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Harga On The Road kendaraan bermotor

Post by admin on Sunday, April 20, 2014

Harga OTR adalah Harga On The Road yang berarti harga jual kendaraan bermotor lengkap dengan seluruh surat STNK, BPKB dan Plat No.

Dengan membayar harga OTR maka seluruh proses STNK, BPKB dan Plat No. kendaraan akan diurus oleh pihak dealer dan pihak konsumen bisa langsung menggunakannya setelah seluruh proses selesai.
Harga OTR terdiri dari 2 komponen.

Harga kendaraan tanpa surat surat yang biasa disebut harga Off The Road.
Harga biaya balik nama yang biasa disebut harga BBN

Untuk setiap daerah harga Off The Road akan berbeda dikarenakan perbedaan kebijakan dari main dealer perihal harga transportasi motor dari pabrik. Tidak hanya itu, harga BBN juga akan berbeda karena pajak yang berlaku berbeda beda mengikuti kebijakan daerah.

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Yamaha Byson

Post by admin on Saturday, February 25, 2012

MACHINE YAMAHA BYSON
Tipe Mesin: 4 Langkah, 2 Valve SOHC, Berpendingin Udara
Jumlah / Posisi Silinder : Cylinder Tunggal / Tegak
Volume Silinder : 153 cc
Diameter x Langkah : 58,0 x 57,9 mm
Perbandingan Kompresi : 9,5 : 1
Daya Maksimum : 10,1 kW / 7500 rpm
Torsi Maksimum : 13,6 Nm / 6000 rpm
Sistem Starter : Electric Starter dan Kick Starter
Sistem Pelumasan : Basah
Kapasitas Oli Mesin : Total : 1,2 Liter / Penggantian Berkala : 1 Liter
Sistim Bahan Bakar : Karburator BS26 x 1
Tipe Kopling : Basah, Kopling Manual, Multiplat
Tipe Transmisi : Return, 5 Kecepatan
Pola Pengoperasian Transmisi : 1 - N - 2 - 3 - 4 - 5

http://www.yamaha-motor.co.id

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Honda Revo - Revo Tehcno, Revo Black, Revo Violet

Post by admin on Tuesday, December 13, 2011

Honda Revo, Revo,Revo Techno,Revo Black, Revo Violet, honda pcx 125, honda 125, pcx 125, xe honda pcx, xe honda, xe pcx, scooter honda, honda pcx scooter, pcx 2011, honda pcx 2011, gia pcx honda, honda 125, honda pcx 125, honda pcx 2011, honda pcx scooter, honda pcx ราคา, pcx 125, pcx 2011, scooter honda, xe honda. Revo the best-selling motorcycle honda matic technology is in vogue lately society. Honda's latest product called Honda REVO AT.

This bike features a mainstay technology Automatic Continuous Variable (CV-matic). This is the first motorcycle in Indonesia using CV-matic technology, by combining the reliability and convenience of driving an automatic transmission. System on Revo AT Honda engine is very effective for reducing heat in the engine, especially when traffic jams and travel long distances, so that the temperature in the machine remains stable. This is caused by the use of dual cooling system, ie, air conditioning and refrigeration space CVT engine with oil.

Honda Revo AT machine adopts dual cooling system that is cooling the cooling air to the CVT and engine room with the same oil as the engine motorcycle. The system is effective to reduce the heat in the engine so the engine temperature remains stable, especially when traffic jams, and long trips.
Another great feature on this bike made by Honda engine that is equipped with Fuel Injection technology systems with the addition of new third generation O2 sensors and catalytic converters that will make the engine work more optimal and durable, more efficient fuel consumption and exhaust emissions low and meet the Euro 2 standard.

In addition, the position of holes for air cooling facing upwards thus reducing the risk of water ingress into the engine when the floods hit. 4 stroke 110 cc engine that was embraced technology brought EFT (Efficient & Low Friction Technology) which serves to minimize friction between engine components.
With all the above technologies, for the price On The Road West Nusa Tenggara released at a price of Rp 16.3 million.

http://krida-honda.blogspot.com

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Honda PCX

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Nuances of the implied strong elegant in design PCX. Curved body line combined large headlights, seat width with a hump in the middle. As idling stop system (ISS), injection systems, engine cooling using liquid (liquid cooled), hydraulic combi brake system, remote control, side stand switch, and the trunk is very large (fit full face helmet). Power PCX acceleration 0-60 km / h 7.3 seconds. Fuel consumption of 45.4 km / liter.

Honda PCX the carburetion disposable fuel injection PGM-Fi to the third generation.

Model / Design
Nuances of the implied strong elegant in design PCX.Curved body line combined large headlights, seat width with a hump in the middle. Moreover, minimal stickers, there are only emblems models arise. PCX, rich in features and technology at Honda scooter that was imported from Thailand were intact, arguably the most complete. As idling stop system (ISS), injection systems, engine cooling using liquid (liquid cooled), hydraulic combi brake system, remote control, side stand switch, and the trunk is very large (fit full face helmet). Slightly different in PCX, to open the petrol cap seat and need to push the button next to the hole kunci.HandlingBodi and large weight (125 kg) makes PCX feels solid when to maneuver. Dual front and rear suspension are able to give maximum damping. No rocking when cornering. Only low ground clearance, making it easy to scrape the asphalt. Especially the middle standard.

Gasoline consumption is measured by filling out a full tank Pertamax wear, odometer recorded. Then for such roads everyday. Once it is fully charged again and recorded mileage. Then known to his fuel consumption.
Power PCX acceleration 0-60 km / h 7.3 seconds
0-80 km / h 15.8 seconds
8.9 seconds 0-100 m
0-201 m 14 sec
0-402 m 22.7 seconds
Top speed 110 km / h
Fuel consumption of 45.4 km / liter

Price On The Road West Nusa Tenggara Rp. 33,000,000, -

http://krida-honda.blogspot.com/

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Nissan Car

Post by admin on Thursday, October 20, 2011

A crossover may borrow features from a station wagon or hatchback such as the two-box design of a shared passenger/cargo volume with rear access via a third or fifth door, a liftgate — and flexibility to allow configurations that favor either passenger or cargo volume, e.g., fold-down rear seats. The crossover may include an A, B & C-pillar, as well as a D pillar.

Honda 'green buildings' of any car company in North America

Post by admin on Thursday, September 29, 2011

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The Japanese automaker, whose U.S. headquarters is in Torrance, has 11 certified "green buildings," in North America, more than any other car company, Honda said Wednesday.

Honda Engineering North America Inc.'s Powertrain Division in Anna, Ohio, earned "green-building" certification from the nonprofit U.S. Green Building Council, the carmaker said.

Also, Honda Canada Inc.'s new head office in Markham, Ontario, earned the certification from the Canada Green Building Council.

The nonprofits give LEED, or Leadership in Energy and Environmental Design, certifications for buildings that are designed to minimize energy use and the carbon footprint.

LEED certification has become an increasingly popular badge of good corporate citizenship, with companies seeking the designation for their facilities around the world.

The growth of LEED certifications coincides with a general trend in the auto industry to market vehicles based on their decreasing effect on the environment.

Honda sells low-emissions vehicles that run on compressed natural gas or use a hybrid system of gasoline and electricity. Honda is also developing a hydrogen-powered vehicle.

"Honda is focused on reducing the environmental impact of all its operations, not just its products," Honda spokesman Marcos Frommer said in an email. "With our LEED announcement we're highlighting .

our leadership in an area of growing concern, which is the sustainability of corporate facilities. Not only is this type of activity the right thing to do, but we also believe consumers are looking for companies that are taking a wholistic approach to reducing their environmental impact."

Honda R&D Americas Inc.'s Acura Design Studio in Torrance is on the company's list of LEED-certified facilities.

In August, Boeing's new headquarters for its satellite business received LEED certification.

In Torrance, Toyota Motor Sales USA, the automaker's U.S. sales and marketing headquarters, has one of the nation's largest "green" commercial buildings.

Honda's first LEED-certified building in North America is the company's Gresham, Ore., parts warehouse and service training facility, which earned the designation in 1999.
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The Motegi circuit will play host to a Grand Prix of Japan

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This Sunday the Motegi circuit will play host to a Grand Prix of Japan that was initially postponed back on the 11th March 2011 due to the catastrophic effects of an earthquake and tsunami. Thanks to their incredible levels of dignity and pride just six months later the Japanese people have their heads held high and their country prepared to host a World Championship event. It wasn’t an easy decision for the MotoGP paddock to make to go to Japan but this week they will arrive en masse at Motegi. For Marco Simoncelli the race is an opportunity to build on his fourth place at Aragon and continue a magical run of recent form whilst for Hiroshi Aoyama this is a chance to show his true potential at his home Grand Pix. If it wasn’t for some premature front tyre wear ‘Super Sic’ could have been fighting for the podium at Aragon and even though he didn’t quite manage it he once again showed that he has the pace and the talent to be fighting at the front. Following a recent excursion in a Ford Fiesta WRC alongside Mikko Hirvonen, winner of the recent Rally of Australia, Marco has the need for speed and is determined to score the podium he was so close to at both Misano and Aragon. Hiroshi Aoyama continued to recover confidence with his bike at Aragon, bringing it home to a solid points finish with a consistent ride, raising hopes for his home Grand Prix. The Japanese rider is determined not to let the chance of showing his fans just what he is capable of in MotoGP pass him by.

Marco Simoncelli: “There is no bitterness over finishing fourth at Aragon even though looking back I know I could have been fighting for the podium. Unfortunately the front tyre wear let me down and even if I hadn’t run wide I couldn’t have passed Lorenzo because he was so much more consistent throughout the race. It is a shame but I have a chance to make up for it now at Motegi. I am happy with the set-up changes we made to the front end of the bike at Aragon in the warm-up and that gives me optimism for the future. Motegi is not one of my favourite circuits, it has some very hard braking and acceleration zones which is not really a good thing for me but I will try and adapt as best I can. The race didn’t go too bad last year and I was able to fight with Colin Edwards for fifth place and in the 250 class I took the win in 2008 and pole position in both 2008 and 2009, so those things are in our favour. I took a little time out after Aragon to go to England and drive a Ford Fiesta WRC for two intense days alongside Mikko Hirvonen, who is a true legend on four wheels, and it was a great experience. He told me I did well and that I could have a future as a rally driver. We’ll see!”

Hiroshi Aoyama: “I was half happy with the race at Aragon – satisfied that I was consistent to the end and able to fight with Rossi and Crutchlow but disappointed with the final result, which could have been much better. Anyway, at least I was able to get a good feeling back with the bike and that gives me motivation for my home race. I will have a lot of my fans there at Motegi and I want to give them a good result. For me it is important to be racing in Japan following the sad events of March and my people have handled this tragedy with great strength and courage. MotoGP has close ties with the Japanese people and for the Grand Prix to go ahead will strengthen this rapport. It hasn’t been easy and I understand why but to have everybody coming to Motegi to race is a dream come true.”

Fausto Gresini: “Simoncelli showed once again at Aragon that he can now be considered as a frontrunner in MotoGP – it is just a shame because a podium was within his potential but the front tyre wear meant he could not give his maximum. Consistency in his form is the most important thing though and I am sure that over the last four races of the season he will provide us with lots more enjoyment. His relationship with the team has helped him to grow and now Marco is in a position to aim for the very top. Motegi is not one of his favourite circuits but he can be up there fighting again. It is an important weekend for all of us and with it also being Honda’s home race it is down to us to do a good job. Motegi will also be important for Aoyama, who raced with great determination at Aragon and wa sunluckynot to come away with a better result. He has his confidence back in himself and in front of his fans in Japan he will have the chance to be a MotoGP frontrunner. It has not been easy for anybody in MotoGP to taker the decision to go and race at Motegi but the Japanese people deserve that we all make maximum effort to make the Grand Prix go ahead following the tragedy of the 11th March.”

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The Japanese Grand Prix will mark

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This weekend, the Japanese Grand Prix will mark, as it did in 2010, the beginning of the final chapter of the MotoGP World Championship, which then stops in Australia and Malaysia before the final round in Valencia on 6th November.

The Motegi circuit will welcome the travelling family of the World Championship, in particular the Repsol Honda Team, with Casey Stoner leading the standings forty-four points ahead of Jorge Lorenzo. Repsol Honda team mate Andrea Dovizioso lies in third place with Dani Pedrosa just 15 points behind him in fourth.

Casey Stoner, who is enjoying a fantastic season so far, in which he has achieved 8 wins and 13 podiums in 14 races, returns to the track where he was triumphant last season, now wearing Honda colours at their home Grand Prix.

Dani Pedrosa, despite physical problems, has two wins this season and a total of eight podium finishes in eleven races. Dani has visited the podium in Motegi five times in his career. He will be looking for a strong performance in front of the Honda fans and to erase last year’s race from his memory, when he broke his collarbone on Friday, during the first free practice.

Motegi is also a venue where Andrea will aim to shine again, last year he achieved his first ever MotoGP pole position and took second place on the podium after one of his best races in the premier class.

HRC will present a fantastic line up in Motegi hoping to bring courage and support for the East Japan area. In addition to the riders participating in every Championship round (Dani Pedrosa, Andrea Dovizioso and Casey Stoner for Repsol Honda Team; Marco Simoncelli and Hiroshi Aoyama for Gresini Team, and Toni Elías for LCR Team), HRC test riders Shinishi Ito and Kosuku Akiyoshi will also race in Motegi. Ito will be a wild card entry in a HRC Team while Akiyoshi will ride alongside Elías for LCR.

CASEY STONER – World Championship Position: 1st with 284 points

“Motegi is quite a different circuit, it’s similar in a way to Le Mans and is very stop-start, a little like a go kart track, but in general it’s nice and more fun than some of the other circuits we visit. It has a lot of hard breaking, a lot of hard accelerating, it’s pretty tough on the body and physically demanding. If you miss your breaking points it’s easy to run wide so it will be important to get the set up on the bike just right. As in Aragon, we will be going out there trying to win and not only looking for valuable Championship points. We had a fantastic race here last year, probably one of my best in my opinion and it will be fun to go there on the Honda and see how the bike works around the circuit”.

ANDREA DOVIZIOSO – World Championship Position: 3rd with 185 points

“We go to Japan focused on returning to the podium, this has to be our target. We will arrive at the Japanese GP this year in the same position we were last year - straight from a crash and zero points, but I’m determined to transform this disappointment with extra motivation. Last season we had a great race and we almost won, so I’m confident to repeat a great performance at Motegi, a circuit that I like and where I have been on the podium in all the three classes. Moreover, this is Honda’s home GP and it’s very important to score a good result here. Regarding the characteristics of the track, the Twin Ring Motegi has a lot of acceleration zones so it suits the RC212V well, allowing us to use all the strong points of our machine. Concerning the Championship, we are third in the World Standings and we aim to strengthen our position, recovering some points on Lore nzo and maintaining the gap to Dani”.

DANI PEDROSA – World Championship Position: 4th with 170 points

“Motegi is one of my favourite circuits not only for the layout but also for the atmosphere; I always ride well there and feel a lot of support from the Japanese fans and I think this year will be even more special for them. Obviously, last year I had a hard time there due to my injury, but I want to focus on my riding and enjoy the GP. I go there with the same approach as the last races: trying to do our best in all the sessions. We’ve been at a good level, with three second places in a row and I am looking forward to this race. I have won at this track in 125 and 250, but not yet in MotoGP, so that’s a big motivation for me. I enjoy racing in Motegi and together with my team will do our best to perform well”.

http://www.autoracingdaily.com
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Honda DN01 Chassis Dimension Specification

Post by admin on Tuesday, August 16, 2011

Suspension: Front: 41mm telescopic fork with 4.2 inches travel
Rear: Pro Arm single-side swing arm with single shock, seven-position spring preload adjustability; 4.7 inches travel
Brakes: Front: Combined ABS with dual full-floating 296mm discs and three-piston calipers
Rear: Combined ABS with single 276mm disc and three-piston caliper
Tires: Front: 130/70 ZR17 radial
Rear: 190/50 ZR17 radial
Wheelbase: 63.2 inches
Rake (Caster angle): 28.5o
Trail: 114mm (4.5 inches)
Seat Height: 27.2 inches
Fuel Capacity: 4.0 gallons, including 0.8-gallon reserve
Curb Weight: 595 pounds

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Honda DN 01 Engine and Transmission Specification

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Displacement: 680cc
Engine Type: liquid-cooled 52 degree V-Twin
Bore and Stroke: 81 x 66mm
Compression ratio: 10.0:1
Valve Train: SOHC; four valves per cylinder
Induction: PGM-FI with automatic enrichment circuit, 40mm throttle bodies and 12-hole injectors
Ignition: Digital transistorized with electronic advance
Transmission: HFT continuously variable, hydromechanical two-mode automatic with six-speed manual mode.
Final Drive: Shaft

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Test Ride Honda DN01

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Honda DN01.Despite looking like nothing we’ve seen before, the Honda DN-01 isn’t as out of the ordinary as you’d reckon after checking out a few pictures with it. Except the lack of a clutch, the engine gets started like on every other bike, the very few special buttons on the handlebars being the “D” which gets you down to business and the “up” and “down” button on the left side of the handlebar for when you feel like shifting through the six gears of the manual mode.

The transmission is very smooth and values properly the engine’s 60 horsepower, making the new Honda adequate for beginners, but also feeling a little disappointing for the more experienced riders willing to get sport bike excitement out of the 680cc V-Twin engine. Quite frankly, the engine and tranny provide less than you’d expect from such a package, but at 55 mpg, you really have to take savings in consideration.

With a low center of gravity and a versatile chassis, the DN-01 is perfect for making your way through crowded cities. But what am I saying? The fact that you don’t have to hold a clutch is simply manna while the low seating position makes for a relaxing get away from stop signs and traffic jams. Aggressively approached curves will easily have the floorboards scrap the pavement, but the bike feels steady and secure during cornering and a slight release of the clutch will surely keep you on your trace.

Do you know how irritating a very strong exhaust note can be on the long haul? Well, in this case the irritating part is the fact that you don’t benefit of almost any exhaust note at all. In fact, you can easily hear the engine over the exhaust so going for an aftermarket silencer is the recommended solution if willing to hear those horses when accelerating out of corners.

But, if it doesn’t go like it shows, at least it’s comfortable. That’s what I said to myself after putting a good 200 miles on it and that’s also the opinion I’m sharing with you. At first you’ll have to get accustomed with looking a faired thing and practically riding a cruiser, but apparently this is the future and I like it.

Safety is also a crucial for Honda so even though this is not a performance motorcycle it comes fitted with combined ABS triple-disc brake. Due to the bike’s geometry, reliable suspension and great stability, the brakes would have been efficient no matter the type of wheels that Honda would have gone for, but these 17-inch ones dressed in road rubber are surely contributing to that safety feel every time you hit the brakes hard.

What would really set the DN-01 on a pedestal is a 100+ horsepower engine so let’s just hope that Honda is test riding us with this model and we’ll be soon witnessing a whole new entry in the crossover category.

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Exterior Honda DN01

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Honda designing the DN-01, the Japanese manufacturer made an incursion into the future and brought a piece of it in the present days. They imagined a long (the wheelbase only is 63.2-inches), low and sleek piece of two-wheeled machinery that would accommodate the rider in complete comfort and simply built it around the V-twin engine and automatic transmission.

Clearly, the center of gravity was supposed to be low and that part turned out very good, but an aggressive design wasn’t out of the question either and that is how that great white shark nose ended up being a major distinctive feature of the DN-01 motorcycle. The aggressive look is enhanced by the integrated headlights, the almost too low positioned windshield and the wide fairing. The mirrors are fitted on the fairing, just like they were positioned on the front fenders of cars a few decades ago so it has a retro touch too.

Furthermore, the fairly small gas tank (4.0 gallons) is low positioned into the frame allowing the pulled-back handlebar bend to make the ride more comfortable for the biker which, from the 27.2-inches seat height and those nice, spacious floorboards, has no reproaches to bring in the comfort heading. Also, like on a veritable cruiser, the V-Twin engine is there for everybody to see and the passenger seat is flat and spacious, completing the overall tamped feel that is inculcated from the very first glance.

The straight-out exhaust positioned on the right rider side blends perfectly in with the lower fairing from around the engine in a note of harmony and compactness. Colors available for 2009 are Candy Dark Red and Black.

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Competition of Honda DN01

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Honda DN01.Because of Honda DN-01’s automatic transmission, people tend to compare it with the Aprilia 850 Mana Auto, but what’s there to compare apart from that? Indeed, Aprilia offers a CVT transmission with three auto settings (Touring, Sport and Rain) and a pseudo sequential seven speed manual set up, but that happens on a European naked motorcycle which can never be confused with a scooter, neither considered a crossover.

We give Aprilia all the credit for being the first manufacturer to come up with an “Auto” motorcycle, but Honda certainly didn’t aimed there.

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History Of Honda DN01

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Honda DN 01. The Honda would have first presented the DN-01 as a concept at the 2005 Tokyo Motor Show. The ease of operating of the then all-new automatic sports cruiser concept destined both to experienced and inexperienced riders was the key point while the strange design gave the motorcycling press a hard time positioning the bike in a specific category and that is why it was, until now, considered a scooter.

Two years later, at the same motorcycle show, the Honda DN-01 was presented as ready to hit the streets and so it did starting March 7 2008.

The next logical step for Honda was to go for the U.S. market with their innovative and futuristic model and 2009 is the year for that to happen.

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Introduction of Honda DN01

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This revolutionary motorcycle is the result of Honda continuously looking to expand their offering and because they’ve pretty much reached a dead end a few years ago, the idea of combining different styles soon came. Practically a stepped up scooter with a low seating position and aggressive design, the DN-01 stands as a combination between sport and cruiser bikes.

At its base sits the Deuxville 700-derived, 680cc, liquid-cooled, 52-degree V-Twin engine that is fuel-injected in order to maintain more than a fair share of potency both for commuting and more aggressive riding (even though the engine develops around 60 horsepower and the curb weight is 595 pounds), but the best of this bike and the reason why riders seriously take it in consideration, is the Human-Friendly Transmission featuring two automatic modes (Economy, Sport) and a six-speed Manual one with a push-button for a shifter and no clutch. The classic belt is now replaced by a system of hydraulic pumps and motors that deliver torque and power smoothly through the variable gear ratios of the innovative tranny.

Testimony of the fact that different riding categories are being blended in the form of the DN-01 gather under a series of key features such as the use of a sporty, light versatile chassis with all goodies included – the low seat height (27.2-inches), sport 17-inch wheels, 41mm telescopic fork and Pro Arm single-sided swingarm as well as both front and rear ABS brakes – and the presence of cruiser-characteristic floorboards indicating a laid back riding position.

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Honda DN 01

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The Honda is keen on finding radical new approaches towards motorcycling and the 2009 DN-01 model is probably the best example of them all. Some people love it and others can certainly live without it, but despite the anticipation of critics, the DN-01 carries on being produced in 2009. Even more, it goes for the North American market and creates an entirely new category in the Japanese manufacturer’s lineup, something that tells us that there’s plenty where this came from as long as the market is positive and responsive about the first crossover motorcycle ever made.

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Honda Rune Review

Post by admin on Friday, July 22, 2011

After you look at the Valkyrie Rune up close and see the degree of detail and the quality of finish, it’s kind of shocking that this utterly unique 1800 flat six will sell for only $27,000 (with chromed wheels). It’s amazing that a huge company like Honda ever took the Rune past the concept-vehicle stage, that it took the time (6 years) and effort to build a limited-production piece of rolling art. The fact that it’s being built on an assembly line in Ohio also takes us aback. It’s remarkable that Honda let its designers stray this far out of their usual boxes, and that the designers could spread their wings and fly so perfectly when they were released from those boxes. We were surprised to learn that those designers — who dreamt of the Rune, who drew it, shaped it and championed every curve and angle through the processes leading to production — were mostly Americans.

And finally we are dazzled by the engineers who took this vision of the Genuine Honda Custom and managed to turn it into production reality, to make it function to Honda’s considerable standards without compromising away the designers’ sensational vision.

The example most often cited by both sides of the issue is the Rune’s radiator. The designers found a radiator that looked right and fit the space they wanted to fill. The engineers found that radiator moved about 20% of the BTUs they needed it to handle. The engineers would have rearranged the surrounding parts, reshaped the front fender and stuffed a great big radiator in there. But the designers weren’t going for that. Shapes and part placement were critical to this motorcycle. In the end, the engineers had to come up with a very efficient radiator with compound curves that pleased the designers and met Honda’s tough standards for cooling. That scenario was repeated for almost every part of the motorcycle. In virtually every case, the designers got their way and the engineers came up with technology to satisfy the vision and Honda’s technical and functional requirements.

Though we are impressed that Honda’s various motorcycle-creation divisions could meld such disparate requirements, we weren’t surprised to confirm that they had done so when we rode the bike. Though its size and radical styling scream that it should be a handful, we knew that Honda wasn’t going to manufacture a bike that was intimidating to ride. You will need a thick wallet to pilot a Valkyrie Rune, but an average riding portfolio will be sufficient.

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Honda Offroad XR650L

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If you're looking for one motorcycle that can do it all, Honda's time-tested XR650L is that machine. Off-road it has the power, suspension, and durability a dirt rider demands. On-road its light overall weight, electric starter and excellent fuel economy make it the perfect commuter, even for long trips.

Its bulletproof 644cc overhead cam engine produces huge torque and power. Air cooling keeps things simple and reduces maintenance chores. And the engine's gear-driven counterbalancer reduces tiring vibrations.

Baja tough, the XR650L has the versatility to take you anywhere you want to go on a motorcycle, without the hassle of having to trailer a dirtbike.

The XR650L's push-button electric start means it's easy to get going, even on cold mornings or if your bike's been sitting all week. The proven design and components make it super reliable.

Check out the features that make the XR650L such a competent machine on both the street and in the dirt: Semi-double-cradle steel frame. 43mm Showa cartridge fork with 16-position compression damping adjustability. Lightweight aluminum box-section swingarm with quick-detach rear wheel. Items like that make it a great dirt bike, while front and rear disc brakes, push-button electric starter, and a compact speedometer, steel fuel tank, and superior fuel economy make it an excellent street machine.

http://powersports.honda.com

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Honda Goldwing 1500 cc

Post by admin on Thursday, July 21, 2011

The new Goldwing 2012 is announced by Honda, read more on this website on the news page or read the news (including links to movies) on our forum in breaking news!

The Goldwing history goes back more then 36 years starting with the GL 1000, Introduced at Germany's Cologne show in October of 1974. In those days a real sensation. Followed by several other models also to be found here on this website i.e. GL 1100, GL 1200, GL 1500 and the last one the GL 1800.

Introduction to the Honda GL 1500 Gold Wing.

The GL 1500 Gold Wing was Honda's top of the line touring bike from 1988 to 2001.

In 2001 the GL 1800 Gold Wing was introduced.

The Engine on all GL 1500 models is a liquid cooled, horizontally opposed six cylinder 1520 cc with single overhead camshafts and hydraulically operated lifters.

Fuel is delivered to two down-draft CV carburetors by an electric fuel pump.

The front suspension uses a pair of conventional damper rod forks with an anti-dive device built in.

The rear suspension uses a pair of air-adjustable shock absorbers and a swing-arm, with an optional onboard compressor system to adjust the air-pressure in the shocks. Final drive is by a shaft.

The front brakes uses dual disc and the rear brake uses a single disc, the front and rear brakes are interlinked; the brake pedal operates the front left brake as well as the rear brake. The right front brake is operated by the lever on the right hand witdh independently of the rear and left front brake. I hope you will enjoy this Goldwing website

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The Honda VTX 1800F

Post by admin on Wednesday, June 15, 2011

The Honda VTX 1800F specification as bellow :

Engine type 1795 CC liquid - cooled 52 derajat V-twin
Bore And stroke 101 mm x 112 mm
compression Ratio 9.0.1
Valve Train SOHC with three valves per cylinder
Induction PGM-FI With Automatic choke
Ignition Digital two spark plug per cylinder.

More about → The Honda VTX 1800F

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