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Wednesday, March 10, 2010
Tuesday, March 9, 2010
2006 Harley-Davidson Ultra Classic And 2001 Harley-Davidson Heritage Softail - Father & Son Customs
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A 2006 Harley-Davidson Ultra Classic and 2001 Harley Davidson Heritage Softail that father and son custom-built. - Hot Bike Magazine.
A 2006 Harley-Davidson Ultra Classic and 2001 Harley Davidson Heritage Softail that father and son custom-built. - Hot Bike Magazine.
2003 Harley-Davidson Heritage Softail - Cruise A Low Rider
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Ride Wright Wheels in Anaheim, California takes styling cues from the lowrider days with this 2003 Harley-Davidson Heritage Softail. The bike features a Twin Cam 88B engine. - Hot Bike Magazine Online.
Ride Wright Wheels in Anaheim, California takes styling cues from the lowrider days with this 2003 Harley-Davidson Heritage Softail. The bike features a Twin Cam 88B engine. - Hot Bike Magazine Online.
2003 Harley-Davidson Fat Boy - Not So Mellow Yellow
Check out this custom 2003 Harley-Davidson Fat Boy built with its custom flame paint job, Mikuni carb, air cleaner, Vance and Hines Short Shots, Screamin' Eagle components, and more Hot Bike Magazine.
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2003 harley-davidson fat boy, 2003 harley davidson fat boy, 2003 harley fat boy, 2003 harley-davidson fatboy, 2003 harley davidson fatboy, 2003 harley fatboy, mikuni carb, mikuni carburetor, 100th anniversary fat boy, hd fatboy, hd fat boy, vance and hines short shots, screamin' eagle, screaming eagle, todd thompson, legend air ride, covington cycles,,2003 harley-davidson fat boy, 2003 harley davidson fat boy, 2003 harley fat boy, 2003 harley-davidson fatboy, 2003 harley davidson fatboy, 2003 harley fatboy.
Monday, March 8, 2010
1976 Lambretta GP 200 - Classic Vespa Scooter
We are quality restoration shop making quality Lambretta and Vespa Scooter restorations. We deal in Classic Italian & Indian Scooters.
1978 Lambretta GP 200
1978 Lambretta GP 200 PicturesWe are quality restoration shop making quality Lambretta and Vespa Scooter restorations. We deal in Classic Italian & Indian Scooters.
1967 Vespa 150
We are quality restoration shop making quality Lambretta and Vespa Scooter restorations. We deal in Classic Italian & Indian Scooters.
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1964 Lambretta - SCOOTERS FOR SALE
1964 Lambretta - VESPA SCOOTERSHub : 081 217 04147
Rungkut Menanggal Harapan Blok M 16 Surabaya atau
Jl. Kol. Sugiono 38 Panjunan . Waru Sidoarjo
1966 Vespa Sprint - For Sale
Yamaha Vixion Street Fighter | Modification | Custom
Sunday, March 7, 2010
Saturday, March 6, 2010
Harley Davidson is Comfortable in Use For Touring
Harley Davidson is Comfortable in Use For Touring. Harley Davidson Classic
Friday, March 5, 2010
Classic Vespa scooter from 1972
Classic Vespa scooter from 1972! Vespa restores and customizes the old classic & vintage Vespa scooters to the customers wishes. She will be brought back to its original state with the utmost care, attention to detail and perfection by skilled experienced craftsmen. If wanted she can be customized to the specific wishes of the client
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VESPA GTS 300 SUPER
VESPA GTS 300 SUPER
The Vespa with the largest displacement ever produced since 1946
The Vespa GTS 300 Super brings the exclusive elegance of Vespa to the over 250 class. The classic, unique Vespa style is combined with a distinctly sporty and modern personality, giving the clean Vespa lines a decidedly rugged look. With its sporty design, the Vespa GTS 300 Super embodies the style, convenience, safety and sturdiness of the Vespa brand.
With an ultra-modern, powerful 4-valve liquid-cooled engine, electronic injection and Euro3 approval, what sets the Vespa GTS 300 Super apart is the incredible flexibility and exuberance of the engine, which means it can really take off at the lights.
The Vespa GTS 300 Super is here, continuing a line of sporty elegance which boasts legendary models like the 1955 Vespa GS, the 1964 180 SS, the '65 90 SS, the 1972 200 Rally, the 1976 Vespa ET3, and the 1985 T5 “Pole Position”.
Legendary names in the history of the most famous and – with over 17 million produced since 1946 – most widely ridden scooter on planet Earth.
Ever since its very first years of life there have been sporty versions of the Vespa, often used in speed road racing, and sometimes in major off-road racing events too. This meant that some tantalising racing prototypes were created, as well as the “6-day Vespa”, which consistently dominated the 1951 International Six Days, winning 9 gold medals.
This road racing experience gave rise to the model that many people, to this day, regard as the most beautiful scooter in Vespa history: the 1955 Vespa GS, which was later immortalised in the film Quadrophenia, the rock opera by The Who, and ridden by a young Sting.
Today, the Vespa GTS 300 Super picks up this outstanding sporting tradition which has characterised some of the happiest years in Vespa history. And it does so in a golden age for the Vespa brand: in just a few years production has more than doubled, from around 50,000 Vespas produced in 2004, to 100,000 in 2006, and over 117,000 in 2007 – in testament to a fascination that is still intact after 62 years of history and 145 different models.
STYLE
Once again the Vespa gets a new look, to enhance the range.
And this time it gets a new body, built without compromise, which emphasizes its sporty character. A body with forms, details and colours that all express its sporty dynamism. The Vespa GTS 300 Super blends not just sportiness and performance, but distinctiveness and character too.
The Vespa GTS 300 Super, thanks to its design and technology, reinterprets a sporty classic from the great Vespa collection.
The frame (the metal heart of the Vespa) has undergone some major modifications. On the right side panel there is an eye-catching grille with horizontal slots – an obvious reference to the most stylish Vespas of the past – which gives an elegant sporty touch to the side of the vehicle.
The new two-tone alloy wheel rims recall the removable ones of past times and highlight the sportiness of the 145th model in Vespa history.
The suspension cover is painted racing red on the front spring, a racing detail that makes the new GTS 300 Super stand out.
The new front shield also underlines its sporty personality: the parking light has been replaced with a stylish air intake enhanced with chrome features.
And the headlight – which is round, in the best Vespa tradition – now has a black rim, giving the Vespa a more serious look.
The instrumentation, which is completely analogue as in the best racing tradition, has new graphics, with white numbers against a black background: easy to read and highly distinctive.
The seat features forms and materials typical of sporty Italian vehicles. The black upholstery has a contrasting light grey outer trim – an explicit reference to the past. Two versions are available: the "Touring", fitted as standard to maximise comfort and usability, and the "Sport" version, available as an option, which enhances the dynamic overall line of the Vespa GTS 300 Super with its single seat configuration.
TECHNOLOGY
The increased engine performance has been designed to provide maximum performance in pick-up and acceleration – essential qualities for city commuting.
The displacement of the 4-valve single cylinder Quasar, with electronic injection and liquid-cooled, is now 278 cc thanks to the increase in both the bore (now 75 mm), and the stroke (63 mm).
The new GTS 300 Super is different from the GTS 250 because the new engine has a higher level of torque (22.3 Nm as opposed to 20.1) along with fewer revolutions per minute (5,000 rpm as opposed to 6,500 on the 250). On the road, these numbers translate into flexibility and pick-up from low speeds that are unequalled in this displacement category. So the Vespa GTS 300 Super is the perfect vehicle for the city, where it can show off the very best of what it has to offer.
Vespa is the only scooter in the world with a steel frame – an exclusive design feature that has set Vespa apart from other two wheelers ever since the first model was brought out in 1946.
Put simply, the Vespa does not have a welded plastic-covered tube frame. Instead it is the "body", made entirely of steel, which supports the engine and all the mechanical parts.
It's a design philosophy that gives Vespa superior rigidity (up to 250% more than a scooter with a tube frame), providing incredible precision control and sturdiness that is now legendary.
Inside the Vespa GTS 300 Super frame, underneath the seat, is the fuel tank. Although it can hold a good 9 litres of petrol, giving all the advantages of fuel distance, this does not restrict the under-seat storage space or easy access to the engine once the helmet carrier, which can hold two demi-jet helmets, has been lifted off (no tools required).
To the rigidity of the frame, the Vespa GTS 300 Super adds a chassis featuring 12” wheels with a size 120/70 tyre on the front and a size 130/70 on the rear.
The front suspension has the classic link arm, a traditional feature in Vespa history with excellent dynamic functional characteristics: this system separates the support and shock-absorbing functions, resulting in neutral braking and an anti-lunge effect. The spring in racing red is a distinctive feature of the Vespa GTS 300 Super.
At the rear, two spring pre-load-adjustable hydraulic shock absorbers are fixed to the transmission crankcase and exhaust support.
ACCESSORIES
The new GTS 300 Super has a wide range of accessories so you can personalise your Vespa and make it unique.
Rear top case: elegant and roomy, harmonising with the unique shape of the Vespa GTS 300 Super.
Soft bag: handy and functional for everyday use. Perfectly matches the shape of the top case to maximise capacity.
Chrome tube front carrier: a clear reference to Vespa history.
Chrome tube side protector: an eternal classic in the iconography of Vespa.
Plus:
Hot cover with magnetic attachment
Flyscreen
High windscreen
Electronic alarm
Footrest mat
Front mudguard protector
Anti-theft device
Vehicle cover.
Ikatan Scooter Solo (ISSO)
VESPA - SCOOTER — Ribuan Scooterist dari berbagai daerah berkumpul di Alun-alun Utara Solo dalam acara bertajuk Ber-scooter, Minggu (15/11). Kegiatan tersebut digelar dalam rangka hari jadi ke-12 Ikatan Scooter Solo (ISSO).
Thursday, March 4, 2010
Harley Davidson Classic Motorcycles
Harley Davidson Classic Motorcycles. Classic motorcycle pictures. Classic motorcycle wallpaper
Wednesday, March 3, 2010
Harley Davidson | 2000 FL | Wallpaper | Picture
Harley Davidson | 2000 FL. Harley Davidson Classic. Pictures Harley Davidson 2000 FL, Harley Davidson 2000 FL Posters, Harley Davidson 2000 FL wallpaper.
Tuesday, March 2, 2010
1977 BMW R100/7 scrambler
Even the stateliest grand tourer can be turned into a scrambler. This example is a 1977 BMW R100/7 owned by Frank, from Kandel in Germany. He bought the bike
BMW R100/7 scrambler | Bike EXIF | Classic motorcycles, custom motorcycles and cafe racers
BMW R100/7 scrambler | Bike EXIF | Classic motorcycles, custom motorcycles and cafe racers
Harley Davidson Classic 2000 FL
Harley Davidson Classic 2000 FL. Harley Davidson wallpaper or Pictures Harley Davidson
Monday, March 1, 2010
Sunday, February 28, 2010
Harley Davidson Custom Chrome Engine
Aftermarket harley davidson parts:Harley Chrome Skull Horn Cover With LED Lighted Eyes
Harley Hammered Aluminum Evil Twin Skull Horn Cover W/O Back Lit LED Eyes
Harley Hammered Aluminum Skull Horn Cover with LED Eyes
Harley Davidson Custom Chrome Engine
Saturday, February 27, 2010
Review Cagiva V-Raptor | Specifications
Review Cagiva V-Raptor | Specifications
When I got back V-Raptor 650 (check our reviews Cagiva's commuter with attitude) to importers Italmoto from Germiston in Gauteng, I was lucky enough to get a quick spin on a brother larger, V-Raptor 1000 powered by the rip - snorted 996cc V-twin out of the canyon carver Suzuki TL1000.
This is the proposition altogether more serious was established in Cagiva broadly replicated fashion airbox and short, fat tailpipes carbon. This provides 82kW of trampling and speak with authority.
98x66mm twin very interesting from around 3000rpm but the steps up to the cam when the tacho needle points straight up at seven and got a little out of hand for the big city traffic
This is the proposition altogether more serious.
. Opportunity to use so much less power and far between in the urban maze.
Raptor is a great out of place as a pit-bull on a poodle parlors in the city and the need to keep your right hand for smooth movement speed urban law on the door, thanks to slam the jerkiness common to most fuel injection systems on small throttle openings.
But given the gap, or a highway to play with, and it will show you what a big twin is all about - instant, the response effort and eye-compression acceleration. This will hit the 220 mile (do not ask me where) with at least 30 others arrived. Above 8000rpm motor obviously got vibratious; this, after all, the rigid mount-liter twin-class and shaky real vee fashion is part of the riding experience.
As noted above 650 (and Aprilia's RS250), the gearbox on Suzuki motorcycles sold by companies other marques far more stringent than those that gathered for himself
Motor steady as a rock.
. In one liter Raptor's weight changes and solid, down clutchless shifts unless revs high. Even then they are less than perfect, pretty well, then, that the clutch light, positive and abuse-proof - it will get used a lot.
Muscular motor depends on the trellis frame where the first sight look very similar to that of the 650 but neatly combining the three point mount to compensate for unequal expansion coefficient of steel and aluminum - is necessary because the engine is at the top of the mountain ahead of the cylinder head in the crankcase.
The rest is basically the same grille as on a smaller bike and it was a tribute to the health of the design that will handle more than 80kW, without tying itself in knots.
Frame a little wider to accommodate larger motors; all that good as a larger bike has a better pilot seat does not put more pressure on the buttocks. The pillion, however, is the same soft little hump where a lady friend politely refused to lie down.
Suspension is the same with a smaller engine with spring rates and damping is adjusted with the extra weight. The only adjustment for preload on the rear Monoshock Sachs; you up 43mm inverted Marzocchi-downies out of their way, which is very good.
Motor steady as a rock, even more than 200km / h, and have less tendency to shake my head at full tilt upchanges than his brother. This is possible because the geometry a bit more conservative - I suspect most dedicated to trying to keep the front wheels on the tar. This also does not work with the same agility, because some drivers more more conservative.
The brakes are the same as the 650, although with about 10% more mass to haul in a company required to stop squeezing. Because the feedback through the lever is not so precise, even with braided stainless brake lines, and easier to lock the front wheels in 1000.
A neat little screen in these photographs is unique to SA. It was designed by and made for Marco Liberatore of local importers. Remarkably, it was held by no more than six patches of Velcro each no bigger than a large postage stamp because actually instill a stronger push into place faster you ride.
Big V-Raptor takes more skill to ride than the younger more relaxed. It's a big and serious muscular engine and will provide XJRs Bandit and the world that kicked in the right hands. But more than that, it'll take you out on Twisties on Sunday morning and stayed with the race-replica of the corner of your favorites.
Do not be fooled: odd styling under a motorcycle very competent.
V-Raptor 1000 imported by Italmoto from Germiston, Gauteng and the cost of R77 000.
Click here to use Motoring.co.za 's mortgage calculator.
SPECIFICATIONS
Motor: Liquid-cooled 90-degree four-stroke V-twin.
Capacity: 996cc.
Bore x stroke: 98 x 66mm.
Valvegear: DOHC with four valves per cylinder on the head with Twin Swirl Combustion Chamber.
Compression Ratio: 11.7:1
Power: 82kW.
Induction: Electronic fuel burning.
Ignition: Electronic Transistorised.
Starting: Electric.
Clutch: Cable-operated wet multi-plate clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
Suspension: 43mm inverted Marzocchi cartridge forks at front, Sachs Monoshock adjusted for preload at rear.
Brakes: twin 298mm discs four-pot opposed piston Brembo calipers in front, 220mm disc with Brembo twin-pot opposed piston calliper at rear.
Tires: Front: tubeless 120/70-ZR17. Rear: tubeless 180/55-ZR17.
Wheelbase: 1440mm.
Seat height: 775mm.
Dry weight: 197kg.
Fuel capacity: 18 liters.
This is the proposition altogether more serious was established in Cagiva broadly replicated fashion airbox and short, fat tailpipes carbon. This provides 82kW of trampling and speak with authority.
98x66mm twin very interesting from around 3000rpm but the steps up to the cam when the tacho needle points straight up at seven and got a little out of hand for the big city traffic
This is the proposition altogether more serious.
. Opportunity to use so much less power and far between in the urban maze.
Raptor is a great out of place as a pit-bull on a poodle parlors in the city and the need to keep your right hand for smooth movement speed urban law on the door, thanks to slam the jerkiness common to most fuel injection systems on small throttle openings.
But given the gap, or a highway to play with, and it will show you what a big twin is all about - instant, the response effort and eye-compression acceleration. This will hit the 220 mile (do not ask me where) with at least 30 others arrived. Above 8000rpm motor obviously got vibratious; this, after all, the rigid mount-liter twin-class and shaky real vee fashion is part of the riding experience.
As noted above 650 (and Aprilia's RS250), the gearbox on Suzuki motorcycles sold by companies other marques far more stringent than those that gathered for himself
Motor steady as a rock.
. In one liter Raptor's weight changes and solid, down clutchless shifts unless revs high. Even then they are less than perfect, pretty well, then, that the clutch light, positive and abuse-proof - it will get used a lot.
Muscular motor depends on the trellis frame where the first sight look very similar to that of the 650 but neatly combining the three point mount to compensate for unequal expansion coefficient of steel and aluminum - is necessary because the engine is at the top of the mountain ahead of the cylinder head in the crankcase.
The rest is basically the same grille as on a smaller bike and it was a tribute to the health of the design that will handle more than 80kW, without tying itself in knots.
Frame a little wider to accommodate larger motors; all that good as a larger bike has a better pilot seat does not put more pressure on the buttocks. The pillion, however, is the same soft little hump where a lady friend politely refused to lie down.
Suspension is the same with a smaller engine with spring rates and damping is adjusted with the extra weight. The only adjustment for preload on the rear Monoshock Sachs; you up 43mm inverted Marzocchi-downies out of their way, which is very good.
Motor steady as a rock, even more than 200km / h, and have less tendency to shake my head at full tilt upchanges than his brother. This is possible because the geometry a bit more conservative - I suspect most dedicated to trying to keep the front wheels on the tar. This also does not work with the same agility, because some drivers more more conservative.
The brakes are the same as the 650, although with about 10% more mass to haul in a company required to stop squeezing. Because the feedback through the lever is not so precise, even with braided stainless brake lines, and easier to lock the front wheels in 1000.
A neat little screen in these photographs is unique to SA. It was designed by and made for Marco Liberatore of local importers. Remarkably, it was held by no more than six patches of Velcro each no bigger than a large postage stamp because actually instill a stronger push into place faster you ride.
Big V-Raptor takes more skill to ride than the younger more relaxed. It's a big and serious muscular engine and will provide XJRs Bandit and the world that kicked in the right hands. But more than that, it'll take you out on Twisties on Sunday morning and stayed with the race-replica of the corner of your favorites.
Do not be fooled: odd styling under a motorcycle very competent.
V-Raptor 1000 imported by Italmoto from Germiston, Gauteng and the cost of R77 000.
Click here to use Motoring.co.za 's mortgage calculator.
SPECIFICATIONS
Motor: Liquid-cooled 90-degree four-stroke V-twin.
Capacity: 996cc.
Bore x stroke: 98 x 66mm.
Valvegear: DOHC with four valves per cylinder on the head with Twin Swirl Combustion Chamber.
Compression Ratio: 11.7:1
Power: 82kW.
Induction: Electronic fuel burning.
Ignition: Electronic Transistorised.
Starting: Electric.
Clutch: Cable-operated wet multi-plate clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
Suspension: 43mm inverted Marzocchi cartridge forks at front, Sachs Monoshock adjusted for preload at rear.
Brakes: twin 298mm discs four-pot opposed piston Brembo calipers in front, 220mm disc with Brembo twin-pot opposed piston calliper at rear.
Tires: Front: tubeless 120/70-ZR17. Rear: tubeless 180/55-ZR17.
Wheelbase: 1440mm.
Seat height: 775mm.
Dry weight: 197kg.
Fuel capacity: 18 liters.
Friday, February 26, 2010
Road Test Cagiva Navigator | Review | Specifications
Road Test Cagiva navigator | Review | specifications
Ducati has been shouting about the new Multistrada them, claiming it was kind of a new motorcycle is a true mixture with sportsbike handling ENDURO style comfort: the "real world real world for motorcycle riders," because they will have it.
Meanwhile, Cagiva had been quietly revised their noble Navigator: "not like a different bike. Power and comfort in an unbeatable mix - the essence of off-road and road bikes together for the first time."
Now come on children, we all know the super has been around almost trailie for old Yamaha XT500.
Navigator updates for 2004, including a stylish black frame and wheels blurred, with the same finish on the blanket cylinder and the luggage rack.
Came stonking performance offerings unburstable Suzuki TL1000S 90-degree V-twin (the previous version used Ducati motorcycles). Re-injection mapping and engine have been making this engine more docile and better suited for touring.
6000rpm engine is limited to six (top) gear. This is the perfect bike for the long haul with a decent interval between services - valves need shimming only every 15,000 miles.
Motor churned out nearly 100bhp, more than enough for this crowd cycle 210kg to 130mph.
1000cc Nav which is a pretty good control, in part thanks to the 18in wheel and right rear suspension sorted. Even fully loaded Navigator can be thrown through corners with confidence. If things do not get a little too interesting twin front discs and calipers Nissin soon bring things under control.
Half-gifts and display wind and rain continued to fall drivers and passengers, and double elliptical headlights throw a strong beam for night riding.
Trunk alloys come as standard, and there are various options panniers and top box to provide 140 liters of storage space for long-term journey.
Cagiva also give serious thought to pillion rider too. In addition to comfortable chairs in an efficient silencer heat shield.
Navigator is a comfortable two-up travelers who really motors, and is very fun when you hit the curve. A versatile top, just like the Multistrada - only much cheaper. So, what's stopping you? The bum perch only 800mm from the deck so that even shorties can give Nav try.
Cagiva Navigator 1000
Thursday, February 25, 2010
Review Cagiva 750 Elefant | Specifications
Review Cagiva 750 Elefant And Specifications
At face value the Cagiva Elefant was born of the marriage that is not possible, but the reality of marriage up (then Cagiva owned) Ducati V-twin with a monster trailie, proven desert racer type chassis only kind of disappointed with the masterstroke of poor build quality. Elefant large (the 750 also produced) is alive, is handled quite well and even half-decent off-road. Now look old, though.
Machine Cagiva Elefant 750
The Cagiva 750 and 900 are activated by Elefants standard rate of air-cooled Ducati Desmo two-valver, which proved right at home in the chassis boy offers high flexibility and poked and enough enthusiasm to make the Super Twins Teneres Africa and looks boring.
Ride and Handling Cagiva Elefant 750
The Cagiva Elefant's wheel, as you might expect from a motorcycle from an Italian company, which suggests a sharp and vivid (for large trailie) but it's quite stable and luxurious thanks to a half decent Marzocchi and Ohlins suspension components. The chair is no need to narrow and firm, yet.
Equipment Cagiva Elefant 750
Although the proper cycle (Marzocchi and Ohlins plus Brembo brakes, etc.), the rest of the Cagiva Elefant unfortunately pretty basic, crude and decoration-free. Hours and gifts do the job, but not in the same league as Honda Africa Twin. Compare and buy parts for Cagiva Elefant in MCN Shop.
Quality and Reliability Cagiva Elefant 750
Monster trailies need more durable than most so Cagiva Elefant, a typical dreary by the early 1990s, the misery of poor italian paint, doubted the reliability and corrosion resistance is inadequate, it asked for trouble. No major mechanical disaster, but they need to treat with kid gloves
Value Cagiva Elefant 750
The Cagiva Elefant seemingly represents a lot of bike for the money and a cheap way into 'Ducati' ownership. The downsides are dodgy styling and paintjobs (brown among them) - so make sure you get a Lucky Strike replica - and iffy finish and reliability, so do your homework when being used. Find Cagiva motorcycles for sale.
Insurance Cagiva Elefant 750
Insurance group: 11
Compare motorcycle insurance quotes now
Model History Cagiva Elefant 750
January 1993: Cagiva Elefant 900 launched.
January 1994: Cagiva Elefant 750 launched.
1995: Both models receive restyled seat unit.
1999: Both models discontinued.
Machine Cagiva Elefant 750
The Cagiva 750 and 900 are activated by Elefants standard rate of air-cooled Ducati Desmo two-valver, which proved right at home in the chassis boy offers high flexibility and poked and enough enthusiasm to make the Super Twins Teneres Africa and looks boring.
Ride and Handling Cagiva Elefant 750
The Cagiva Elefant's wheel, as you might expect from a motorcycle from an Italian company, which suggests a sharp and vivid (for large trailie) but it's quite stable and luxurious thanks to a half decent Marzocchi and Ohlins suspension components. The chair is no need to narrow and firm, yet.
Equipment Cagiva Elefant 750
Although the proper cycle (Marzocchi and Ohlins plus Brembo brakes, etc.), the rest of the Cagiva Elefant unfortunately pretty basic, crude and decoration-free. Hours and gifts do the job, but not in the same league as Honda Africa Twin. Compare and buy parts for Cagiva Elefant in MCN Shop.
Quality and Reliability Cagiva Elefant 750
Monster trailies need more durable than most so Cagiva Elefant, a typical dreary by the early 1990s, the misery of poor italian paint, doubted the reliability and corrosion resistance is inadequate, it asked for trouble. No major mechanical disaster, but they need to treat with kid gloves
Value Cagiva Elefant 750
The Cagiva Elefant seemingly represents a lot of bike for the money and a cheap way into 'Ducati' ownership. The downsides are dodgy styling and paintjobs (brown among them) - so make sure you get a Lucky Strike replica - and iffy finish and reliability, so do your homework when being used. Find Cagiva motorcycles for sale.
Insurance Cagiva Elefant 750
Insurance group: 11
Compare motorcycle insurance quotes now
Model History Cagiva Elefant 750
January 1993: Cagiva Elefant 900 launched.
January 1994: Cagiva Elefant 750 launched.
1995: Both models receive restyled seat unit.
1999: Both models discontinued.
Wednesday, February 24, 2010
Cagiva 900 Gran Canyon | Specs | Review
Cagiva 900 Gran Canyon | Specs | Review
Review Cagiva 900 Gran Canyon:
Cagiva's Castiglione brothers determined to create their interpretation of trailie fashionable genre in the early 1990s they were using 750SS Ducati desmo twin motors because that's what they have.
The result is a large ENDURO tool they call Elefant and so successful they offer a 900 motor and show them the way to go.
Predecessor, Gran Canyon and more stylish, elegant style body panels by South African Pierre Terblanche, still looks like a supermotard but clearly oriented asphalt; off-road ability is limited but competent tar all department
The result is a large ENDURO tool they called Elefant.
.
Motive power was provided by Ducati: two-valve, air-cooled L-twin motor has a pedigree going back to the middle 1970's when a talented designer Fabio Taglioni Pantah write 500cc. He will leave the cam gears bevel support belt-driven camshafts, adding rigid one-piece crankshaft and spin-on oil filter (which comes from Simca Aronde!). The design of this machine, and this, so the sound has changed slightly; some sections will remain interchange.
Current edition has Weber-Marelli fuel injection instead of the traditional Dell'Orto carburettors and gives instant, crisp response to cost-sensitive throttle action on the small hole. This is common in almost all systems spritzer - and that is better than most. Despite claims to the contrary from the manufacturer, which is equal to 54kW parents and the 900 Monster 900SS bike path
Six-speed gearbox has the same ratio as the old bike.
. Cagiva end gearing is slightly shorter, though, to improve the performance of mid-range and test it out on the bike 185km / h, with a rev-counter in the conservative 7500rpm.
Motor surprisingly went well for a big twin, abundant Taglioni statement showing that the 90-degree L-twin has perfect primary balance; the only rocking vibration is high frequency caused by a cylinder offset. It will be interesting without any juddering from the above 2000rpm, so very strong in four and remained like that until after eight.
The midrange is very torquey (72Nm at 5200rpm!) And short shifting is the order of the day, there is really no need to over seven rounds, although the famous desmodromic valve system is not possible to get up the valve.
Its main advantage is that it allows very abrupt cam profiles without the leveling curve - a large valve opening and closing like a slammed door, with a corresponding improvement in gas flow sequentially timed injections - one per cylinder - to take full advantage.
I was expecting more mechanical rattle but Gran Canyon walk very slowly without the full reward from SS to channel sound to the driver motor. Belies the dated engine and conservative pedigree (by today's standards) specifications, riding a bicycle without fuss or temperament.
This motor shares with the family only 916 multi-plate dry clutch in series production, but with different friction material. While SPS 996 tested in 1998 I had a clutch go on and off like a light switch, Gran Canyon is blessed with a progressive action outside the ordinary. Its take-up a bit suddenly, it became clear grabby when hot, but always unpredictable and just take the same point, hot or cold.
Six-speed gearboxes all have indirectly the same ratio as the old bike and have the same smooth, crisp-as-glass-breaking action, although the gear lever was again given birth again to throw. However, within 10 minutes taking the test machine from the supplier Boland Bikes in Jambi, near Cape Town, I'm making without the benefit of seamless upchanges clutch. Because the bicycle mileage so low that I did not try downshifting without the left hand but downchanges conventional light and positive, if less vocal low revs.
This user-friendly drivetrain mounted in a frame grille mediocre made of square-section steel tube with two large triangular plates stiffen the head stock area. This motor is designed to be fully stressed chassis member and used as such in this application, so no downtubes or holder under the sump. The extruded aluminum swing-arm rotated in classic Ducati fashion on the rear axle shaft gearboxes but extended to mount on the frame for extra rigidity, ahead of Honda-hyped many applications of the same idea six years.
Link rear suspension has risen, and the level of Boge shock absorber adjustable for rebound and spring preload while the 19-inch front wheel rides 45mm conventional Marzocchi forks, amazing and free from flexure stiction - and they should be given their impressive diameter - but without adjustment.
Braking is provided by Nissin Japan specialist and at first sight was dull, with twin-piston calipers on 296mm floating discs, but seen in this case deceptive. Gran Canyon has some of the most powerful brakes have not adjusted to the so-called dual-purpose bike, with no lever on the side of travel and rapid response. Lever effort is a little high and not much sense what is going on between the rubber and the road but, with a little practice, Cagiva can be made to stop within the distance that will raise eyebrows, even among sport bike riders. Rear brake also works better than I expected, considering other technologies that lower floating calliper set-up, but should be used with caution because it will lock with little provocation.
Body panels have a typical style of the signature of South African designer Pierre Terblanche all over them, there are no sharp edges or straight lines. Everything organic curved and smooth. The prize is neat waisted along the top of the fuel tank (yes, Cyril, tanks) to separate the bicycle from the center of the basket. Nothing sticks out - the indicators are installed neatly circular cut-out at its widest point and the center module built-in mirror, rear carrier tail cut line, so the only example I've seen that looks designed-in rather than added-on. The main edge is thickened and rounded, so be very practical and convenient grab-handle for the passenger.
Large air box above the throttle body fuel injection would make the conventional saddle tank unattractively hump backed, and increasing quite the center of gravity when full, so right Terblanche twin 10-liter plastic tanks on either side of the frame, the plane is identical to the filler cap style side by side in separate center panel. Tank is by Siamesed balance in the context of pipe under the fuel tank is drawn evenly from both sides but it is much easier to fill an individual - and so cool!
The only weakness of this arrangement is that the front of the saddle a little wide and I found that it caught me on the inside of the thigh, which took a little getting used to. Moreover, the position of a great seat, the saddle is very wide and soft, with just a little step into the country pillion and plenty of room for both pilot and navigator to move the long ride. Wide handlebars very little rise but the head and the wheel of the three clamps are relatively high so that the hand position just above elbow height, the right to trailie great, if slightly up to speed can be achieved.
Control the fat and positive in operation, car-style fascia is neatly styled with speedometer, rev-counter and (hooray!) A watch with real life, plus the usual idiot lights, wrapped in a faired - right in the pod - really hard to photograph because of glare from the clear cover. However, the flight deck to get the highest score for neatness, fit and finish.
With the upright position and saddle height of 825mm - high for a road bike if it makes sense to trailie - and the wide bars give a lot of maneuverability, the Cagiva commuting in heavy traffic to handle with aplomb. Motor stable up to walking pace and you can see above most of the tin-top and plan to move two and three cars in front.
On the open road to protect the small screen with a good up to more than 160 km / h, and rock-solid bike to top speed, and immune to crosswinds. A supple suspension soaked up bumps like a luxury bus and a total lack of vibration makes the bike a friend who is very relaxed. My only excuse is that the seating position a little too sit-up-and-beg-day for all the comfort, unless you're into touring at speed relatively simple - such as around the legal limit.
There are at Twisties that this bike came to himself; the Gran Canyon is a trailie who think it is a sport bike. This can be turned around like a bike that much lighter because of the leverage provided by the bar width.
The fork is a little underdamped, which appears as a slightly choppy ride in the city and different tendency to "pogo-stick" when pushed hard on bumpy corners. Never get out of hand and hold a line like the bike was on rails, but the front wheels can be made to feel nervous, not like the front end planted as Italy should be. It must be said that the bike path is not open great comfort in the small level due to the flexible suspension, so I feel that this is an acceptable compromise.
Cagiva's Gran Canyon is more than a road bike than the styling would suggest, though as sure-footed on a gravel road as the light of other tourists and 193kg better than purpose-built several mudpluggers. However, this extraordinary competent at the tar; it will go back and forth, it will tour, needed two comfortably and it will give the kind of Sunday morning to make up a valuable Motorcycles. Build quality, fit and finish will stand comparison with the best in the world and the design shows real insight into what actually motorcycle; was cohesive, smooth and very practical.
Thanks to Robbie Perold at Boland Bikes for our own loans Gran Canyon - the only cost R56 995.
Specifications Cagiva 900 Gran Canyon:
Motor: Air-cooled four-stroke 90-degree L-twin.
Capacity: 904cc.
Bore x stroke: 92 x 68mm.
Valvegear: SOHC with 2 valves per cylinder desmodromic.
Compression ratio: 9.2:1.
Power: 54kW @ 7500rpm.
Torque: 72Nm @ 5200rpm.
Induction: Weber-Marelli fuel injection.
Ignition: Electronic.
Starting: Electric.
Clutch: Hydraulically actuated dry multi-plate clutch.
Transmission: Six-speed gearbox with chain final drive.
Suspension: 45mm Marzocchi cartridge forks at front, Boge Monoshock adjusted for preload and rebound damping at rear.
Brakes: Twin 296mm discs with Nissin twin-piston floating calipers in the front, 240mm disc with twin-piston Nissin floating calliper at rear.
Tires: Front: 110/90 - 17 tubeless. Rear: 150/70 - 17 tubeless.
Wheelbase: 1548mm.
Seat height: 825mm.
Dry weight: 193kg.
Fuel capacity: 20 liters.
The result is a large ENDURO tool they call Elefant and so successful they offer a 900 motor and show them the way to go.
Predecessor, Gran Canyon and more stylish, elegant style body panels by South African Pierre Terblanche, still looks like a supermotard but clearly oriented asphalt; off-road ability is limited but competent tar all department
The result is a large ENDURO tool they called Elefant.
.
Motive power was provided by Ducati: two-valve, air-cooled L-twin motor has a pedigree going back to the middle 1970's when a talented designer Fabio Taglioni Pantah write 500cc. He will leave the cam gears bevel support belt-driven camshafts, adding rigid one-piece crankshaft and spin-on oil filter (which comes from Simca Aronde!). The design of this machine, and this, so the sound has changed slightly; some sections will remain interchange.
Current edition has Weber-Marelli fuel injection instead of the traditional Dell'Orto carburettors and gives instant, crisp response to cost-sensitive throttle action on the small hole. This is common in almost all systems spritzer - and that is better than most. Despite claims to the contrary from the manufacturer, which is equal to 54kW parents and the 900 Monster 900SS bike path
Six-speed gearbox has the same ratio as the old bike.
. Cagiva end gearing is slightly shorter, though, to improve the performance of mid-range and test it out on the bike 185km / h, with a rev-counter in the conservative 7500rpm.
Motor surprisingly went well for a big twin, abundant Taglioni statement showing that the 90-degree L-twin has perfect primary balance; the only rocking vibration is high frequency caused by a cylinder offset. It will be interesting without any juddering from the above 2000rpm, so very strong in four and remained like that until after eight.
The midrange is very torquey (72Nm at 5200rpm!) And short shifting is the order of the day, there is really no need to over seven rounds, although the famous desmodromic valve system is not possible to get up the valve.
Its main advantage is that it allows very abrupt cam profiles without the leveling curve - a large valve opening and closing like a slammed door, with a corresponding improvement in gas flow sequentially timed injections - one per cylinder - to take full advantage.
I was expecting more mechanical rattle but Gran Canyon walk very slowly without the full reward from SS to channel sound to the driver motor. Belies the dated engine and conservative pedigree (by today's standards) specifications, riding a bicycle without fuss or temperament.
This motor shares with the family only 916 multi-plate dry clutch in series production, but with different friction material. While SPS 996 tested in 1998 I had a clutch go on and off like a light switch, Gran Canyon is blessed with a progressive action outside the ordinary. Its take-up a bit suddenly, it became clear grabby when hot, but always unpredictable and just take the same point, hot or cold.
Six-speed gearboxes all have indirectly the same ratio as the old bike and have the same smooth, crisp-as-glass-breaking action, although the gear lever was again given birth again to throw. However, within 10 minutes taking the test machine from the supplier Boland Bikes in Jambi, near Cape Town, I'm making without the benefit of seamless upchanges clutch. Because the bicycle mileage so low that I did not try downshifting without the left hand but downchanges conventional light and positive, if less vocal low revs.
This user-friendly drivetrain mounted in a frame grille mediocre made of square-section steel tube with two large triangular plates stiffen the head stock area. This motor is designed to be fully stressed chassis member and used as such in this application, so no downtubes or holder under the sump. The extruded aluminum swing-arm rotated in classic Ducati fashion on the rear axle shaft gearboxes but extended to mount on the frame for extra rigidity, ahead of Honda-hyped many applications of the same idea six years.
Link rear suspension has risen, and the level of Boge shock absorber adjustable for rebound and spring preload while the 19-inch front wheel rides 45mm conventional Marzocchi forks, amazing and free from flexure stiction - and they should be given their impressive diameter - but without adjustment.
Braking is provided by Nissin Japan specialist and at first sight was dull, with twin-piston calipers on 296mm floating discs, but seen in this case deceptive. Gran Canyon has some of the most powerful brakes have not adjusted to the so-called dual-purpose bike, with no lever on the side of travel and rapid response. Lever effort is a little high and not much sense what is going on between the rubber and the road but, with a little practice, Cagiva can be made to stop within the distance that will raise eyebrows, even among sport bike riders. Rear brake also works better than I expected, considering other technologies that lower floating calliper set-up, but should be used with caution because it will lock with little provocation.
Body panels have a typical style of the signature of South African designer Pierre Terblanche all over them, there are no sharp edges or straight lines. Everything organic curved and smooth. The prize is neat waisted along the top of the fuel tank (yes, Cyril, tanks) to separate the bicycle from the center of the basket. Nothing sticks out - the indicators are installed neatly circular cut-out at its widest point and the center module built-in mirror, rear carrier tail cut line, so the only example I've seen that looks designed-in rather than added-on. The main edge is thickened and rounded, so be very practical and convenient grab-handle for the passenger.
Large air box above the throttle body fuel injection would make the conventional saddle tank unattractively hump backed, and increasing quite the center of gravity when full, so right Terblanche twin 10-liter plastic tanks on either side of the frame, the plane is identical to the filler cap style side by side in separate center panel. Tank is by Siamesed balance in the context of pipe under the fuel tank is drawn evenly from both sides but it is much easier to fill an individual - and so cool!
The only weakness of this arrangement is that the front of the saddle a little wide and I found that it caught me on the inside of the thigh, which took a little getting used to. Moreover, the position of a great seat, the saddle is very wide and soft, with just a little step into the country pillion and plenty of room for both pilot and navigator to move the long ride. Wide handlebars very little rise but the head and the wheel of the three clamps are relatively high so that the hand position just above elbow height, the right to trailie great, if slightly up to speed can be achieved.
Control the fat and positive in operation, car-style fascia is neatly styled with speedometer, rev-counter and (hooray!) A watch with real life, plus the usual idiot lights, wrapped in a faired - right in the pod - really hard to photograph because of glare from the clear cover. However, the flight deck to get the highest score for neatness, fit and finish.
With the upright position and saddle height of 825mm - high for a road bike if it makes sense to trailie - and the wide bars give a lot of maneuverability, the Cagiva commuting in heavy traffic to handle with aplomb. Motor stable up to walking pace and you can see above most of the tin-top and plan to move two and three cars in front.
On the open road to protect the small screen with a good up to more than 160 km / h, and rock-solid bike to top speed, and immune to crosswinds. A supple suspension soaked up bumps like a luxury bus and a total lack of vibration makes the bike a friend who is very relaxed. My only excuse is that the seating position a little too sit-up-and-beg-day for all the comfort, unless you're into touring at speed relatively simple - such as around the legal limit.
There are at Twisties that this bike came to himself; the Gran Canyon is a trailie who think it is a sport bike. This can be turned around like a bike that much lighter because of the leverage provided by the bar width.
The fork is a little underdamped, which appears as a slightly choppy ride in the city and different tendency to "pogo-stick" when pushed hard on bumpy corners. Never get out of hand and hold a line like the bike was on rails, but the front wheels can be made to feel nervous, not like the front end planted as Italy should be. It must be said that the bike path is not open great comfort in the small level due to the flexible suspension, so I feel that this is an acceptable compromise.
Cagiva's Gran Canyon is more than a road bike than the styling would suggest, though as sure-footed on a gravel road as the light of other tourists and 193kg better than purpose-built several mudpluggers. However, this extraordinary competent at the tar; it will go back and forth, it will tour, needed two comfortably and it will give the kind of Sunday morning to make up a valuable Motorcycles. Build quality, fit and finish will stand comparison with the best in the world and the design shows real insight into what actually motorcycle; was cohesive, smooth and very practical.
Thanks to Robbie Perold at Boland Bikes for our own loans Gran Canyon - the only cost R56 995.
Specifications Cagiva 900 Gran Canyon:
Motor: Air-cooled four-stroke 90-degree L-twin.
Capacity: 904cc.
Bore x stroke: 92 x 68mm.
Valvegear: SOHC with 2 valves per cylinder desmodromic.
Compression ratio: 9.2:1.
Power: 54kW @ 7500rpm.
Torque: 72Nm @ 5200rpm.
Induction: Weber-Marelli fuel injection.
Ignition: Electronic.
Starting: Electric.
Clutch: Hydraulically actuated dry multi-plate clutch.
Transmission: Six-speed gearbox with chain final drive.
Suspension: 45mm Marzocchi cartridge forks at front, Boge Monoshock adjusted for preload and rebound damping at rear.
Brakes: Twin 296mm discs with Nissin twin-piston floating calipers in the front, 240mm disc with twin-piston Nissin floating calliper at rear.
Tires: Front: 110/90 - 17 tubeless. Rear: 150/70 - 17 tubeless.
Wheelbase: 1548mm.
Seat height: 825mm.
Dry weight: 193kg.
Fuel capacity: 20 liters.
Tuesday, February 23, 2010
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Modification Suzuki Thunder 125 Gold Paint
Modification Suzuki Thunder 125 Gold Paint Or Custom Suzuki Thunder
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Saturday, February 20, 2010
For Sale Harley Davidson Heritage Softail Classic Side Car
For Sale Harley Davidson Heritage Softail Classic Side Car
Harley Davidson Price: $ 13,000
Specifications Harley Davidson Heritage Softail Classic Side Car'98 Original paper no. The address can contact: jalyjaka_sontana@yahoo.co.id
Friday, February 19, 2010
Harley Davidson For Sale Standart Elektra '03 Anniversary
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Harley Davidson prices Standart Elektra '03 Anniversary: $ 18,000
Harley Davidson Elektra '03 Anniversary Standart KM. Full Ac 8400, Tunder Header, CD Player (Non-HD), Strubo, Fog Lamp, Hand Grip, Windshield Molding, Sadle Guard Bag, Back Rest Passengger, etc.. The address can contact: nan_goldwing@yahoo.co.id
Thursday, February 18, 2010
Harley Davidson Police Sale
Harley Davidson police Price: $ 35,000
Harley Davidson electra police, white, mabua km 19.000an letter, full accessories: neck cover, fron axle nut cover, wind shield molding, dark smoke windshield, fairing mirrors, brether screaming eagle kit, Hooker Muffler, engine trans, cover interface, audio hud, inner primary cover, adjustable wind deflector, come n see at our dealership, motorcycle ironblue, ivory GF2 auto center, which could address in contact: jl raya ivory hill boulevard, Kelapa Gading Jakarta Utara phone: 021 45865230
Wednesday, February 17, 2010
For Sale 2003 Harley Davidson POLICE ANNIVERSARY
For sale 2003 Harley Davidson POLICE ANNIVERSARY
Price harley davidson 2003 POLICE ANNIVERSARY: $ 33,500
harley davidson 2003 ANNIVERSARY POLICE, vehicle registration BPKB MABUA, SAMSAT NEW, FLOATING DISK, KNALPOT VANCEHINES, NEW TIRES AND TAXES. The address can contact: lesmana2000@hotmail.com
Tuesday, February 16, 2010
Harley Davidson For Sale 2002 Roadking Classic
Harley Davidson for sale 2002 Roadking Classic
Price $ 25,0002002 Roadking Classic, vehicle registration BPKB MABUA, My own name, new tax, plat no. The address can contact: lesmana2000@hotmail.com
Monday, February 15, 2010
Sunday, February 14, 2010
Honda Tiger Streetfighter Custom Modification 2010
Honda Tiger Revo Streetfighter Custom | Modification Extreme Sport 2010
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