harley davidson sportster

   

The harley davidson Sportster i

Harley Davidson Sportster 883

Suzuki GSXR750

The all new GSX-R750 may be in a class of its own, but that didn’t stop us improving it. 
Having redefined the high-performance Superbike category in 1985, the GSX-R750 has consistently outperformed anything else in its class. Would-be competitors finally gave up racing against it and stopped building 750cc Superbikes altogether. With an unmatched combination of excellent throttle response, linear power delivery, strong braking from the Brembo monoblocs, confident handling and amazing power-to-weight ratio, not only is the new model the perfect combination of power, weight and handling, it’s quite simply the best GSX-R750 we’ve ever made.

Massive 8kg weight reduction – Reflecting the GSX-R concept of always being The Top Performer, the newGSX-R750 is 8kg lighter than its predecessor and as compact as a 600cc machine for improved acceleration, handling, cornering and braking.

BREMBO monobloc radial-mount calipers – Provide more powerful and consistent braking with greater rigidity for better rider feedback. The front braking system is 405g lighter than the previous design, with less un-sprung weight producing even better suspension performance.

Race-proven slipper clutch – A ramp and cam system for smoother downshifts that improves rear tyre grip and stability when approaching bends by reducing the pressure on the clutch pack under hard deceleration.

SHOWA Big Piston Forks – Quicker reacting with improved damping and more controlled compression under hard braking. Provides enhanced grip and rider feedback with more controlled weight transfer for a better turn in. 1kg lighter than the previous conventional design.

Completely new frame – The cornering performance of the new GSX-R750 is heightened further with race-proven geometry and a 15mm shorter wheelbase. This has been achieved without sacrificing swingarm length to maintain traction on corner exits. The main chassis alone is 1.35kg lighter with a 900g lighter swingarm.

More fuel efficient – Cutting-edge design techniques reduce mechanical losses and improve fuel efficiency by 10% compared to the previous model.

Adjustable footpegs – Allows you to ride in the position that suits you best, providing greater comfort and control, and reducing fatigue.

Suzuki Advanced Immobiliser System – Coded chip-in-key system for enhanced security

Specifications  
SPECIFICATIONS
Engine capacity: 750cc
Engine: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore: 70.0mm x 48.7mm
Compression ratio: 12.5 : 1
Lubrication: Wet sump
Fuel system: Fuel Injection
Transmission: 6-speed constant mesh
Drive: chain
Front suspension: Inverted telescopic, coil spring, oil damped
Rear suspension: Link type, coil spring, oil damped
Front brakes: Disc, twin
Rear brakes: Disc
Front tyres: 120/70 ZR17M/C (58W) tubeless
Rear tyres: 180/55ZR17M/C (73W) tubeless
Overall length: 2030mm (79.9in)
Overall width: 710mm (28in)
Overall height: 1135mm (44.7in)
Wheelbase: 1390mm (54.7in)
Seat height: 810mm (31.9in)
Kerb Mass: 190kg (418.9lbs)
Fuel capacity: 17.0litres (3.7 UK gallons)

Yamaha XS500 cafe racer

Yamaha XS500 cafe racer

Strange as it may be, we’ve never featured a Yamaha XS500 before. So it’s a pleasure to show this lovely home-made custom, built by Philadelphia-based Ted Cichocki, that’s caused a stir on the Do The Ton café racer forum. “This whole journey began after owning a Yamaha V-Star 650 custom,” says Ted. “I realized I enjoyed working on bikes more then riding them, and was inspired by the vintage race bike look. I knew I wanted to build one for myself one day. So I sold the V-Star and began searching for my first complete bike build.” Ted discovered a crippled Yamaha XS500 only a few miles from his house, and bought it for $200. “I did literally everything on the bike myself, except for the chrome plating and the powder coating of the frame.” The bike’s performance has been upgraded with a steering damper, pod filters and a re-jet, but it’s impossible to list everything else that’s been done: it’s loaded with custom parts from fork ears to clubman bars to a Rocket Four seat from Carpy.

Ted took advice from his father and Do The Ton members throughout the build, and after procuring semi-professional equipment, did all the paint himself. The tank is an original XS500 item, but Ted hammered the sides in to reshape it.“I’ve invested about two years into the bike—just weekend work—and about $3,000,” he says. “The investment probably won’t yield any return, but this is a bike I am going to hold on to and cherish forever—just because it means so much to me.”
Thanks to Damian McFadden for the tip. Images by Leigh Wetterau.

Honda NX650 DOMINATOR

Honda NX650 Dominator

Eighteen years ago this bike left Honda’s factory as a chunky dual-sport thumper—a less sophisticated version of the Transalp, if you like. Today it’s a sleek, lightweight street tracker burning up the roads of Wales. Andrew Greenland bought his 1992 NX650 in Swansea for a mere £300 (US$450), with the intention of just restoring it as a winter project. “I thought I would maybe change a few bits and bobs,” he says. “One night, when the bike was stripped down to the rolling chassis, I placed a Honda CG125 (1976) tank on it for a laugh—and that was it! Retro dirtbike was the theme.” Greenland cut the rear subframe uprights down by three inches and added a loop at the back, leaving the rest of the structure original. He rebuilt the motor with a bigger bore and piston and new valves and guides, and swapped out the stock 21” front wheel for a 19” Honda SLR650 wheel. The exhaust system came from Jemco in Texas, with Trail Tech supplying the headlight and speedometer. Greenland then built a new tail unit using fiberglass (“took bloody ages!”) and did all the painting himself with rattle tins. The project took six months, and the bike rolled out of the shed a few days ago—owing Greenland less than £2,000 (US$3,000) in total build costs. “I’ve been tinkering with my own bikes since I was 12,” says Greenland, “but I’ve never altered a bike from its original form before and it was a pain in the ass! But when I go out on it, and see the looks it gets, it makes it all worth it.” Home building at its best, don’t you think?

Nikon D40 | 1/320s | f/9.0 | ISO 200 | Focal length 31mm

New Honda VT750C Shadow

The Shadow 750 oozes timeless American cruiser style from every curve of its classic long-and-low profile and every glint of its gorgeously polished chrome accents. Its elegant bullet-shaped headlight provides a strong point of focus, underlined by impressive chrome-wrapped front fork covers, gleaming wire-spoke wheels and fat tyres. Its rumbling V-twin engine and large dual shotgun mufflers offer pulsating power, strong acceleration and a soothing sound for a deeply enjoyable ride sensation. And, the Shadow 750 comes with confidence-inspiring Combined ABS that enhances the feeling of easy confidence and control. With a generous tank and great fuel efficiency the Shadow 750 is one of the easiest, most enjoyable and most economical ways to get out on the open road and stay there.



Engine
Starter Electric
Compression Ratio 9.6: 1
Max. Power Output 33.5kW/5,500min-1
Ignition Fully transistorised electronic
Engine Displacement 745cc
Engine Type Liquid-cooled 4-stroke SOHC 52° V-twin
Carburation PGM-FI electronic fuel injection with automatic choke
Max. Torque 64Nm/3,500min-1
Bore & Stroke 79 x 76mm