Bike Modification In India

India has now become the favorite market for all bike manufacturers. There are more bike enthusiasts then anywhere in the world. That may be the reason that all major giants in two wheeler industry are seeing India as the perfect place to launch their new bike or a new model. In recent past we have seen a lot of launches taking place first in India and then anywhere else. Not many bikers in India can afford the expensive Imported superbikes, but they do crave for them. Many People now try to replicate their dream bikes. If you are among those who crave for a giant super machine but doesn?t ..

2011 MV Agusta Brutale 920

Mv Agusta has added a new model to their line-up with the introduction of the new Brutale 920. For 2011, the new Brutale 920 gets a suspension that is now softer and more comfortable, anodized handlebars with pivoting clamps, unique wheels and two available color schemes: black and white.

The new bike is powered by a new 921cc 4 cylinder engine that now gets a new bore and stroke ratio. The new four cylinder MV Agusta matches 129 horsepower with a broad torque curve, incredible levels of power have never been this easy to control. The crankshaft of the Brutale is shared with the 55mm stroke unit in the 1090RR as well as the second order engine balance shaft, the optimized oiling system, and the oil cooled generator.

The new Brutale 920 is currently on sale at a price of $15,764

2011 Yamaha FZ8 First Impressions

 

 

 

 

Just recently, Yamaha held a press intro for the all-new 2011 FZ8 in Venice Beach, CA – just miles from SRheadquarters - during which Sport Rider Magazine was able to put over 120 miles on the newly-designed machine along the coast of Southern California.

The bike, which was offered as a ’10 model in Europe, is not what many would consider an all-new design though, as it features geometry numbers that are identical to the FZ1. Where the FZ8 is different than previous models though, is in the engine department. The bike runs a 779cc DOHC four-cylinder engine with a newly developed top end that runs four valves per cylinder (rather than five like the FZ1) and boasts a 12.0:1 compression ratio. The crankcase and crankshaft of the FZ8 are taken directly from the five-valve R1 engine, and while the stroke is unchanged, bore numbers have been reduced from 77mm to 66mm.

As previously mentioned, the geometry of the FZ8 is unchanged from that of the FZ1. Weight balance between both bikes stays the same and the 57.5 inch wheelbase has gone untouched. But when you throw a leg over the motorcycle, Yamaha’s efforts to make the bike feel smaller but still comfortable are immediately apparent. This is because ergonomically speaking; the FZ8 has taken on a number of changes. The handlebars are pushed some 5mm forward and the foot rests are down some 10mm and back an additional 15mm. 

To further accommodate the rider and to make the bike feel less cumbersome, the bike was designed with a narrow tank/seat junction. The result is an upright seating position that is similar to the FZ1 and FZ6R, but with more room to move around in the saddle.

In an effort to provide strong midrange power and a controllable engine response, Yamaha engineers altered the engine’s cam lift and valve timing. And although the 749cc engine does not seem overwhelmingly strong on the bottom, it did impress us with its very linear power delivery that makes riding through the canyons very enjoyable. As you exit a corner and open the throttle, the build of power is so smooth and manageable that getting from one corner to the next is quick and effortless. 

When you’re king, sometimes you have to defend your throne.

Triumph’s Street Triple R lost its 2009 Motorcycle of the Year crown to BMW’s stunning S1000RR (no other bike really stood a chance against it) in this year’s 2010 Motorcycle.com Best of awards. Yet, had the Beemer not come along, we’re pretty certain the raspy lil’ Trumpet once again would’ve represented itself well for a shot at BoY this year.

In the naked sportbike realm, Kawasaki’s mostly unfaired 2010 Z1000 possesses an advantage on the order of at least 25 rear-wheel horsepower over the Triumph, but the Street Triple makes a case for itself by scaling in 65 lbs lighter than the Z’s 481 lbs in a comparison of wet weights.

Triumph’s Street Triple R was our favorite of all bikes last year. Does the STR still have what it takes to remain one of our most loved motorcycles in 2010?

Regardless of missing out on a winner-take-all title for 2010, the TSTR is still a top dog in the nekkid bike segment.

New naked middleweight contender? Time for a street brawl!

Closer to the Triumph’s class of displacement is a new contender for this year.

Ducati’s all-new Monster 796 expands the Monster lineup to three models. With a useful boost in power compared to the Monster 696’s engine, and a chassis very similar to the Monster 1100, the newest member of the Monster family is in many ways the best combination of its siblings.

A new kid on the block, eh? Best we round this pair up and see what shakes down.

Our first few rides had us thinking the Monster’s slightly lower tech two-valve-per-cylinder, air-cooled 803cc L-Twin didn’t haul the mail quite as well as the Triumph’s liquid-cooled, DOHC, 12-valve 675cc inline Triple.

Ducati’s all-new Monster 796. The midsize Monster is possibly the best combo of what the Monster 696 and 1100 offer, but is the 796 Monster enough to take on the formidable Street Triple R?

Dyno time proved us right when all runs were completed, as the Trumpet’s nearly 97 hp at 12,000 rpm easily surpassed the Monster’s 76.1 peak rwhp at 8400 rpm.

Our Triumph test unit came equipped with an aftermarket Arrow exhaust (available as a Triumph accessory), and is the likely culprit in what is roughly a 6-hp gain compared to the 91 hp thestandard Street Triple made for us a couple years back. But despite the utterly delicious-sounding music this Arrow can makes, Boss Man Kevin Duke couldn’t help but wonder if it contributed to softer low-end response.

Despite the Triumph’s horsepower blow out at the top, the Duc carries a surprising power advantage every place else.

From as early as 3500 rpm the Ducati pulls 4 to 5 hp on the Triumph, and carries that advantage until 6K rpm at which point it made as much as 10 hp more than the Street Triple.

The Triumph’s inline Triple was the dominant force in terms of peak horsepower. Nevertheless, the Duc’s air-cooled Twin proved the more potent engine until it reached its peak power, at which point the Triumph keeps spinning up higher.

Only another thousand rpm later and the Duc whipped the Trumpet’s 54.5 ponies by nearly 14 hp. The 796 continues this 10+ hp spanking until its 8400 rpm peak, at which time the middleweight Triple catches up and continues to build toward its dominating final peak power.

The Triumph’s smooth-running and rev-happy engine doles out wonderfully linear power. Aside from a dip at approximately 7500 rpm in the Triumph’s horsepower graph, the inline Triple’s dyno results are comparatively straight and consistent. It’s so smooth, in fact, the blip at 7500 was imperceptible out on the street.