.

A W650 weighs 434 pounds dry, quite a bit more than a T120 Bonneville's 386 pounds. Wet weight is about 460 pounds. Wheelbase is 57.1 inches, and ground clearance is 4.9 inches. The W650's seat height is 31.5 inches, but the bike is narrow, which helps the rider's feet reach the ground.

Nice features include the attractive chrome fenders, the flexible turn signal stalks (designed to reduce the chance of damage in a tip over), chrome passenger grab handles, a center stand (in addition to a kick stand), kick as well as electric starting, and the big chrome headlight.

Not so nice features include the lack of self-canceling turn signals, the ugly black painted rear hub, the dim dash lights that are hard to see in bright sunlight (a common complaint with many motorcycles), the ineffective horn, and the ungainly combined tail light, rear turn signal, and license plate bracket. Perhaps the aftermarket could supply something to replace the latter.

Kawasaki offers very little in the way of accessories for the W650 as of this writing. I hope they take steps to improve the situation, but for now adapting "multi-fit" parts from aftermarket suppliers is about the only recourse. There is a Yahoo W650 Registry on the web to assist W650 fans find accessories and information. The URL is: http://groups.yahoo.com/group/W650Registry

Riding the W-650 revealed no surprises. It started immediately when I pressed the starter button. I have kick started all the real Britbikes I ever want to, so I eschewed the kickstarter, but the dealer (Cycle Sport of Eugene, OR) assured me that it will start with one kick.

Despite its British appearance, this Kawasaki feels like a typical Japanese motorcycle. The engine is smooth and the transmission shifts easily and precisely, a definite improvement over vintage British bikes. The exhaust note is very restrained; I would drill out the baffles or invest in a set of freer flowing mufflers if I owned a W650. The brakes are adequate for the bike's performance. The mirrors are functional at speed and offer a decent rear view. They are a pleasant departure from the inferior mirrors on vintage British bikes.

Another departure is the excellent halogen headlight, which offers a low beam suitable for riding in town and a high beam bright enough for lonely country roads at night. The lighting on classic British bikes was atrocious.

The seating position is basically pretty upright, although the flat seat lets the rider move around to change position, and makes it easy to lay on the tank for brief high speed runs. There is a slight rise and a hard spot in the middle of the seat exactly where I wanted to plant my butt. (I am 5' 10" tall, with fairly long arms.) I understand that Kawasaki has improved the seat on 2001 models. The wide handlebar has a standard bend and conventional Japanese switches and controls. I didn't ride the W650 with a passenger, but I judge that one could, at least for short jaunts. Longer trips would probably find the seat too cramped for comfort.

Engine performance is good, if not overwhelming. The red line is at 7500, although the tach reads to 9000 RPM. Torque seemed best, and the engine seemed happiest, in the middle of the RPM range. My test bike was not completely broken-in, so I did not wind the engine all the way out. In any case, the motor's power characteristics are such that I felt no need to do so. It is definitely more fun to twist the right grip of a T120 Bonneville.

The W650 revealed no handling vices, unlike many older Japanese twins. However, it did not give me the confidence a 1969 Bonneville used to inspire. It will probably go through corners about as fast, but somehow it didn't feel as eager to me. Other reviewers have expressed similar opinions about the 2000 model W650, so for 2001 Kawasaki subtly adjusted the rake and trail of the front end for improved feel.

One of the nice things about classic style standard motorcycles is that small changes to incorporate minor improvements are all that is required to keep the bike current. We can anticipate the W650 remaining essentially the same for many years. Change for the sake of change, with its negative impact on resale value, is unlikely.

I see the W650 as an excellent city and commuter bike that is also more than adequate for Sunday rides out of town or the occasional weekend trip. It looks great and offers good overall performance. Like other standard motorcycles, it can serve multiple purposes. It feels more refined than vintage British 650's, but lacks the mechanical presence and "fun factor" of these machines. It also lacks the vibration that plagues a vintage Britbike.

The W650 offers neat styling and modern reliability, without oil leaks. It is likely to hold its value well. I regard it as one of the best all-around medium displacement motorcycles on the market today. It is not a particularly cheap motorcycle, nor does it have a lot of trick features. But it is smooth and enjoyable to ride. It is hard to imagine anyone not liking it.

1972 Kawasaki H2 750 Mach IV

The 1972 Kawasaki H2 750 Mach IV motorcycle was one of the quickest bikes of the early 1970s, but also one of the most difficult to master.

The landmark Kawasaki H2 750 IV was known not

only for its speed, but for its tricky handling
and poor fuel economy.

Founded in the late 1800s, Kawasaki has been into everything from planes to trains to shipping. It began supplying small motorcycle engines, complete with transmissions, to other manufacturers just after World War II, and began offering its own bikes in 1960.

This new segment of the company advanced -- and grew -- quickly. One of the manufacturers using those small engines was Meguro, which Kawasaki bought out in the early 1960s.

The first motorcycles to wear Kawasaki badges were 125-cc commuter bikes. These didn't sell well when the company exported them to the United States.

But Meguro had also been building a 650-cc four-stroke overhead-valve twin under license from BSA (the English company's old pre-unit model). This rather tame motorcycle met with a fair degree of success in the U.S. when introduced as the Kawasaki W1 in 1966.

But better -- and faster -- models were yet to come. First up was a 250-cc two-stroke twin called the Samurai. The Kawasaki Samurai was certainly an about-face in philosophy from the W1.

Fitted with rotary disc valves, it was a hot little number, and the temperature was raised further by the 350-cc Avenger that followed.

And then came the big one.

In the midst of numerous new "superbikes" being introduced by Triumph, BSA, and Honda, the Kawasaki 500-cc H1 Mach III two-stroke triple stood out as a ferocious performer at a cut-rate price.

Light and very powerful, with 60 horses that seemed to lie in wait and then suddenly stampede when the revs built up, rumors spread of Mach IIIs rearing up to throw their riders off on the first test drives. But in the raging superbike wars, "too much" was still not enough.

Enter the 750-cc 1972 Kawasaki H2 750 Mach IV motorcycle. With 74 horsepower on tap, it was even more fearsome than the Mach III. And not surprisingly, it inherited several of its predecessor's flaws, namely squirrely handling, a propensity to wheelie, and horrific fuel mileage.

So although it was perhaps the ultimate performance two-stroke of the day, the market -- and Kawasaki -- would soon drift toward more civilized four-strokes.

Go to the next page for more great pictures of the 1972 Kawasaki H2 750 Mach IV motorcycle.

Meguro the king of four strokes

As you read every word of this article, you will discover why Kawasaki Motorcycles were considered the Mavericks of the industry...

The story of Kawasaki Company goes back to 1924, at that time involved into metallurgy and the aircraft industry.

In 1949, they decided to enter the motorcycle industry producing engines that could be adapted to motorcycles.

FIRST KAWASAKI MOTORCYCLE INDUSTRY RELATED PRODUCTS

Motorcycle Engines

In their line you could find a 60 cc two-stroke, as well as a 150cc and a 250cc four-stroke engines developed with technology from BMW; company whom with they had had relationships since their beginnings in the aeronautical industry.

It wasn't until 1954 that Kawasaki Motorcycles produced their first complete motorcycle under the name of Meihatsu (a subsidiary of Kawasaki Aircraft Co.).

Almost at the same time, they also tried to introduce their own line of scooters to the market, but they soon realized they couldn't compete against the two giants of the scooters industry for those days: the Fuji Rabbit and the Mitsubishi Silver Pigeon.

And now before continuing with this story, I have to open a big parenthesis..

IMPORTANT INFORMATION ABOUT THE HISTORY OF KAWASAKI MOTORCYCLES

We cannot talk about Kawasaki without mentioning another make that will definitely help Kawasaki become as well as Honda, Suzuki, and Yamaha one of the big players in the Japanese Motorcycles scene:

--> Meguro Motorcycles: better know in that time as the "senior make and the king of four strokes".

Meguro entered the motorcycle industry in 1937. Having a good relationship with the government, the people at Meguro took advantage of the army orders.

Their first motorcycle was the Z97: a 500cc rocker-valve motorcycle influenced by the Swiss Motosacoche. It's worth mentioning this model was a success for the factory and the Z97 was in production till the fifties.

Along the years, Meguro produced some very nice 250cc and 350cc rocker-valve, single cylinder models as well as high performance twins. All of them with a very strong British influence. Then and thanks to the commercial success they were living, they also launched a rocker-valve 125 cc for their low end range and a twin cylinder 650cc to accompany the already existing 500cc.

But it was in 1958, when Meguro tried to get rid of their British influence, when things started to go wrong...

Based on a winning prototype of Mount Asama (one of the biggest races that time), Meguro Motorcycles produced three nice and elegant machines with overhead camshaft: the 125cc E3, the 250cc F and the 350cc Y A. Unfortunately these bikes turned out to be too heavy and didn't get the buyers' attention. Meguro will soon return to rocker valve models.

Meguro Motorcycles remained as one of the top 10 manufacturers till 1960, but due to some bad decisions, as the ones mentioned above, the company started to decline and was soon bought by Kawasaki.

In 1960 Meguro signed an initial agreement with Kawasaki Motorcycles, and in 1962 they had completely disappeared.

And this brings us back to our story...

In 1960, the company decides to give a serious push to the motorcycle division of Kawasaki Aircrafts. They take out of the market the Meihatsu brand, they build their own plant of low end and low powered machines and buy Meguro.

These brilliant moves and decisions made Kawasaki Motorcycles have one of the widest range of models in the market. Kawasaki Motorcycles could offer at that time (1960's) from a 50cc moped-scooter to a powerful, high end and beautiful 650 cc twin cylinder motorcycle.

Its also important to mention that due to their very own nature, Kawasaki Motorcycles has always played the role of Maverick in the industry and that a feeling of independence from their main competitors has always been present.

Since then, many stories have been written, many models have been produced and many races have been won, the truth is...

Nowadays Kawasaki Motorcycles is one of the major players in the industry and following their tradition, they nowadays offer a wide range of products for all kind needs and likes.

You can also take a look at Kawasaki 2006 line-up . Check this page (The link will open in a new window. Don't forget to come back to keep learning about Japanese Motorcycles:-):

Kawasaki Motorcycles line-up.

Friday, October 17, 2008

Piaggio Recalls Aprilia Scarabeo 500 for Fuel Hose Problem

Piaggio has issued a recall of certain 2006-2008 Aprilia Scarabeo 500 motorcycles equipped with Bitron Spa fuel pump/fuel filters. The fuel hose connecting the fuel filter to the fuel pump/fuel filter mounting flange may come loose. If this connection is loose, or has become completely disconnected, there will be a drop, or loss of, fuel pressure to the engine.

850 units are affected.

Check out my Motorcycle Recalls feature for more details.

Friday, October 10, 2008

Motorcycle Pictures of the Week - Roger "ThFireman"

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery.

See Roger "ThFireman" with his 1982 Honda CB900 Custom. For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

Kawasaki Issues Recall of 2008 KL650E8F/KL650E8FL for Turn Signal Defect

Kawasaki has issued a recall of certain 2008 KL650E8F and KL650E8FL (California) motorcycles.

The turn signal stalk(s) can break, resulting in the signal assembly hanging by the wire harness. This could create a possibility of a crash resulting in injury or death.

5804 units are affected.

Check out my Motorcycle Recalls feature for more details.

Thursday, October 9, 2008

suzuki skywave 12

SISTEM KELISTRIKAN

Pada dasarnya sistem kelistrikan untuk UW 125 adalah sama dengan model sepeda motor tipe underbone Suzuki lainnya namun ada sedikit perbedaan pada sistem starting motor. Berikut ini akan diuraikan beberapa sistem kelistrikan pada UW 125 :

Ø Sistem Pengapian

Sistem pengapian UW 125 menerapkan sistem pengapian DC-CDI, yangmana dengan sistem pengapian ini, besarnya api pada busi tidak dipengaruhi oleh putaran mesin. Dan pada kecepatan rendah sekalipun, api yang dihasilkan busi tetap besar. Waktu pengapianpun diatur dengan tepat oleh ignition timing control circuit sesuai kebutuhan.

Ignition System

Ø Sistem Pengisian Dan Penerangan

Sistem pengisian dan penerangan pada UW 125 memiliki sistem yang sama dengan model sepeda motor tipe underbone Suzuki lainnya. Pada sistem pengisian, UW 125 mengaplikasikan stator assy 1 fase yangmana tegangan yang dihasilkannya digunakan untuk melakukan pengisian tegangan terhadap battery berkapasitas 12V 3.5 Ah/10HR dengan tipe maintenance free. Sedangkan untuk sistem penerangan, UW 125 mengaplikasikan sistem penerangan AC untuk penerangan lampu depan dan lampu belakang

Starter System

KOMPONEN KELISTRIKAN

Berikut ini akan ditampilkan letak dari masing-masing komponen kelistrikan pada UW 125

Ø Lampu Depan & Lampu Sein

Lampu depan UW 125 dilengkapi dengan dua lampu utama dan dua lampu senja yang di tempatkan pada sisi kiri dan kanan front leg shield cover dengan desain reflektor yang lebih besar. Letak lampu sein UW 125 menyatu dengan lampu utama dengan desain yang trendy dan dinamis.

Ø Speedometer

Speedometer UW 125 di desain lebih menarik dan dilengkapi pula dengan fuel level gaug

Ø Battery

UW 125 mengaplikasikan maintenance free battery untuk memudahkan pengendara dalam hal perawatan battery. Pengendara tidak perlu lagi melakukan pengecekan kapaitas air accu dan pengisian air accu seperti yang dilakukan pada battery konvensional. Selain itu posisi battery terletak di tengah frame front cover hanya membuka frame side left cover sehingga mudah dijangkau.

Posisi Battery

Ø Regulator/Rectifier Unit

Regulator/rectifier unit pada UW 125 terletak tepat di bawah fraame front cover

Regulator/Rectifier Unit

Ø Lampu Belakang

Lampu belakang UW 125 di desain tidak menggunakan bohlam biasa, sehingga tidak terjadi kerusakan filament, yang membuatnya bebas perawatan serta konsumsi listrik yang kecil sehingga lebih menghemat battery.