Thursday, April 28, 2011

Triumph Rocket Heavy Bikes Review Images

The company began in 1885 when Siegfried Bettmann emigrated to Coventry in England from Nuremburg part of the German Empire In 1884 aged 20, Bettmann founded his own company, the S. Bettmann & Co. Import Export Agency, in London. Bettmann's original products were bicycles, which the company bought and then sold under its own brand name. Bettmann also distributed sewing machines imported from Germany.

In 1886, Bettmann sought a more universal name, and the company became known as the Triumph Cycle Company A year later, the company registered as the New Triumph Co. Ltd.now with financial backing from the Dunlop Pneumatic Company. In that year, Bettmann was joined by another Nuremberg native, Moritz Schulte.

Schulte encouraged Bettmann to transform Triumph into a manufacturing company, and in 1888 Bettmann purchased a site in Coventry using money lent by his and Schulte's families. The company began producing the first Triumph-branded bicycles in 1889. In 1896 Triumph opened a factory in Nuremberg for cycle production in Bettman's native city.

In 1898, Triumph decided to extend its own production to include motorcycles and by 1902, the company had produced its first motorcycle - a bicycle fitted with a Belgian Minerva engine.In 1903, as its motorcycle sales topped 500, Triumph opened motorcycle production at its unit in Germany. During its first few years producing motorcycles, the company based its designs on those of other manufacturers. In 1904, Triumph began building motorcycles based on its own designs and in 1905 produced its first completely in-house designed motorcycle. By the end of that year, the company had produced more than 250 of that design.

In 1907, after the company opened a larger plant, production reached 1,000 machines. Triumph had also launched a second, lower-end brand, Gloria, produced in the company's original plant.
Confusion between motorcycles produced by the Coventry and Nuremberg Triumph companies led to the latter's products being renamed Orial for certain export markets. However there was already an Orial company in France so the Nuremberg motorcycles were renamed again as"TWN", standing for Triumph Werke Nürnberg






The Triumph Rocket III is a British motorcycle made by the Hinckley Triumph factory and has the largest displacement engine of any mass production motorcycle, (as of September 2010[update], at 2,294 cc (140.0 cu in).

History
The Rocket III Project started in 1998 led by Triumph Product Range Manager Ross Clifford and started with a lot of research—especially in the USA where big cruisers were selling well. The main competitors were the Harley-Davidson Ultraglide and the Honda Goldwing so the initial idea was to develop a 1,600 cc performance cruiser.

The in-house designer was John Mockett, designer of the Hesketh V1000, the Tiger and the new 'nostalgia' Bonneville. He started work with David Stride, Gareth Davies and Rod Scivyer working around an in-line three cylinder engine. At the start of the project in-line four and a V6 engine configurations were looked at but the longitudinally mounted triple design led to the design concept code named C15XB Series S1.

Mockett experimented with ‘futuristic’ styling that included "raygun" mufflers and a large chrome rear mudguard, but consumer focus groups didn’t like it. The S2 model was a simplified version with a more traditional rear mudguard and several features that were to make it through to the final design. Once again, the feedback from market research was that it was still too radical so the lines were simplified and smoothed out to create the Series S3.

Part of the reason for the secrecy was competition from other manufacturers. Yamaha launched the 1,670 cc (102 cu in) (badged as a 1,700 cc) engine in 2002, with the introduction of the Road Star Warrior and Honda launched the VTX1800, so a decision was made to go for a displacement of 2,294 cc.

The first engine was built in summer 2002 and tested in the autumn. Twin butterfly valves for each throttle body were used to increase control and allow the ECU to vary the mixture flow and ignition map according to the gear selected and speed. The torque curve is modified for each gear ratio, enabling over 90% of the engine’s torque output at 2,000 rpm, giving the high levels of flexibility that the designers needed. The 1,500 W starter motor on the Rocket III puts out as much power as the engine on the very first Triumph motorcycle, Siegfried Bettman's 1902 1.75 horsepower (1.30 kW) single.


The final design of the S3 prototype had a large tubular steel twin-spine frame, designed by James Colbrook. Andy Earnshaw was responsible for designing the gearbox and shaft drive to a 240/50ZR16 bike specific rear tyre. High specification front brakes were twin four-piston callipers with 320 mm floating discs and the rear brake, developed specifically for the purpose, was a single twin piston calliper and 316 mm disc. Ride handling is controlled by purpose built rear shocks and 43 mm 'inverted' front forks.

Road tests proved that the weight distribution, low centre of gravity and geometry allowed acceleration up to 135 mph (217 km/h). In 2004, the Rocket III set the world land speed record for a production motorcycle over 2000 cc reaching its electronically set limiter of 140.3 mph (225.8 km/h).

In 2003, the prototype was renamed the 'Rocket', following market research, continuing the heritage of famous British BSA Rocket motorcycles. It was unveiled in the USA on 20 August 2003, in San Antonio, Texas. The Rocket's European launch was at the International Motorcycle Show in Milan, Italy on 16 September 2003. Sold in the UK from the spring of 2004, it was awarded 'Machine of the Year' by Motorcycle News at the 2004 NEC Motorcycle Show. The Australian launch was in Sydney in August 2004, with 230 deposits taken before any had been shipped into the country.

Tuesday, April 26, 2011

Triumph America Reviews

One of Triumph’s best kept secrets may just be the Bonnie America. Very rarely do we hear about it, but in 2007 the America got Triumph’s latest 865cc parallel twin engine.

Words: Tor Sagen/Photography: Martin Leyfield & Tor Sagen

Over the years I have tested the whole Triumph modern classics and cruiser range. All but one that is, I had blissfully ignored the America. I had already tested the new 865 in the Bonneville T100 and Thruxton 900. Still people kept asking me whether I could test the America. The very first press bike I ever picked up from the Hinckley press fleet was one Speedmaster around 5 years ago.

The America is the most laid-back in the range with forward mounted foot pegs, raked-out fork and a comfortable seat. The comfortable seat is the first thing that I did notice along with the relaxed forward mounted foot pegs. The engine is also very quiet so I lulled myself into cruiser mode after kicking up into fifth gear which is the top gear on the America.
If you don’t like noise the America is perfect as it is. I did a little pillion comfort comparison too on the Sportster and America and here the America won by a very good margin. Even though I carried a very light passenger, she still had great impact on the slow-speed handling. This tells me something about the weight distribution which perhaps should be slightly more towards the front than today.

Triumph is aiming at a customer group well grown up with the America. After spending a lot of time on one I’d say that the Bonneville America is the perfect born-again motorcycle. Whether it’s perfect for Americans too I don’t know, but the forks look fat, the fork is raked out and the wheels are solid so I guess it is.
You might have guessed that the America is not the most exciting motorcycle on the motorway. I was happiest on the A and B roads where I could slow the pace down and just cruise along and sometimes look at the countryside view with one hand on the throttle and the other scratching my balls. This is what the America was made for and in the US where the 55mph A roads stretches endlessly in a straight line there’s plenty of time for ball scratching (it’s not just me is it?). 69Nm of torque peaks at a low 4.800rpm and riding in fifth gear is possible in most speeds. The double cone chromed silencers are placed low and contributes to the looks of the America. The sound coming out of them is not very American though and we tested the idle noise next to a standard Harley Sportster 1200. There is no competition here, Harley-Davidson is doing resonance research and ads complicated meshing to the inside of its engine covers. I am not so sure Triumph is as advanced in this area in the cruiser market.

There is one thing that keeps surprising me about the 54bhp 865cc parallel twin engine and that is how little vibrations there are. Everything is just smoother than smooth. I am a bit tempted to say that the big Triumph is a bit like a Honda in that respect, but I didn’t say it did I? I know how these engines really come to life just by replacing the stock exhaust with Triumph’s aftermarket items so I’ll shut my gob. So the engine is up to 865cc from the 790 from last year but still fed by two carburettors rather than fuel injection. The carburettors are of the electrically heated type to avoid icing in cold weather. As it happens I got a rough deal on my one long journey on the America. Returning from the Goodwood Festival of Speed in the South of England I rode all the way up to the North We(s)t in constant rain showers. All the way it rained and rained. After more than 120 miles of constant riding at motorway speeds it seemed that the carburettors just drowned in rain somehow and burrrp, the engine died right there on the M40 in the rain. I had a déjà vu moment there from pre-fuel injected Harleys that threatened me to stop in the same way without actually doing it. I am not sure exactly what happens, but it seems to happen if the throttle has been opened fully for a number of miles in pissing rain with little fuel left in the tank. I left it for a minute or so and hit the starter button again. The America started fine and we could ride a few more miles and hopefully to the next garage to fuel up. But no, brrrp again. This time I left it a little bit longer before starting the engine again, crossed my fingers and luckily got all the way to the service station this time. It never happened again after this and I stopped slightly more frequent for fuel just in case. To be fair to the America, it’s not that often that it rains as heavily as it did for so long as this day. When arriving home after this journey I felt like I had swam the odd 300 miles rather than riding them.

Friday, April 22, 2011

Hot Super Bikes From Suzuki



Ultimate Guide to Suzuki Motorcycles | Christian Little

2007 Suzuki GSXR600. Red and white, 6k miles, freshen title. Bone collection only for a Jardine GP1 slipo and BMC filter. Asking $4700 obo. I#ll post up.


Suzuki sports bike
Suzuki black bikes
Suzuki red bike photo
Suzuki hot bike wall paper

Suzuki super sports pic

Wednesday, April 20, 2011

Wavy Hairstyles Photos

Waves are as in style this year much more then they were last year. Waves are great for medium or longer hair, and they are easy to get. To create at you home these modern waves you need is large hot rollers or a large curling iron. Use fingers to loosen the curls into the waves that you want.

If your hair is naturally wavy, embrace that!. Blonde hair colors are very hot for 2010. Sleek hair is in style, but so is matte braids that are rough, or hair that is textured, crimped, or even a little teased to create a sexy lookFirst you need medium to long length hair. You will also need some ponytail holders, gel, and long pins. The trick to getting your updo to look its best is to use several of these pins in different directions to hold your hair in place. Don't rely on too much hair gel as this just makes your hair stiff. You want your hair to be able to withstand the humidity, but also to be touchable by your date.




Wavy Hairstyles
Wavy Hairstyles
Wavy Hairstyles
Wavy Hairstyles
Wavy Hairstyles
Wavy Hairstyles

Monday, April 18, 2011

Suzuki Super Bike

Mat Mladin and the Rockstar/Makita Yoshimura Suzuki team scored a record 50th consecutive victory in AMA Pro National Guard American Superbike presented by Parts Unlimited competition Saturday at Road Atlanta in the first race of this weekend’s AMA Pro Suzuki Superbike Showdown.

Mladin’s victory gave him a perfect sweep of 2009′s opening races in what was his most dominating performance of the season. The win also gave the Rockstar/Makita Yoshimura Suzuki team an unmatched streak of 50 consecutive victories by Mladin and former teammate Ben Spies that began with a win by Spies at Mazda Raceway Laguna Seca on July 22, 2006.

“The team is unbelievable,” said Mladin, who is four-for-four in 2009 American Superbike races. “Obviously, the last few years, Ben (Spies) and I have been at the front of all of the races. This team is amazing. The team this year is really gelling well together. What can you say? Fifty in a row and nine





Saturday, April 16, 2011

Scooter wall papers

Scooter new pic
Scooter hot pic
Scooter vispa
Scooter of sing's family
Scooter new pic
Scooter on the top of the building

Scooter blue pic

Thursday, April 14, 2011

Sachs 250 Hot Pics Photos



Sachs 250
Sachs 250
Sachs 250
Sachs 250
Sachs 250

In Daytona carpet Progressive International Motorcycle Show 2011 competition finals ultimate Custom Builder which was attended by more than 40 motorcycles that have been modified. Among the participants who came from all over America, there is a previous winner of the Progressive IMS.

Various classes are contested, such as including Freestyle and Performance Custom, and then rewarded the Harley-Davidson Screaming Eagle 120 cubic inches for the win-modified Harley-class.

Jack McCoy appeared in Progressive IMS with bringing his work, Suzuki B-King, 1340 cc engine Stright Four twin turbo. Interestingly, the radiator was moved to the back and both wheels using size 21 inches. B-King won the category of Performance Custom.

Chris Richardson, owner of LA Speed ​​Shop, thrusting HD KW Tantalizer appear in the top class. Views super flat, despite that, the American motor with V-Twin engine with a capacity of 127 cubic-inch was still able to drag because the suspension has been equipped with water ride suspension.

Tuesday, April 12, 2011

Royal Enfield

The company that made Royal Enfield motorcycles began in 1851 in Worcestershire, England. Surprisingly, they didn't start out making motorcycles, they made sewing needles and parts for machinery before they began to produce first bicycles. It was not until 1893 that the name Enfield appeared. It was 1901 that Enfield first made a motorcar based on their previous experience with quadricycles. The Royal Enfield car was on the roads in 1902, but the production soon waned and it was the advent of World War I when the government asked Royal Enfield to produce motorcycles, but not for the British, the motorcycles were destined for the Russians.

After the war Enfield began to produce bigger motorcycles than their previous 225cc and 425cc V twin, they ventured into a motorcycle with 976cc for sidecars which became popular between the wars.

Royal Enfield green bike
Royal Enfield black bike photo
Royal Enfield wall paper
Royal Enfield red bike pic
Royal Enfield new bike wallpaper
Royal Enfield old bike pic
Royal Enfield hot bike
Royal Enfield new bike photo
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