SUZUKI GSXR

                                                    GSX1000R

History

[edit]2001 (K1, K2)

For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sport bike, the GSX-R1100, with the all new GSX-R1000. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100 cc smaller than its predecessor. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. The main frame is the same in both models, but the material used on the big brother was .5 mm (0.020 in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.

The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1 mm (0.039 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is a peak of 160 bhp (120 kW) at 9,500 rpm, as measured on the crank and 143 hp (107 kW),^[2] when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000 rpm. The maximum torque of the engine is 80 ft·lbf (110 N·m) at 8,000 rpm. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 179 mph (288 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds.

Using titanium for the exhaust down pipe (K1 model link pipe is black, K2 model link pipe is polished titanium) and the inside of the silencer, enabled the 1000s exhaust system to become 4 lb (1.8 kg) lighter than that of the 750. Titanium was also used in the front fork (titanium-nitride) to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust back pressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.

With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful.

The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump, clutch, front axle, torque link, mirrors, and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). New colours, and new GSXR stickers.

[edit]2003 (K3, K4)

After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque and handled better.

The physical dimensions of the bike were almost identical with the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs. The frame as well as the wheels were now coated black.

The front brakes were also new. Suzuki decided to drop the six-piston calipers. The new radially mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (12 in) discs that save another 300 g (0.66 lb). Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.

The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.

The cylinder displacement of the engine remained the same 988 cc (60.3 cu in), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32 lb (0.60 kg) and the tail light was replaced with LEDs.

The 2003 model carried over t1`o 2004 without any significant improvements.

[edit]2005 (K5, K6)

The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 lb (2.0 kg) lower weight than the previous model and the engine had an 11 cc (0.67 cu in) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 in (41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There were new brakes with radial mounted calipers and 310 mm (12 in) discs at the front. The new catalytic titanium silencer was said to be designed to reduce turbulence to minimum.

The 2005 model has a tested wet weight of 444 lb (201 kg). Power output is tested 162.1 hp (120.9 kW) at 11,500 rpm and peak torque is 79.9 ft·lbf (108.3 N·m) at 8,500 rpm.

The 2005 model carried over to 2006 without any significant improvements.

[edit]2007 (K7, K8)

On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 lb (6.4 kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body to increase power to 168 hp (125 kW) @ 11,500 rpm. Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (unrestricted), Mode B (reduced power until 50% throttle is applied), and Mode C (reduced power throughout the rpm regardless of throttle application). It also received a hydraulic clutch.

The 2007 model carried over to 2008 without any significant improvements.

                                              GIRLS VS MOTOR

                                           MOTORCYCLE

                                                 MOTO VS CAR

ktm

                                                                         

Motorcycles production

After the Second World War, Trunkenpolz started thinking about producing its own motorcycles, a a first prototype was finished in 1953. Serial production started in 1954, almost all of the components being produced in house, with the notable exception of engines, made most often by company Rotax. With just 20 employees, motorcycles were built at the rate of three per day.

In 1955, a businessman Ernst Kronreif became shareholder of the company, on acquiring a sizable portion of the company. It was then renamed Kronreif & Trunkenpolz Mattighofen.

KTM's first moped, called Mecky was launched in 1957, followed by Ponny I in 1960 and Ponny II in 1962, and the decade saw the beginning of the bicycle production. Beside, KTM was also able to produced motorcycles for the racing industry.

Kronreif died in 1960 and Trunkenpolz two years later, of a heart attack. Company name was changed back to Krafträder Trunkenpolz Mattighofen with his son Erich taking managing the company until his death (1989). At that time, KTM had about 180 employee and a turnover that would represent €3,5 Millions.

In 1978, US subsidiary KTM North America Inc. was founded in Lorain, Ohio. International business amounted then to 72% of the company turnover.

In 1980, it was renamed KTM Motor-Fahrzeugbau KG.

ymaha yzf450

For many years, the motocross world almost exclusively used two-stroke engines. AMA racing classes had two classes: 125 cc and 250 cc two-strokes, with no provision for four strokes. Most riders considered four-stroke engine technology to be antiquated and uncompetitive. Additionally, most four strokes produced very little power (the 1996 Honda XR400 made 32 bhp (24 kW), compared to the 40 bhp (30 kW) produced by most 250 two-strokes of the time).

In 1996, the AMA changed racing rules to allow 450 cc four strokes to compete in the same racing class as 250 cc two-strokes.Yamaha engineer Yoshiharu Nakayama first came up with the idea of creating the first competitive four-stroke race motocross bike.The Yamaha YZ400F was developed to fit into this category. It solved the power dilemma by borrowing superbike technology and giving the YZ a five-valve head, liquid cooling and a 12.5-1 compression ratio.

In 1997, Yamaha rocked the motocross world with the introduction of the YZ400M prototype, a concept motorcycle which borrowed much technology from road racing. The YZM was far ahead of all competition among four-stroke motocross bikes. Doug Henry piloted the YZ400M to its first victory in 1997 at the Las Vegas Supercross. This was the first time any four-stroke had won an AMA event.The YZ400M was the predecessor of the production YZ400F, which was released the next year.

September 8, 2009, Yamaha introduced its all new YZ450F with fuel injection . The engine is now rear-ward mounted, the crank rod angle has been changed to provide a more complete combustion, the 5-valve head is now a 4-valve head, the gas tank is located under the seat, the exhaust pipe is now a tornado exhaust pipe that lies under the seat, and the air intake is now in the front of the bike. They have a new bi-lateral frame which allows for new improved steering and the new engine components. The entire package comes together to create a bike that is mass-centralized like no other, and allows the bike to out-turn any other in its class. The bike was endorsed/introduced by James Stewart, and the bike is currently being tested by magazines.

Yamaha yz450f 2011, Yamaha updated the 2011

New for 2011: New clutch lever and pushrod for more consistent clutch feel during long motos http://www.yamaha-motor.com/sport/products/modelfeatures/209/0/features.aspx Dimensions

New for 2012: Revised fuel injection settings (mapping for injection and advance) offer smooth, controllable engine response in the low-to-mid-rpm range. New, longer 94 dB muffler. ECU programming is updated to optimize performance characteristics with the new-spec muffler. New front and rear suspension settings and valving deliver exceptionally smooth suspension performance. Dunlop® Geomax® MX51 tires provide great all-round traction. New seat foam material has an excellent cushion feel. Both color options feature rich-looking black rims and a gold-color drive chain.

Yamaha launched the YZF-R1 after redesigning the Genesis engine to offset the crankshaft, gearbox input, and output shafts. This "compacting" of the engine made the total engine length much shorter. This allowed the wheelbaseto be shortened significantly, resulting in much quicker handling and an optimized center of gravity. The bike had a compression ratio of 11.8:1 with a six-speed transmission and multi-plate clutch.

                                       honda crf 450 motard                                      

Honda employs advanced four-stroke engine technology in their 250cc and 450cc bikes. The engines in these bikes use technology developed in Formula One racing engines. Honda uses an over-square engine design, this means that the diameter of the cylinder is larger than the stroke of the piston. This allows for higher engine speeds and a reduction of reciprocating mass. Another technology that is used is short piston skirts. The "skirt" area of the piston is the portion on the side of the piston which comes into contact with the cylinder wall and aids piston stability. While the introduction of the shorter skirt on the piston helps to reduce reciprocating mass, it also leads to more "rocking" of the piston, or minute unwanted rotation of the piston around the axis of its wrist pin. This leads to more frequent maintenance intervals for the pistons, piston rings, and cylinder walls.

Overall the new high-performance four-stroke engines in Honda's motocross bikes produce much more power per pound than older generation engines and rev more freely; in the quest for more power, longevity is reduced and maintenance is increased

As of 2007, the CRF X series includes the 250X and the 450X. These bikes are electric start and are still considered race bikes, albeit for off-road rather than motocross. Differences from the R models include lighting, electric start, suspension settings, engine tuning and exhaust tuning for more torque, larger fuel tanks and wider-spread gear ratios.

As of 2008, the CRF L series includes the 230L. Being a dual-sport motorbike, it is factory street legal, but still has a dirt-oriented design. It has a completely different frame and engine from Honda's CRF230F, and most other components are not shared with the (non-street-legal) F-series motorcycles. Both 230s have electric starts. Outside of the United States the CRF230L is marketed as the XR230L.

MOTO DRIFT