Kawasaki ZR-7

Read the Kawasaki ZR-7 road test and review, brought to you by the motorcycle experts at Sport Rider. The Kawasaki ZR-7 (and ZR-7S), (ZR750-H1 through ZR750-H5) is a motorcycle manufactured by the Japanese motorcycle manufacturer Kawasaki

Honda Absolute Revo 110 cc

Honda Motorcycle once again launched the new bike in class 110 cc. After successfully with Blade 110 cc, now we can the new honda revo. About this motorcycle, I want to ask you, What different of honda blade 110 cc with revo absolute 110 cc??

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Honda Blade 110 cc

Now I want to show you about the new motorcycle from Honda in Class 110 cc. That is Honda Blade 110 cc.

2009 New Satria 150

Suzuki launched the new Satria 150 cc. If we see this bike, its look same with Satria FU ou F 150 cc, and Suzuki Rider in named if we called this suzuki motorcycle in Thailand. Just it!!

Kawasaki Athlete

This the new product of kawasaki, we can called this bike with Kawasaki athlete.

Classic Car Caterham R500 (2009)

The new classic car CATERHAM R500 2009 Pictures

NEW BAJAJ PULSAR 200 CC

Bajaj Auto Ltd unveiled 200 cc Pulsar DTS-i. The company hopes to sell 50,000 units of Pulsar per month from June, which will be available in 150 cc, 180 cc, 200 cc, and 220 cc engine capacities. In January, Bajaj Auto sold 43,000 units of Pulsar. Bajaj Auto will be unveiling its new platform of motorcycles in July-September this year. The company had last week announced exit from the 100 cc motorcycle segment.

The new Pulsar has many firsts to its credit. It comes equipped with an Oil cooler, which helps control engine oil temperatures at sustained high speeds and rpms, thus ensuring more stable engine oil viscosity. The 200cc DTS-I engine generates 18 Ps of raw pulsating power to provide riding excitement to performance hungry bikers. This makes the Pulsar 200 the most sporty and stylish powerhouse on two wheels to pace the Indian roads.

It’s also the first bike in India to feature both front and rear tubeless tires, which besides offering superior stability are safer than conventional tube types and in sync with the offerings abroad for similar applications. The rear tire is the broadest in its category to ensure better road grip and stability.

The new digital console is an advanced version of the latest Pulsar family. Apart from the Digital Odometer, Digital Speedo Meter, Digital Fuel Gauge and two Digital Trip Meters, the console on the 200 cc Pulsar DTS-I has indicators for Air filter condition, Engine temperature, Battery voltage and Oil level, all of which contribute to enhancing rider info for trouble-free riding.

Latest Technology in Bajaj Pulsar:

DTSi - Digital Twin spark ignition: This technology helps the motorcycle a phenomenal performance augmentation and its being introduced for the first time in Bajaj Pulsar. Twin Sparkplugs for better and faster combustion in Bajaj Pulsar: As per convention there is only one spark plug at one end of the combustion chamber. This somewhat results in slow burning of air fuel mixture. 2 spark plugs at the either end of the combustion chamber helps in better and faster combustion Ignition handled by Digital C.D.I: A digital cdi powered by 8 bit microprocessor chip handles the spark delivery thus gives maximum efficiency to the bike. Constant velocity carburetor in Bajaj Pulsar: The CV carburetor provides high level of performance.

Bajaj Pulsar 200cc Test Ride

I took a test ride & I enjoyed the ride. Seating is not cushy but it took the bumps & pot-holes with ease. The foot pegs are not commuter style & I didn’t like it as i ride commuter bike. but to my surprise my posture was upright. It is even balanced but i was not able to do quick turn maybe because the bike is heavy or i didn’t have the confidence on my riding on a new bike. But vroom it & it literally flied over pot-holed road. It loves to be man-handled but note it on a straight road! The mid-range power just surges & makes you want more. But in slow speed she doesn’t responds well.

About oil cooler its utility as i read is to keep the performance at same level at ideal temp. Gear shift is good but not totally devoid of false neutrals albeit less than previous ones. About top speed they say it goes to 120km/hr but i feel it is exaggerated, plz comment on this. I believe it will go to max 115km/hr. About mileage they tell it will give 45 km/. The styling is a bit of this & that i expected at least a modified tank with new styling but what we get is an attached tank attachment. Yes if you see value 4 money it is good. 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 Chaka plant test-track, I’m impressed with the motorcycle and what it represents. 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. Bajaj’s design brief for the DTS-Fi was to create a no-compromise machine for the performance motorcycle enthusiast. This, they have achieved.

Bajaj Pulsar 200cc Road Test

The DTS-Fi isn’t intimidating, too heavy or bulky for a 220cc bike. Its front fairing is larger than the older Pulsar, packs better weather protection and mounts a pair of attractive and angular mirrors. The fairing additionally supports a unique brace of vertically stacked headlights, which offer chaste white light. We haven’t yet taken the DTS-Fi out at night, but the twin 55W projector low beam and 70mm parabolic high beam assemblies scream potency — with Pulsar trademark twin pilot lights also offering white illumination.

The switchgear on the Pulsar DTS-Fi is backlit and contact-free. Positive to the touch, they go a step further, offering self-cancelling turn indicators. Instruments on the new Pulsar intelligently vary intensity to offer bright visibility during daytime and a more subdued, less obtrusive effect at night. Speed can be read off an electronic speedometer, which also employs a contact-free digital pick-up. The handsome, large rev counter is analogue and rider-friendly. Meanwhile, the array of warning lamps is astonishing — all those little bulbs have been replaced by LEDs and you get a fuel gauge with reserve warning flasher, twin trip meters, air filter choked, battery low, oil low, fuel low, engine redline flasher and engine overheating/malfunction lights, apart from the usual neutral, indicator and high beam indicators. And you would do well to not lose your new Pulsar’s pilfer-proof keys; these are virtually non-duplicable.

Thoughtfully, there’s a tank pad on this Pulsar to protect from belt/zip scratches as you sit on a lightly stepped seat surrounded by sporty two-piece grab bars. Flank panels and an exquisite tail fairing are all-new, as are a duo of flush LED break lamps. Adding meaty substance to this bike’s proportions is a stainless steel silencer that ends in a substantial alloy canister. This alloy theme is tastily extended to various other bits including the wheels, clip-on handlebars, triple-clamp, footrest mounts and fuel filler.

Bajaj has packed a whole lot of innovation and hard work into the Pulsar’s 220cc Digital Twin Spark-Fuel injected (DTS-Fi) engine (see ‘Technology - Fuel Injection, p118). Though it’s a single-cylinder mill that still runs twin valves, that’s about where the similarities with the other Pulsars end. Firstly, this self-started engine has shed its kick lever. Next, this air- and oil-cooled engine features an oil-radiator and a capillary of internal oil galleries that circulate and cool oil to disperse excess heat. As the name suggests, fuel injection and twin spark plugs work in tandem towards obtaining the best possible combustion in any situation.

The fuel injection system is computer-controlled — here, complex computation algorithms factor in a plethora of data including intake air mass, crank position, intake air temperature, throttle position and engine speed before deciding and delivering a precise air-fuel mixture at the intake tract. The sequence in which the twin plugs deliver their sparks also varies all the time, and is perfectly controlled to match every individual condition. And then the DTS-Fi motor enjoys some regular Bajaj features like roller bearings for the rocker arm pivots and camshaft interfaces, as well as an exhausted resonator that bumps up torque lower down in the power band.

A counterbalance negates crank vibes, while the bike puts out a vigorous 20bhp power at 8500rpm. And 1.95kgm of torque is obtained at 6500rpm. The new Pulsar preserves its battery by tripping a circuit and pausing its engine-start sequence if the self-starter is engaged continuously for too long. It also automatically cuts the headlamp when the starter engages.

Fuel injection, like in any car today, translates into easy starts at any altitude or temperature. It also means cracking throttle response and an uninterrupted, flowing power delivery right through the rev band. In addition, you also can be assured of critical, behind-the-scenes benefits like good fuel efficiency and lower emissions. A five-speed, one-down-four-up gearbox does duty on the Pulsar DTS-Fi. Yet another significant feature is the exposed and ‘O’ ring sealed drive chain that comes with all links pre-lubricated and separately sealed for corrosion fortification caused by moisture and dirt. Expect this bike’s drive chain to offer minimal maintenance, increased reliability and good life in spite of running exposed to India’s harsh conditions.

We got to ride the DTS-Fi on Bajaj’s Chaka test track, and straight off we can tell you the bike sounds exciting and feels even better. Thumb the starter and its motor cracks in, immediately settling into a quiet and steady idle chatter. Clutch feel is spot on, with each gear clicking home with a positive shift action. Initiated Pulsar riders will immediately identify with this machine’s character-rich DTS-i whir as it fluently stretches stationary into fast-forward mode. The exhaust note, though soft and unobtrusive, also manages to offer a throaty tone.

Performance is smooth, linear and torque laden, a light throttle delivering responsive power low in the band. It’s near-impossible to go easy on this bike as it piles on the revs with the furious feel of a far smaller and lighter machine. Smooth, vibe-free power coaxes you to push hard, slam home quick-shifts and ride silly speeds all the time. It took only one lap to feel at ease and start pushing the DTS-Fi for all its brawn. Chaka’s back straight is long and allows opening up and getting up close and personal with all those 20 horses. This new Pulsar feels perky, swinging smoothly from one end to the other of its rev-band, instruments flashing out an approaching redline and signaling time for each new gearshift. The bitumen was wet under a light drizzle, but we did comfortably nudge 124kph, with some power still in hand.

The DTS-Fi is composed at high speeds, with ample room to snuggle under its large front fairing and peer through its tinted fly screen. Bajaj claims a 135kph top speed and 50kpl as fuel economy — but we will get the complete picture only after a comprehensive road test. Riding position on the Pulsar DTS-Fi is unashamedly sporty, with damped clip-on bars, footrest pegs and stepped seat, all falling neatly into position. This is a bike that doesn’t feel its 150kg — it feels light and even nimble while cornering on its 17-inch wheels. While 37mm, pinched clamp telescopic forks bring up the front, the rear uses adjustable, dual gas-charged shock absorbers and an elliptical swing arm that mounts on slick needle roller bearings. The new Pulsar surely promises sparkling ride and handling, although our brief and wet ride forces us to reserve comment till later.

Meanwhile, for the first time in Indian motorcycling history, tyres have gone tubeless and have been specially developed by MRF for the DTS-Fi. Which brings us to the brakes — you get hydraulic discs, both front and rear. The front 265mm disc offers progressive and sure braking, and although we were initially worried about the 230mm rear disc possibly being too powerful, both ends actually are reassuring when braking hard through the gearbox at the end of the long, wet straight. Our few moments with Bajaj’s Pulsar DTS-Fi reveal that it surely has the goods to take forward the performance baton from the 180 DTS-i. This is clearly a no-compromise bike that’s going to have the competition curling their toes and breaking into a cold sweat. With undeniably good looks, a more-than-generous helping of features and clever engineering, the important questions now revolve around the DTS-Fi’s performance, price and the reliability of all the new technology. We feel Bajaj will slot this one in well under Rs 100,000 – good value for money in India, and if the bike reaches out further, a bargain abroad.

Engine and Transmission:

Pulsar 200cc features India’s first oil cooled engine which delivers a maximum power of 18Ps@8000rpm making it most powerful engine offered by Bajaj. It’s an air cooled single-cylinder with an alloy barrel and head as well as twin valves. Oil cooler placed just below the fuel tank helps in further cooling of engine lubricant and keep the large 198.8cc motor cool. Digital twin spark ignition (DTS-i) and torque expansion chamber — ExhausTEC ensures the pulsar to provide sufficient levels of torque at low engine rpm levels and is optimized to provide torque distribution in the mid and higher range rpm levels. Pulsar 200cc features a five speed gearbox with one down and four up pattern.

For the face lifted Karizma the engine remains the same. Karizma scores over the pulsar when comes to torque, the bigger engine provides a healthy 18.35Nm@6000rpm against the pulsar’s 17.17Nm. The progressive feel, multi-plate wet-type clutch and the smooth five-speed gearbox are again the same as in the previous version. Pulsar 200cc clocks a top speed of 121kph against the 125kph offered by Karizma 223cc. Pulsar 200cc is not quicker as Karizma 223cc and it cruises to 60kph from rest in 4.73 seconds. The pulsar 200cc offers an impressive mileage of 38.3kpl in city and 42.4kpl in highway against the Karizma offers only 30kpl in city and a decent figure of 45kpl in highway. Performance figures are taken from auto car India.

Bajaj Pulsar 200cc Design

When comes to cruiser bikes power and style is the deciding factor but with proven engines style occupies the centre stage. The two bikes derive their styling from their previous version and have added some interesting features. Pulsar 200cc derives its identity from 180 and 150. Bajaj’s new additions in Pulsar 200cc are:-

*Black paint theme carried over to the front fork legs, the rear shock absorbers, and the swing arm, in addition to the engine and six spoke alloy rims, for deadly looks.
* A lowered Headlamp/Fairing assembly along with a high tail-end, giving it an aggressive, ready to pounce stance.
* An all Stainless Steel silencer with an aluminum muffler can for genuine sporty looks and long life.
* Sleek, Twin row, Light-Emitting Diodes (LEDs) derived from the upgraded pulsar 180cc along the split grab rail perfectly compliments the new rear chiseled looks.
I have seen many Bikers love to alter their Pulsar 150cc, 180cc and other bikes with modern diffuser, more powerful horns, replacing rear tyres with bigger tyres, raising the rear suspension to give a racing look and exposing the drive train which demands higher price . For those relief comes in the form of pulsar 200cc Bajaj has offered some of these as standard features
* It’s the first bike in India to feature both front and rear tubeless tyres, which besides offering superior stability are safer than conventional tube types and in sync with the offerings abroad for similar applications. The rear tyre is the broadest in its category to ensure better road grip and stability. Another first is the use of split seats in pulsar 200cc for styling and comfort.

Handling and Engineering

Pulsar 200cc is lengthier than new Karizma but its wheelbase is shorter than new Karizma which means you have to be careful with the Pulsar 200cc while negotiating a turn. Both the bikes offer disc at the front and drum brake at the rear as a standard feature. With the MRF tubeless tyres at the front and the back Pulsar gives excellent traction control. Even though Karizma features a 276mm disc at the front a little larger than 260mm offered in pulsar, the massive 150kg Karizma comes to halt in 18.36m from 60kph as against 16.47m taken by pulsar 200cc from the same speed. Both the bikes offer a commanding position for riders. But with split seats and carefully placed foot rest the pillion in the pulsar 200cc gets better visibility. The split seats are not only meant for the sporty look, but also resides a modest lockable and cable released storage under it.

Special features

In addition to the features mentioned in design section both these bikes have special features which increases their practicality Pulsar 200cc also leaves its drive chain exposed with O’ ring sealed, which is pre-lubricated to help it stay reliable inspite of running open without protection is one such example. Similar to its sibling Pulsar 220cc-soon to be launched, the pulsar 200cc bike throws away the kick lever and makes you to crank the engine only with your thumb unlike the Karizma which offers both self and Kick mechanism for cranking.

Both these bikes use best instruments and unheard features in any Indian bike. Both Pulsar 200cc and the new Karizma have Digital odo Meter, Digital Fuel Gauge and Digital Trip Meter. Pulsar 200cc features a digital console which uses only LEDs and intelligently varies its amber backlight intensity for viewing in either day or night. The new Karizma features a night vision in the digital console, which illuminates the console to bright neon yellow and makes the speedometer stand out in the dark, forming a stunning contrast. It also features powerful multi-reflector trapezoidal headlight with two pilot lamps for that added beam, an integrated clear-lens lamp tail light for better visibility at the rear. Real time clock is found only in the console of Karizma. Both these bikes use 15 liter reservoirs and bar end weights - which keeps off the vibration. Karizma has safety switch for clutch which actuates when the vehicle is started in gear.

Technical Specifications
Engine Type 4-stroke, DTS-i, Oil cooled
Displacement 198.8 cc
Max Power 18 Ps / 13.25 Kw
Max Torque 1.75 kgm / 17.17 Nm

Suspension Front Telescopic forks 135 mm stroke
Rear Triple rate spring, 5 way adjustable, gas charged NitroX shock absorbers

Brakes Front 260 mm hydraulically operated disc brake
Rear Mechanically expanding 130 mm drum type

Tyres Front 90/90 x 17” Tubeless tyre, shod on aluminium alloy wheels
Rear 120/80 x 17” Tubeless tyre, shod on aluminium alloy wheels

Fuel Tank Full 15 Lts ( 2 liters of usable reserve)

Electricals System 12V AC + DC
Headlamp 35/35W clear lens type with 2 pilot lamps

Dimensions Wheelbase 1345 mm
Weight 145 Kg

New Dodge Journey 2009

Chrysler’s first crack at a crossover, the minivan-based Pacifica was neither roomy, inexpensive, nor fuel efficient ended up a bust after five years on the market aand was quietly put out of its misery this year.

Humbled by the car-buying public’s total lack of enthusiasm for its luxurious self-styled “segment buster,” Chrysler returned again to the crossover segment with its 2009 Dodge Journey.

The Journey, like the Pacifica, is also a mid-size crossover available with three-row seating. But that’s about the only common ground between the two.

Built using Dodge Avenger bones, the Journey is similar in size to the $26,870 Chevrolet Equinox. Its rivals in this crowded segment are not only the General Motors crossovers, but also the $23,999 Ford Escape and $25,995 Hyundai Santa Fe (and others). Yet the new Dodge crossover’s pricing is more in line
with less expensive compact cars.

Unlike the Pacifica, which Chrysler tried to sell in the $40,000-plus range, a front-wheel-drive/four-cylinder/five-passenger base Journey SE can be had for $19,995. That includes air conditioning, heated exterior mirrors, power windows, door locks, stability control and six-CD stereo.

Even a fully loaded AWD V6 R/T Journey with a DVD screen, three-row leather seating and a personal masseuse (okay, no personal masseuse) can be rolled out of Dodge showrooms for under $35,000 — about the price of a mid-range Honda CR-V.

So right away, Dodge has everyone’s attention with its dollar store pricing. My Journey SE, even with the Plus package (floor mats, a cargo cover, illuminated vanity mirrors, keyless entry, cruise control, security alarm, roof rail crossbars) came to only $20,995.

But what — if any — are the compromises of a vehicle that can be had for thousands less than its competition?

First off: based purely on roominess and unique storage solutions, the interior is hard to fault.

Stealing from Chrysler’s clever minivans, useful touches include a hideaway compartment under the front passenger seat cushion and in-floor storage bins in the second row. With removable plastic liners, you can add ice and use them like coolers. And the middle section of the second-row seat drops for long items to pass through.

If that’s not enough, five-passenger models possess 1,121 litres of cargo room with the rear seats up. Fold them down, and you get 1,915 litres, plus a large storage compartment under the cargo floor that three-row Journeys don’t have.

Just don’t expect any of the luxury touches or refined driving qualities from the late Pacifica showing up in the new Journey.

Not only does the Dodge’s cabin scream “cost cutting” with bland plastics and a back-to-the-Seventies cubist design theme, some of its ergonomic solutions are downright abominable — right up (down?) there with Dodge’s lamentable Nitro:

• The Journey’s standard tilt-and-telescoping steering wheel helps you find a good driving position, but the seats are Saskatchewan-flat and prairie hard;

• Its four-speed automatic’s shift lever is positioned too far back from the driver;

• Perhaps the most egregious ergonomic error is the obstruction of the driver’s instrumentation by the steering wheel. It blocks the temperature gauge and the right half of the tach. The irony here is that there’s room in the panel for both gauges to be located lower, where they would be seen.

What gives? Didn’t anyone at Chrysler sit in the Journey before the final design sign-off?

I’d like to say the Journey SE Plus test car made up for its ergonomic mess by inspiring the driver in me. But sadly, that wasn’t the case either.

Definitely, with its pillowy ride and balloon 70-series Hankook all-seasons, the Journey SE Plus delivers a serene and quiet ride on smooth pavement. Bumps and potholes are nicely absorbed, too.

It’s all perfect if your idea of a spirited drive is getting a great parking spot at the grocery store.

But the Dodge’s engine roar, when you accelerate to highway speeds, enhanced by the long gaps between the mandatory four-speed automatic ratios, negates any driving serenity when pushing on it.

Throw in finger-light steering, a predilection to roll in tight corners, brake pedal feel that rivals the Hankook’s compliant sidewalls and it’s easy to see the Journey SE Plus’s ride-and-drive paradigm was the vehicle it theoretically replaces in Dodge’s lineup — the short wheelbase Caravan minivan.

At least the Journey’s 173 hp 2.4 L four delivers decent fuel economy. It’s rated at 11.0 L/100 km city, 8.0 highway, with an as-tested 10.5. That’s better than the Hyundai and Chevy V6s, but about the same as the four-banger Ford and Honda.

Dealers and crossover buyers have had to wait a long time for a competitive Dodge crossover. And in the areas of roominess and low pricing, the new Journey certainly delivers — and then some.

In the ensuing years, however, between the launch of the Pacifica and the debut of the Journey, the mid-sized crossover segment has rapidly matured.

Customers aren’t impressed anymore by one or two clever packaging tricks. They can now get functionality, human-friendly ergonomics, decent performance and fuel economy all wrapped in if not one, but several crossover offerings that are rivals to the new Dodge.

MODIFIKASI SUZUKI SHOGUN 125

Suzuki Shogun 125 MODIFICATION

Modification of Suzuki Shogun 125, this one is really-really from my home town, Karanganyar - Solo. This Shogun belongs to Ryan Dwi P, member of B’CAC (Ban Cilik Auto Concept). He add a front disc brake and chrome almost all of lower components like, shock breaker and engine block.

He use Kyoso shock breaker in the rare and full bass HRP exhaust. To make his motor up, he beleave Tea-Pong from Sukoharjo to do the airbrushing.

2009 Nissan GT-R Introduced with More Power, Better Handling and New Colors

Only a year after the GT-R’s market launch in Japan and less than six months after its U.S. introduction and Nissan has proceeded to the sportscar’s first major round of changes which include a power increase, suspension upgrades and a new exterior color. The most significant improvement concerns the GT-R’s hand-built 3.8-litre V6 twin-turbo engine which has gained 5PS thanks to some fine tuning of its electronics, taking power output to 485PS, while torque remains unchanged at 588Nm.
The engine upgrades have also led to slightly better fuel economy figures with Nissan announcing an average fuel consumption in the Japanese driving cycle of 8.3 km/l (19.5 mpg U.S.) instead of 8.2 km/l (19.3 mpg US). In addition, Nissan has increased the GT-R’s fuel tank capacity from 71 liters to to 74 liters.

Another update sees the improvement of the sportscar’s ride performance with modifications to the suspension spring rate settings while the 2009 model will also benefit from a set of Dunlop SP Sport 600 DSST tires. Nissan claims that the tire was developed specifically for the GT-R and it “combines grip and durability, as demonstrated during its ‘time-attack’ lap of the Nurburgring”, which yielded a time of 7 minutes 29 seconds.

Less significant improvements for the 2009 GT-R concern the introduction of the Gun Metal grey colored Rays seven-spoke alloy wheel design for the standard and Premium Edition GT-Rs, while the Black Edition will be fitted with the same design but, appropriately, in black. Additionally, customers can now choose a new deep white pearl color called ‘Storm’ which replaces the original pearl white which had a slightly darker shade.
Last but not least Nissan has also hiked the prices for its subtly updated GT-R. In the U.K. for example, customers ordering now will have to pay £56,795 on the road for the basic version with an increase of £1300 for the Premium Edition (£58,095) and another £1300 for the Black Edition (£59,395). This represents an increase of 3.8 percent.

In Europe, the first GT-Rs are scheduled to hit dealerships in April 2009. To date, Nissan has taken in excess of 2500 customer orders in Europe with 1200 coming from the UK. Any new customer orders should expect delivery in mid 2010.

copy from : carscoop.blogspot.com