KTM 450 EXC

KTM 450 EXC - The bike to beat? KTM’s 450 EXC, a former CW Ten Best winner and long term testbike on which we racked up nearly 5000 off road miles. Yes, from a hard core performance standpoint, the 450 EXC is king, but there are other factors that ultimately knocked it off the top of the podium in this tight contest, and not without a lot of heated debate among testers.

Without doubt, the Katoom’s 450cc engine is snappiest of the group and that makes it feel the most like a recebike with lights. The motocross inspired engine hits the instant the rider cracks open the throttle, delivering, crisp, powerful acceleration. As long as you’re at low altitude, anyway! Once we were over about 7000 feet, jetting was way off and the EXC would pop, stall, carburete poorly and even refuse to start sometimes. EFI is proving its worth, and the KTM, the most expensive bike in the test, ought to have this feature.

Chassis performance, meanwhile, was excellent, albeit focused toward racing with its taut, motorcross like WP suspension. For fast guys, that combination is exactly right but for other, the plusher, more compliant suspension of the Husky or Beta was preferred, especially for more casual trail riding
There is no denying that at full speed, the EXC is the all around best handling bike of the group, allowing crisp direction changes on tight single track yet remaining composed on hight speed fireroads. It was also the lightest bike in the test (265 pound dry) and thus the easiest to handle in all situations, from post crash pickups to tight U-turns.

Honda CB1000R

Honda CB1000R - When we arranged our trip to Europe to try Honda’s sporty naked bake, we weren’t sure if big red’s American arm was even thingking about bringing the CB1000R stateside. But the thought had crossed their minds. Turns out, there was even a black non ABS model being run around SoCal for evaluation purposes. And the bike has won some fans at the fate of this 998cc machine for us Over here is from decided.

Price is one of the big problems, says Ray Blank, VP at American Honda, pictured here astride the CB1000R an Angeles Crest Highway. It was conceived by Europe for Europe and is made by Honda Italy. This means we have to buy it in euros, and that makes the pricing an issue in the U.S.
Blank spoke frankly about how the bike compares to some past products from Honda in the same category. We tend sometimes to make an engine too electric he admits. The torque curve on the CB-R is strong on the bottom and linear, but the engine still has character. The whole bike has character, and that is going to become more important in the market during coming years.

Blank was enthused to use the 1000R for yhe interview-op Sunday morning ride and even gave me another go. He remarked that I fit the expected demographic; that is sporting riders between 40 and 60 years old, who don’t necessarily want to live every day hunched over on a superport bike out still want powerful performance.

A lot of people thought cruisers were going to get buyers who wanted totransition away from full-on sportbikes, but that’s not happening and I think this is a product they would like, he says.The challenge is whether we can sell enough units to make is worthwhile to do all the things we have to do if we import it: build the parts and service infrastructure to support the bike, promote it, do the DOT/EPA certification. On the plus side, we’d save some money because we don’t have to pay for development.
One of the biggest issues at yhe moment, though is the state of the economy and the huge sales drops that all the major manufacturers are reporting, which makes the gamble that much riskier (Mark Hoyer)

Suzuki RM-Z250, Honda CRF250R, Yamaha YZ250F, Suzuki RMX450Z

Suzuki RM-Z250, Honda CRF250R, Yamaha YZ250F, Suzuki RMX450Z :

Honda CRF250R

A completely redesigned, more compact Unicam engine features Programmed Fuel Injection with a 50mm throttle body. New twin spar aluminum frame, revised showa suspension, a single muffler exhaust and redesigned bodywork highlight other changes MSRP is $7199.

Suzuki RM-Z250

In addition to a batteryless injection system with a 43mm throttle body, the engine receiver updated cam timing, a stronger connecting rod and crank shaft and a higher, 13,500 rpm rev limit. Updated showa suspension and new graphics are also spec’d.

Yamaha YZ250F

Changes to the YZ engine aimed at improving low and midrage response include revised cam timing, a different carburetor, resphaped axhaust ports and an updated exhaust. A new frame with revised geometry and suspension settings and redesigned bodywork are the other major updates

Suzuki RMX450Z

Based on the RM-Z, the RMX shares the same Keihin fuel injection system that contributes to the off roader’s green sticker eligibility in California. Electric start, a wide ratio five speed transmission. A headlight and other off road necessities make the RMX trail ready

Dirt class of 2010

RM-Z450Dirt class of 2010 - The carburetor's last bastion of strenght the motocross world continues to crumble in the face of fuel injection's forward march. Two years after Suzuki got the motocross EFI bandwagon rolling with its RM-Z450 in 2008 (Honda and Kawasaki hopped on board with 450s last year), the lites class has come to life with recently an nounced 2010 fuel injected models.

Leading the charge is Suzuki with its RM-Z250. This time, however Suzuki wont’t go it alone, as Honda also is introducing its own EFI equipped CRF250R. Yamaha has decided to play the conservative role (as it in the 450 class), heavily revising its YZ250F yet sticking with a tried and true car buretor.

On the off road front, Suzuki without much fanfare, has also announced the release of a brand new competition ready endure called the RMX450Z, based on the RM-Z450. As we went to press, no pricing was available from Suzuki or Yamaha on their models. Blame ample 2009 inventory and fluctuating exchange rates

Ada apa dengan motor injeksi

Ada apa dengan motor injeksi - Pada pertengahan tahun 2012 ini ada beberapa produsen sepeda motor yang memproduksi motornya dengan teknologi injeksi atau lebih dikenal dengan PGM FI. Teknologi ini terkenal dengan ramah lingkungan dan irit bahan bakar. Dan bahkan ada produsen besar untuk tahun 2014 semua produknya akan mengunakan teknologi injeksi dimana sebelumnya mengunakan karburator.

Namun akhir akhir ini banyak konsumen sepeda motor mengeluhkan mengenai teknologi injeksi ini karna motor tersebut sering kali hilang tenaga pada kecepatan 40-60 km atau dikecepatan 70-80 km. Banyak juga kasus penuntutan dilakukan oleh konsumen terhadap dealer dealer dimana mereka membelinya.  Bahkan ada yang sampai ke badan hukum BPSK.

Namun demikian tidak semua produk sepeda motor injeksi yang mengalami masalah tersebut, hamya beberapa  produk baru saja. Bila dipantau hingga saat ini kasus ini mulai meredam, entah kenapa kasus penuntutan dah mulai surut tiak seperti pertengahan tahun ini yang banyak masuk tindakan claim dari konsumen yang mengeluhkan permasalahan motor injeksi tersebut. Kasus ini tidak hanya terjadi di Sepeda Motor Injeksi tapi juga terjadi di beberapa merk mobil juga mengalami hal yang sama.

Tapi yang agak janggal adalah kasus ini hanya meledek dibeberapa daerah saja, seperti di Aceh, Sumbar, Bengkulu dan Bali. Selain itu kasus ini tidak ada terdengar didaerah lain. Ada apa sebenarnya ?? Bila memang produk kendaraan bermotor itu bermasalah tapi mengapa kasus bermasalah itu hanya terjadi di daerah daerah tersebut diatas.

Hal ini masih menjadi bahan menelitian oleh Pabrikan kendaraan bermotor yang sudah menerapkan Teknologi Injeksi pada produknya. Namun hal ini akan berlangsung hingga berapa lama?? tidak ada jawaban pasti tapi yang jelas tentu tiap pabrikan akan selalu mencarikan solusi atas permasalahan tersebut.

Putaran stasioner mesin motor Honda

Putaran stasioner mesin motor Honda - Tiap tiap tipe Honda memiliki karakteristik yang berbeda beda, termasuk besaran standar putaran stasionernya. Putaran stasioner yang baik adalah tidak kurang maupun tidak melebihi batas standar dari tiap tiap tipe sepeda motor.

Jika settingan putaran stasioner kurang dari standar, mengakibatkan kerja pompa oli akan tidak optimal sehingga pemompaan oli kebagian bagian mesin yang bergesekan menjadi kurang, akibatnya pelumasan tidak tidak terjadi dengan baik dan bisa merusak mesin bilal tetap dibiarkan

Jika settingan putaran stasioner lebih tinggi dari standar di RPM itu pompa oli sudah kelewat batas RPM minimal untuk beroperasi dengan baik, jadi masalahnya bukan lagi terkait pompa oli tetapi kerja mesin yang terlalu tinggi saat stasioner . Akibatnya bila dibiarkan dalam keadaan diam lalu dengan putaran stasioner yang tinggi itu akan membuat kerja mesin berlebihan yang mengakibatkan mesin menjadi lebih panas(meskipun pompa oli baik) mesin yang panas berlebih bila dibiarkan juga akan merusak dan mengurangi keawetan mesin

Jadi idealnya adalah sesuai dengan standarnya supaya kerja pompa oli optimal untuk melakukan penyebaran oli, juga kerja mesin tidak berlebihan sehingga tidak menyebabkan panas berlebihan.