SUPER DUPER BIKE!!

SUZUKI HAYABUSA

The Suzuki Hayabusa (or GSX1300R) is a sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188 to 194 miles per hour (303 to 312 km/h).

Hayabusa  is Japanese for "peregrine falcon", a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 202 miles per hour (290 to 325 km/h), the fastest of any bird. In particular, the choice of name was made because the peregrine falcon preys on blackbirds, which reflected the intent of the original Hayabusa to unseat the Honda CBR1100XX Super Blackbird as the world's fastest production motorcycle. Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).

     In 2000, fears of a European regulatory backlash or import ban led to an informal agreement between the Japanese and European manufacturers to govern the top speed of their motorcycles at an arbitrary limit.

The media-reported value for the speed agreement in miles per hour was consistently 186 mph, while in kilometers per hour it varied from 299 to 303 km/h, which is typical given unit conversion rounding errors. This figure may also be affected by a number of external factors, as can the power and torque values.

   

    The conditions under which this limitation was adopted led to the 1999–2000 Hayabusa's title remaining, at least technically, unassailable, since no subsequent model could go faster without being tampered with. Thus, after the much anticipated Kawasaki Ninja ZX-12R of 2000 fell 4 mph (6 km/h) short of claiming the title, the Hayabusa secured its place as the fastest standard production bike of the 20th century. This gives the unrestricted 1999–2000 models even more cachet with collectors.

      Besides its speed, the Hayabusa has been lauded by many reviewers for its all-around performance, in that it does not drastically compromise other qualities like handling, comfort, reliability, noise, fuel economy or price in pursuit of a single function.  Jay Koblenz of Motorcycle Consumer News commented, "If you think the ability of a motorcycle to approach 190 mph or reach the quarter-mile in under 10 seconds is at best frivolous and at worst offensive, this still remains a motorcycle worthy of just consideration. The Hayabusa is Speed in all its glory. But Speed is not all the Hayabusa is."

                                 

The "World's Fastest Street Bike"

The record for "World's Fastest Street Bike" was set April 11, 2010 at the East Coast Timing Association's Maxton Mile. The 272.34 mph record was set on a Suzuki Hayabusa.

                                 

Engine Type                                   Horizontal In-line

Cylinders                                        4

Engine Stroke                                 4-Stroke

Cooling Liquid

Valves  16

Valves Per Cylinder                        4

Valve Configuration                        DOHC

Compression Ratio                         12.5:1

Starter  Electric

Fuel Requirements                          Regular

Fuel Type                                       Gas

TRANSMISSION: 

Transmission Type                          Manual

Number Of Speeds                         6

Primary Drive (Rear Wheel)            Chain

WHEELS & TIRES:

 

Front Tire (Full Spec)                      120/70 ZR17

Rear Tire (Full Spec)                       190/50 ZR17

BRAKES: 

Front Brake Type                            Dual Hydraulic Disc

Rear Brake Type                             Hydraulic Disc

TECHNICAL SPECIFICATIONS: 

Wheelbase (in/mm)                          58.3 / 1480

Fuel Capacity (gal/l)                         5.5 / 21

                            YAMAHA R1

      In 2000, Yamaha introduced a series of changes to improve the bike, and minor changes to the bodywork to allow for better long duration ride handling. Yamaha's main design goal was to sharpen the pre-existing bike and not to redesign it. Even so they instituted over 150 changes in hopes of making an already light, sleek motorcycle even lighter and sleeker. For example, even with the addition of the new air induction system, which weighed four pounds, the overall weight of the bike was down five pounds to 414 pounds (188 kg) dry.

        At 127.8 brake horsepower (95.3 kW) at the rear wheel, top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power. The bodywork was still unmistakably R1, although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery, and the windscreen was reshaped for better rider protection. These redesigns changed the bodywork to a large enough degree that previous years' bodywork will not fit the 2000 model.


       The seating area was also updated. The fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide for a better rider feel. The seat extended further towards the front of the tank and the new, steeper, seating position put additional weight on the front end. All of this was aimed at improving weight bias and offering sharper cornering and more stability.

       Mechanically, the carburetors were re-jetted in an effort to improve throttle response, especially in the low end, all the way up to the bike's 11,750 rpm redline. The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise. The gearbox received a taller first gear, a hollow chrome-moly shift-shaft with an additional bearing and a completely redesigned shift linkage and foot pedal. These changes were aimed at eliminating problems with the transmission in earlier models, and to help to seamlessly transfer the R1's power to the tarmac.

Type                                998cc, liquid-cooled 4-stroke DOHC 16 valves (titanium intake valves)

Bore x Stroke                78.0mm X 52.2mm

Compression Ratio          12.7:1

Fuel Delivery                Fuel Injection with YCC-T and YCC-I

Ignition                        TCI: Transistor Controlled Ignition

Transmission                6-speed w/multiplate slipper clutch

Final Drive                #530 O-ring chain

 YAMAHA R6

History

    The Yamaha YZF-R6 was introduced in 1999 as the super sport version of Yamaha's Yamaha YZF-R1 super bike, and as a companion to the more street-oriented Yamaha YZF600R sport bike which continued to be sold alongside the R6. The motorcycle featured Yamaha's completely new engine design capable of producing over 108 hp (81 kW) while stationary. The R6 was the world's first 600cc production four-stroke motorcycle producing over 100 hp (75 kW) in stock form.

    The YZF-R6 has been revised several times since its introduction. Starting with the 2003 model, the R6 became fuel-injected. The 2006 model year was a significant upgrade with a new engine management system featuring the YCC-T fly-by-wire throttle and a multi-plate slipper clutch. The 2008 model incorporated the YCC-I variable-length intake system to optimize power at high engine rpm and an improved Deltabox frame design.

In 2006, Yamaha advertised that the R6 had a redline of 17,500 rpm. This is 2,000 rpm higher than the previous R6 model and was the highest tachometer redline of any 2006 production four-stroke motorcycle engine.[citation needed] It was widely reported[by whom?] that the 2006 YZF-R6's motor did not actually have this engine rpm redline level and was closer to around 16,200 rpm, but because of a deliberate tachometer error of about 8%, it read 17,500 rpm on the tachometer. In February 2006, Yamaha admitted the bike's true engine redline was more than 1,000 rpm lower than what was indicated on the tachometer and had been advertised, and offered to buy back any R6 if the customer was unhappy.

Type 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves

Bore x Stroke 67.0 x 42.5mm

Compression Ratio 13.1:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition

Transmission 6-speed w/multiplate slipper clutch

Final Drive O-ring chain

DUCATI 848 EVO

     The Ducati 848 is a sport bike, with a 849 cc (51.8 cu in) V-twin engine, manufactured by Ducati. It was announced on November 6, 2007 for the 2008 model year and replaces the 749, although the 848 model name was already listed on the compatible parts table for the 1098fuel tank, giving away the secret a few months early. The 848 makes a tested 115.6 hp (86 kW) at 10,000 rpm and 62 lb·ft (84.1 N·m) at 8,250 rpm. With a manufacturer claimed dry weight of 168 kg (370 lb), the 848 undercuts its larger displacement sibling, the 1198, by 5 kg (11 lb).

   In August 2010, Ducati announced the 848 Evo, as the evolution of the model. The bike featured small revisions such as a black swingarm, Mono-block Brembo brake calipers, steering damper mount as well as some very minor engine revisions. 

Ducati 848 ENGINE

Type                                         L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement                        849.4 cc
Bore x Stroke                          94 x 61.2 mm
Compression Ratio              12:1
Power*                                     134hp – 98.5kw @ 10000rpm
Torque*                                    70.8lb-ft 96Nm @ 8250rpm

Fuel injection Marelli electronic fuel injection, elliptical throttle bodies.
Exhaust Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin stainless steel mufflers

Ducati 848 TRANSMISSION

Gearbox                               6 speed
Final drive Chain;               Front sprocket 15; Rear sprocket 39

Clutch Wet multiplate with hydraulic control

HARLEY DAVIDSON FLHX

The Street Glide® is a bagger with street-wise soul, such as stripped down trim and chrome, low suspension, and blackened, cropped wind deflector. Inspired by the street, the Street Glide is ready to roar with attitude. The innovative Harley-Davidson® Touring chassis is based on a single-spar, rigid backbone frame and a stout swingarm developed to withstand the demands of long-haul touring riders and today's powerful engines. 

Engine

Engine Air-cooled Twin Cam 103™ with Integrated Oil-Cooler

Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two valves per cylinder

Bore x Stroke 3.875 in. x 4.38 in. (98.4 mm x 111.3 mm)
Displacement 103 cu. in. (1690 cc)

Compression Ratio 9.6:1

Fuel System3 Electronic Sequential Port Fuel Injection (ESPFI)

Air Cleaner Fiberglass, washable

Lubrication System Pressurized, dry-sump with oil cooler

DUCATI 1199 PANIGALE

The Ducati 1199 Panigale is a sport bike made by Ducati. It is named after the small manufacturing town of Borgo Panigale.

       The bike has a dry weight of 164kg/361.5lbs (188kg/415lbs kerb weight) and makes a maximum 195 hp at 10,750 rpm.[2] The new Superquadro (oversquare) engine has a new valve timing system made of gears and chains which replaces the cam belt system on previous Ducati engines. The motorcycle also uses the engine as a stressed member which allows the overall frame of the machine to be much smaller and therefore lighter than a conventional frame.
   
       The 1199 is also one of the first production sports motorcycles that features electronically adjustable suspension. Rebound and compression damping is adjusted electronically while pre-load is still adjusted manually.[3] The 1199 also features an underfloor exhaust, where the exhaust system and mufflers are underneath the engine, as compared to under the seat on previous models, such as the 1198 and 1098.

Make Model

Ducati 1199 Panigale
Year

2012
Engine

Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity

1199
Bore x Stroke
112 x 60.8 mm
Compression Ratio

Induction

.
Exhaust


2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel mufflers with alumimum outer sleeves
Ignition  /  Starting-  /  electric


Clutch

Clutch Slipper and self-servo wet multiplate clutch with hydraulic control
Max Power

195hp 143kw @ 10,750rpm
Max Torque

98.1lb-ft 132Nm @ 9000rpm
Transmission  /  Drive

6 Speed  /  chain
Frame
Monocoque aluminum
Front Suspension

Marzocchi 50mm pressurized and fully adjustable usd fork with hard anodized aluminum lightweight slider

Rear Suspension

Fully adjustable Sachs unit. Adjustable linkage: Progressive/flat. Aluminum single-sided swingarm.
Front Brakes

2 x 330mm semi-floating discs, radially mounted Brembo Monobloc M50 4-piston callipers ABS optional +2.5kg (+5.5lb)
Rear Brakes

Single 245mm disc 2 piston caliper
Front Tyre


Rear Tyre


Seat Height
Dry-Weight

164kg  /  361.5lb
Fuel Capacity

17 Litres  /  4.5  gal

BMW M3

The BMW M3 is a high-performance version of the BMW 3 Series, developed by BMW's in-house motorsport division, BMW M. M3 models have been derived from the E30, E36, E46 and E90/E92/E93 3-series, and sold with coupe, saloon and convertible body styles. Upgrades over the "standard" 3-Series automobiles include more powerful and responsive engines, improved handling/suspension/braking systems, aerodynamic body enhancements, and interior/exterior accents with the tri-color "M" (Motorsport) emblem.

Based on the 1986 model year E30 3 Series, the first M3 was introduced with a 2.3 L l4 S14B23 engine (also known as S14). The engine design was based on various BMW parts: basic block layout from the M10 4-cylinder (found in the 2002 and 320 series) overbored and reinforced to similar specifications of the BMW M88 inline-6. The valve train and head architecture from BMW's M1 and, later, M6 inline-6-cylinder was adopted for aggressive breathing.

In contrast to later M3 iterations, the E30 M3 was campaigned by BMW as well as other racing teams including Prodrive and AC Schnitzer competing in many forms of racing including rally as well as German, British, Italian, Belgian, French, and Australian touring. The production of the E30 road car was to homologate the M3 for Group A Touring Car racing. It was to compete with the "2.3-16V"-model of the Mercedes-Benz W201 190E that was introduced in 1983. In its final years of competition, the 2.5-litre S14 engine in full race trim was capable of over 250 hp (190 kW) naturally aspirated.

The E36 M3 was also available as a saloon in the UK for a limited period during 1995–6, during which around 400 RHD models were sold in the UK. This variation had slightly softer suspension but could be purchased with the firmer coupe set-up if the customer wished. Performance figures did not change with the standard 286 bhp (213 kW; 290 PS) (more than the US model by some margin). The 3.2 Evo was introduced with 316 bhp (236 kW; 320 PS) .

E36 special models

There were six special-edition models of the E36 M3 produced: the M3 Euro-Spec (Canadian Edition), M3 LTW, M3 GT, M3 GT-R, M3-R, and the Imola Individual (often referred to as the GT2) (the last of the E36s)

There was also an M3 Anniversary Edition only produced in 1999 for Australia. This was the final year of production for the E36, with only 50 coupes and 70 convertibles being made. Furthermore, "BMW Individual" were able to custom design an M3 with specific colored leather, woodgrain and other personalized options including polished magnesium alloy wheels from the Anniversary edition. Convertibles lacked the sports seats found in the coupe but retained every other feature.

The E46 M3, first introduced in October, 2000, appeared worldwide with the new 3.2 L S54 M-tuned engine. At the time of the car's introduction, this engine had the highest specific output naturally aspirated engine ever made by BMW (except in the McLaren F1), producing 343 horsepower (256 kW) and 365 N·m (269 lb·ft). It was only available in coupe and convertible bodies as the saloon version was dropped.

The E46 M3 was offered with a standard 6-speed Getrag transmission, but optionally came with a SMG drivelogic transmission (also known as the SMG II). This is the standard 6-speed Getrag transmission with an electrohydraulically actuated clutch pedal. Shifts are made via the SMG gear knob or the steering wheel mounted paddle shifters. The engine had a redline of 8,000 rpm. As with most M engines, the S54 again had 6 independent throttle bodies and this time electronically operated throttles (drive-by-wire throttle with no cable).

In the U.S., the E46 M3 came with similar engine output as the European version, unlike in the E36, whose engine was derived from the M50/52 series engine. Power was now at 333 bhp (248 kW; 338 PS) due to close-coupled catalytic converters closer to the engine exhaust ports. In 2009, Road and Track magazine announced the 2006 M3 with the SMG transmission as its favorite sports car of all time.

The fourth generation BMW M3 was announced on the 2007 Geneva Auto Show (Switzerland, March 6–18th, 2007) with the BMW M3 concept. As was the case with the E46 M3 Concept and E60 M5 Concept, the M3 Concept hid almost nothing of the looks of the production version, that had its world premiere on the 2007 Frankfurt Auto Show IAA (Germany, September 13 to 23rd). It was originally set to be called M4 along with 3 Series coupes and convertibles that were to become the 4 Series, but due to the interest in retaining the M3 line, this change was scrapped.

Similar to the previous M3 generations that introduced a new engine, the fourth generation M3 did the same: the BMW S65 engine. The S65B40 is a naturally aspirated, high-revving 4-litre V8 that is based on the 5-litre S85B50 V10 that powered the E60/E61 M5 and the E63/E64 M6. It delivers 414 bhp (309 kW; 420 PS) at 8300 rpm, with peak torque of 295 lb·ft (400 N·m) at 3900 rpm, which represents a power increase of 22% over the E46 M3. The engine weighs 15 kg (33 lb) less than the outgoing six-cylinder for a total weight of 202 kg (450 lb). A six-speed manual transmission is standard. As from April 2008, BMW offers a new seven speed Getrag double-clutch gearbox, called M-DKG (Doppel-Kupplungs-Getriebe) or M-DCT (Double Clutch Transmission) as an option, which reduces shift pauses to less than a tenth of a second and shortens the car's 0-100 km/h (62 mph) sprint time by 0.2 seconds vs. manual. It features both automatic and manual modes similar to the SMG gearboxes in the E36 and E46, but with more speed and efficiency.

The E92 M3 coupe inherited a carbon-fiber roof similar to the one used on the E46 CSL. For 2009, the E9x M3 received the same revisions as non-M 3 series models. Those changes included revised front and rear bumpers, and LED tail lights. Recent testing by Car and Driver magazine has shown that the 2011 M3 equipped with an M-DCT transmission accelerated from 0–60 mph in 3.9 seconds and went on to record a 12.4 second quarter mile time. This is almost half a second quicker than 2008–2010 M3 models with the same engine and transmission.

The new M3 is again available as a 4-door saloon, based on the E90 3-Series saloon, but unlike the regular saloons, the M3 version shares the coupé's wide and sculpted front end, including headlights. Saloons, however, do not get the coupé's carbon-fiber roof, and are 22 lb (10 kg) heavier than identically equipped coupés.

Although BMW M3 saloon front-end design matches the specific look and high-performance character of the Coupé; the side-sills and rear diffuser are tailored for the saloon. The M3 saloon is powered by the same engine as the other two versions. In 2008, a four-door (E90), six-speed manual transmission M3 accelerated to 60 mph (97 km/h) in 4.3 seconds in aMotor Trend test, matching the performance of the M3 Coupé.

The E93 hardtop convertible version joined the M3 lineup shortly after the E92's launch, and is based directly on the M3 Coupé. The convertible uses a power retractable hardtop which adds 441 lb (200 kg) to the weight of the car, bringing the total to 4,145 lb (1,880 kg) with a negative impact on the convertible's overall performance. The convertible features a special leather surface for the seats that reflect sunlight to reduce the tendency of seats to become uncomfortably hot with the top down.

A CSL lightweight version did not materialize and the M division has stated they did not plan to offer an e9x M3 CSL and had instead focused on producing M versions of the X5 and X6, in a significant departure from M's historic practices

Super Veloce....

At the 2009 Geneva Motor Show, Lamborghini unveiled the ultimate version of the Murciélago, the LP 670-4 SuperVeloce. The SV moniker had previously appeared on the Diablo SV, and Miura. SV variants are more extreme and track-orientated, and are released at the end of each model's production run. 

The SuperVeloce's V12 produces 670 PS (493 kW; 661 hp) at 8000 rpm and 490 lb·ft (660 N·m) of torque at 6500 rpm, thanks to revised valve timing and upgraded intake system. The car's weight was also reduced by 220 lb (100 kg) through extensive use of carbon fiber inside and out. A new lighter exhaust system was also used. As a result of the extensive weight loss, the SV produces a power-to-weight ratio of 429 Bhp/long ton. Also standard were the LP 640's optional 15-inch carbon-ceramic disc brakes with 6 piston calipers. In its June 2009 issue, Car and Driver magazine estimated that the LP 670-4 SV was capable of accelerating to 62 mph (100 km/h) from a standing start in just 2.9 seconds and on to 124 mph (200 km/h) in 7.4 seconds. Subsequent testing by "Road and Track" revealed a 0-60 time of 2.8 seconds and a quarter mile time of 10.9 seconds at 129.4 miles per hour. Lamborghini claims a top speed of 213 mph (343 km/h) when the car is fitted with an optional smaller spoiler, or 209 mph (336 km/h) with the standard Aeropack wing.

According to Maurizio Reggiani, head of Lamborghini R&D, the LP 670-4 SV's steering was tuned for high-speed sensitivity. The original production plan of the ultimate Murciélago was limited to 350 cars, and cost $450,000 US (before options) £270,038 in 2009). However, only 186 LP670-4s were produced before the factory had to make room for the new Aventador production line. Numbered cars 1-350 do not represent the order in which cars were manufactured.

   

In April 2010, Lamborghini released a variant of the LP 670-4 called the SuperVeloce China Limited Edition. The car was offered for sale exclusively in China (with 12 retail outlets, China overtook Italy as Lamborghini's 2nd largest market after the USA), and is distinguished by special exterior markings.

Raja Jalanan...

At the moment the deliveries of the new Lamborghini Aventador LP700-4 are just getting up to speed but that doesn't keep tuners from playing around with the idea of making this flagship even more impressive, German based RENM Performance will be offering a tuning package called LE-C for Limited Edition Corsa that will put some track dna into the Raging Bull without compromising usability on the open road.

RENM intends to replace lots of bodyparts on the Aventador with light weight carbon fiber units that will offer modified aerodynamics to reduce drag, on the other hand a fully adjustable rear wing will be installed too. Add to this a modified suspension that brings the Aventador even closer to the road coupled to chassis improvement and new tires with r-specs and you can expect an even better driving experience compared to the original Bull.

A new exhaust system will also be installed, made from inconel and titanium, modify the air intake and reprogram the ECU and RENM will pull between 7 and 10% more power from the engine ... at the top end this would mean 770hp on tap, not bad I guess. To keep you nicely strapped in your seat RENM will also fit racing seats and track sourced seat belts in the car, a new alcantara steering wheel and additional alcantara and carbon fiber for the interior and we get an Aventador LE-C version ... corsa stradale ...

RENM expects to improve general dynamics of the Aventador, better performance and faster acceleration by reducing the weight of the car ... without completely changing the design, they want to enhance the original, not turn it into something totally different.

At the moment all we have is a rendering of the LE-C, this is a modification of the side view of a regular Aventador (they didn't even change the reflection) ... and if you ask me it has a striking resemblance to theAventador LP800-4 Super Veloce diecast model we posted a while ago ... great minds think alike I guess.