PLEDGE YOURSELF TO BE SOBER WHILE DRIVING/RIDING

Disclaimer
Many people have been touched by the following "Drunk Driving Poem." (The author is unknown.)

I went to a party, Mom,
I remembered what you said.
You told me not to drink, Mom,
So I drank soda instead.

I really felt proud inside, Mom,
The way you said I would.
I didn't drink and drive, Mom,
Even though the others said I should.


I know I did the right thing, Mom,
I know you are always right.
Now the party is finally ending, Mom,
As everyone is driving out of sight.

As I got into my car, Mom,
I knew I'd get home in one piece.
Because of the way you raised me,
So responsible and sweet.


I started to drive away, Mom,
But as I pulled out into the road,
The other car didn't see me, Mom,
And hit me like a load.


As I lay there on the pavement, Mom,
I hear the policeman say,
"The other guy is drunk," Mom,
And now I'm the one who will pay.


I'm lying here dying, Mom...
I wish you'd get here soon.
How could this happen to me, Mom?
My life just burst like a balloon.


There is blood all around me, Mom,
And most of it is mine.
I hear the medic say, Mom,
I'll die in a short time.


I just wanted to tell you, Mom,
I swear I didn't drink.
It was the others, Mom.
The others didn't think.


He was probably at the same party as I.
The only difference is, he drank
And I will die.


Why do people drink, Mom?
It can ruin your whole life.
I'm feeling sharp pains now.
Pains just like a knife.


The guy who hit me is walking, Mom,
And I don't think it's fair.
I'm lying here dying
And all he can do is stare.


Tell my brother not to cry, Mom.
Tell Daddy to be brave.
And when I go to heaven, Mom,
Put "Daddy's Girl" on my grave.


Someone should have told him, Mom,
Not to drink and drive.
If only they had told him, Mom,
I would still be alive.


My breath is getting shorter, Mom.
I'm becoming very scared.
Please don't cry for me, Mom.
When I needed you,
you were always there.


I have one last question, Mom.
Before I say good bye.
I didn't drink and drive,
So why am I the one to die?

Please reduce avoidable injuries and deaths by distributing "The Drunk Driving Poem" at the times when drinking and driving is most likely to occur:
E-mail a copy of "The Drunk Driving Poem" to ten friends near Christmas and New Year’s Eve.
Send a copy of "The Drunk Driving Poem" to your local newspaper and ask them to print it the day or so before Super Bowl Sunday and other major sport championships.
Ask newspaper editors at your local high school to print a copy of "The Drunk Driving Poem" in the school newspaper before Homecoming and prom.
Post a copy of "The Drunk Driving Poem" on a bulletin board at work during the days leading up to the Fourth of July, Memorial Day, and Labor Day.
Send a copy of "The Drunk Driving Poem" to leaders of the Greek system at your alma mater and ask that it be posted in fraternity and sorority houses during pledge time

.....In PUBLIC INTEREST .....


GREASE n GASOLINE


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YAMAHA - Origin of new species

 DIACLAIMER

THE YAMAHA HISTORY


This was Yamaha's first motorcycle; the YA-1. The first, built in August of 1954, was a 125cc two-stroke single with a four-speed that quickly became renowned as being a fast and agile bike.
The YA-1 had a simple form, copied from the popular German workhorse, the DKW-125. Other manufacturers such as Harley-Davidson and BSA had copied the bike practically part-for-part by 1948. 

 The differences in the Yamaha were it's suspension designs of both the saddle and the frame, the light weight parts manufactured from their understanding of piano and organ metals, and the desire to live up to their President's creed; "If you are going to make it, make it the very best there is." With that in mind, the company ran their first motorbike in a rigorous 10,000 kilometer/6200 mile endurance test to insure the ruggedness of the series.
In those days most motorbikes were painted black and the chestnut red coloring of the YA-1 became known by the nickname "Aka-tombo" (the Red Dragonfly).

 The little beast demonstrated its performance abilities by winning the Mt. Fuji Ascent Race in July, 1955. It then swept the top trophies in the ultra-light class of the 1st Asama Highlands Race of the All Japan Endurance Championships.

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Ducati 750GT-Mechanical Art

The round case bevel engine is the loveliest piece of mechanical art ever put in a motorcycle frame. It looks like a slice of a 30's aviation radial! It had Contis which sounded like armageddon. The most wonderful sounding motorcycle I've ever heard.

The super torquey engine pulled beautifully and made it a joy to ride. In its day, this was the hottest motorcycle money could buy. After riding a 1967 Triumph Bonneville for years, it was an absolute revelation. It is on a whole other level in terms of handling stability and performance. The frame is the most solid of its era. It does feel very long and high, and with shockingly little steering lock, it's a real handful at low speeds. Until you get used to it, you are always whacking the steering to the lock and then having to stick out your leg to keep from falling over.
On the open road it's just a joy. It feels soooo stable on very high speed corners. Trying this on a contemporary Japanese bike would be absolutely terrifying. It really outclasses anything from the 70's, except maybe a Guzzi V7 sport or LeMans, but the Ducati engine is in a class by itself.

Road Test Cycle Magazine 1973

If you are at all a dreamer, as I am, you will have begun to detect references of the Ducati 750 to ideal bikes: exotica, classics and the like. One such reference might be to some legendary handler of yesteryear. Classics are classics for reasons. The '37 Velocettes are more desirable than others of their day. Velocette won more races than its competition, and due to ability in handling, power and reliable, quality workmanship, it was in the forefront of its day. Likewise, every year has its own classic models, the result of careful race bred R&D. The ideal bike that I mention is nothing more than the new bikes that are not classics yet, because we have no view-scope of time experiences to examine them with. The attributes of such a beast are describable, however, subtle as they may be, and certain present day motorcycles are rumored to fit the parameters. Nortons, BMW's, Moto Guzzi Sports, MV 750's to name a few. And the Ducati 750.

The bike we tested came from Ashford Engineering in Westchester, and was kindly lent for riding and photography by Ed Young of DEVOn, Pa.

The Ducati 750 bike looks like nothing else, not even Harley 750 racers, to which it is closest in concept. There is too much air above the crankcase and behind the front forks to look like the compact Harley. The "V" angle is greater also, being 90° and also tipped forward for cooling reasons. Yet there are similarities. Both bikes are hardly wider than a single, both are chain driven, both are light. And the Ducati feels the way I expect a Harley racer to; that was the best surprise of all.
The airy front end and the alloy forks make the front of the bike appear very light. Maybe the chopper folks will keep their hands off. The rear of the bike is visually understated, as on almost all bikes. It has its worthy aspects also. Upswept pipes suit contemporary styling, but they suit purpose first, for this is a bike you would drag straight piped with. The Borrani rims and Marzocchi shocks do nice things for wheel chatter. Probably the most unique aspect of the rear of the bike is the swing arm adjustment. It is an infernal unit that allows easy movement of the rear wheel and also easy alignment of the wheels. The swingarm rests near the ideal horizontal, as close as possible considering that two riders could double the weight on the springs. Likewise, the crankshaft is apparently on the line between the axles, as closely as that can be measured. These are two of the more important design factors for handling. Welds appear to be almost contoured, though they are not, of course . Beautiful craftmanship has gone into the frame. The glass and paint are an entirely different matter though. The glass is pinholed. The color is dull, the decals are cracked. Likewise, the seat material is apparently cheap. Yet the seat and tank are comfortable.

The design is good but the materials are inferior, at least in looks., The bike is, of course, 2000 miles old, and that means weather. Still, the finish is poor. The polished side covers seemed a bit blatant also. The dashboard was heavy handed. Padded plastic luxury belongs on some other bike. I much prefer headlight nacelle mount or individual mount instruments with the idiot lights in the speedo. The bike is so straightforward aside from this that I was really struck by it. Maybe it just reminds me of Detroit iron. The only iron on the Ducati is in the cast iron cylinder liners.
The engine is of alloy and some of the castings are neat, such as cam-cover name-plates and the finning that is different on each cylinder to help proper cooling. The engine seems uncluttered, to me, the way a BMW engine does; though not easily seen in pictures, the casing really encloses the works and makes the engine into a unit that is clean and bright and oil free, even though vertically split. There is room to see around and behind things also, and to get your fingers in for cleaning and working.
The result of all this examining of detail is that you begin to realize the materials and design are chosen for the kind of job they do. The next step is to view the entire package.

First impression is that the bike is big, gangling, but that there is not much to it. Indeed, the forward cylinder makes the wheelbase long. And with the vertical one the bike is tall, tall enough to slip the air cleaner in under the gas tank and not have it noticeable. There does not appear to be much in behind the side covers besides the rear carburetor. The long wheelbase smooths the ride, for sure, but does not slow the handling down much compared to the competition.

The bike is certainly a pure design. The powerplant concept was, I would guess, the origin for the entire project. The crankshaft position, the inclination of the engine, the swing arm angle, and the steering head position and angle are not all that variable for designing optimum handling. And nowadays optinum handling is not that much of a mystery, especially for a firm such as Ducati. In addition, swingarm length, shock absorber angle and suspension travel further dictate the arrangement of this bike. In designing the frame itself, Ducati did, however, fly in the face of accepted practice, for open-cradle frames in which the engine cases complete the loop are considered susceptible to flex. Ducati has succeeded by providing three backbone tubes spanned and joined by two cross tubes. The steeringhead and swingarm do not move relative to each other. And the proof is that not only is the 750 the best handler I have ever been on, but the factory racer, which has a very similar design, is a winner by virtue of its handling as well as by its powerplant, which just is not any 150 horse, fire breathing, ten cylinder, two-stroke. It is supposed to be one of the best handlers on the circuits today.
The suspension is also unique to this bike, being designed especially for it. Marzocchi created forks and shocks to Ducati's design. Lockheed created a disc b rake to Ducati's design and Marzocchi's fork. Even two-up the feel is light. At a stop the bike is easy to manage, even with 175 pounds on back. There is no pitching or yawing or wallowing in corners. The feel is uncannily accurate, in fact. Reading the speedo is far more scary than riding. The brakes are good; the engine power curve is absolutely delightful. It is wide and torquey like a Norton, only more so. The brakes, as I said before, are a Lockheed unit. The disc is cast iron. It rusts, but works better than stainless. They were designed for the bike and provision is made for adding one on the right leg as well as the left. My only gripe is actually with all disc brake units. The owner is using a very low rise Z bar, not as a custom touch, but because even with BMW touring bars he could not fit the disc brake hydraulic reservoir in beside the padded dash. This has been a problem on several bikes I have encountered. Maybe the hydraulic system should be cable operated and located farther down under the head light. Reliability certainly would not be a problem. This approach to riding appears to be catching on in the U.S. and maybe someone will manufacture a decent conversion. With racers, of course, this is not a problem as clip-ons clear the instrument and there is no headlight nacelle.
So far I have talked mostly about the machine as any educated viewer might see it, and as he might guess about it having read all the other reports. The general impression being that the finish and decoration has been sacrificed to the workings of the machine.
Sitting on the bike I was surprised at the comfort. The seat was very nice with its pocket. The pegs were optimum: I could stand on them without pulling or pushing on the bars. The Z bars were even good: narrow, but high enough to save your back driving around town. The clutch felt heavier than Japanese ones, but very smooth. The throttle was not heavy and was very smooth.

The electric switches, on the other hand, are evidently terrible. I can't say for sure. I never used the dimmer, and the turn signal switch had disintegrated and been replaced with a rather serviceable home made unit before I ever saw the bike.
The choke may well be unnecessary just as with Norton, since the carb is the same on both bikes—Amal 930 concentrics. That is an unnecessary clutter just as the brake resivoir, but on the whole things are relatively simple—especially if you are used to Japanese or Lucas units.
When the bike comes off the stand one thing is obvious. This is the most solid feel ever. No rattles, no shakes. The bike is very tight and light to wheel around. Both fuel taps have reserve, so open both. They cross feed. Tickle the carbs till they weep. Turn on the key and just crack the throttle. You can even kick the bike over with your hand and it will start first try!
Fired up, the engine noise is quite low, except the valves needed adjusting. The exhaust was surprisisngly loud, but very pleasant. Pull in the clutch and think it into gear. Honestly, if the transmission was made of glass I don't think it would break 'from shifting. Between the incredible transmission and the super smooth clutch, your passenger may never notice your shifting. There is lots of torque anywhere on the power band and there is no noticeable power surge, just lots of good, lean pull.
This is no streetlight dragster, but it will cruise happily at higher speeds than most of them; even big ones. This is one reason I think the bike would be a great tour bike. The 30 m.p.g. fuel consumption seems a bit low, but I'm sure that could be improved upon. The 4.5 gallon tank gives you a 175 mile range. On most bikes that is where you need to stretch your legs anyway.
That may be true, but it won't be due to the vibration. Even looking for it, I could not detect anything more than a hint that the engine was ever running by feel.
Indian made a 90 ° V shaft drive bike for the Army in 1941. They claimed the 90° V was the smoothest way to go. Moto Guzzi is the only one now doing it, as far as I know. They claim the same thing. Theoretically, the 90° V should be the smoothest arrangement. But Ducati is the one that proved it to me. When you hit the throttle since the crank is not in line with the bike it doesn't roll as the other two do, and the engine revs a lot freer and faster than the other two do. And with the chain drive on the Ducati, shifting is an absolute dream; no clunk, no nothing except confident, effortless shifting, and, in my experience, the smoothest ride of any bike except a four-cylinder.
What's left to elevate this bike into the range of exotica? Certainly not the price. $2089 is less than a Norton and about the same as a BMW 600/5. Mv's, Guzzi Sports and Mammath's are hundreds and even thousands of dollars more.
What makes this bike a classic is its purposefulness and the degree of success toward achieving its purpose. Handling must be the most inclusive single word to describe a motorcycle. Speed, power, ride, and cornering ability are all part of handling, that this bike has in Spades. But the aim of the designer was a bit more than that. He tried to apply all his experience to comfort, ease of operation, and a high degree of quality as well as to basic handling. Everything about the machine is of excellent quality.
In this respect he has come a long way toward my dream bike. The fact that it is a joy to drive can only bring it closer. Even with its glaring faults, and to me they are glaring, someday I might very well own a Ducati 750.

Source Cycle Magazine 1973



The images in this website are Just hosted , the Copyright belongs to the respective owners 

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HOME OF THE PORSCHE

Ferdinand Porsche was a great innovator who gave the world the new bread of cars and engines , Porsche founded in 1931 by the same company for the production of engines and sports cars. the museum of the legendary producer, located at the headquarters in Stuttgart. Nowhere in the world, in addition to the museum, you will not find more extensive information about the Porsche brand.

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2012 HONDA CBR250R TRICOLOR - MARCH 11th IN YOUR CITIES

Honda Motorcycle & Scooter India Pvt. Ltd (HMSI) entered the high performance 250cc segment with its affordable global sports bike- CBR 250R in March 2011. Since its introduction, the model has received overwhelming acceptance among customers and critics leading to become “India’s Most Awarded Motorcycle of 2011”.
To further delight customers, Honda today launched 'Pearl Heron Blue' – the new stunning tri-color sporty option in CBR 250R. This is in addition to the two existing dual-tone colour options - Candy Ruby Red (with Accurate Silver Metallic) and Asteroid Black Metallic (with Accurate Silver Metallic). CBR 250R’s newly developed liquid-cooled 250cc, 4-stroke, 4-valve single-cylinder DOHC engine delivers 25 BHP power and 22.9 Nm torque. The model incorporates Combined Anti-lock Braking System (World first in 250cc motorcycle category). The electronically controlled fuel injection technology PGM-FI Significantly enhance performance and fuel efficiency while O2 Sensor and Catalytic converter make CBR 250R more Eco-friendly and meet Euro 3 Emission norms.


PARTS / ACCESSORIES SPECIAL OFFERS!!!!!!

The dynamic design of CBR250R is inspired from Honda’s globally successful fun bikes VFR 1200F and CBR 1000RR Fireblade. Its sporty full-cowl body and distinguishing Y-shaped headlights present a highly advanced design full of functional beauty. The aerodynamic layered style fairing and cowl design enables optimal control of wind both for engine cooling and ride comfort. Upping the style quotient are 5 spoke aluminum cast wheels, tubeless tyres, stylish rear grip and sporty split seat. Lending a futuristic effect is the brilliant blue LCD backlit instrument panel. Completing the feel & sound are the unique pentagonal muffler and compact exhaust system. CBR 250R’s compact single-cylinder engine reduces front projection, provides comfort through 130mm stroke telescopic front suspension and highly flexible seating position. The light, compact and highly rigid diamond frame offers easy handling and steady control as sports bike. The lockable utility space and center wet air cleaner with viscous element add to user convenience.


The new CBR 250R comes in two variants – Standard and C-ABS. The existing 2 tone colours are priced at Rs. 1.44 lac (Standard) and Rs. 1.69 lac (C-ABS), while the new tri-colour option comes at Rs. 1.45 lac (Standard) and Rs. 1.70 lac (C-ABS). The new CBR 250R will be available at all Honda Exclusive Authorized Dealerships starting early March, 2012.


“We revolutionized performance category in India with the launch of CBR 250R in March’11. With global styling, advanced technology and high performance at very affordable price, CBR 250R has become the favorite of biking enthusiasts across India. The model garnered 17 prestigious awards including ‘Indian Motorcycle of the Year – 2011’ (IMOTY) by key auto critics. Now, continuing this legacy in 2012, we have enhanced the aesthetic appeal of CBR 250R and introduced the new Pearl Heron Blue tri-colour to cater to expectations of young Indians”, said N.K. Rattan (Vice President –Sales, Marketing & Corporate Affairs, Honda Motorcycle & Scooter India Pvt. Ltd.)
2011 Honda CBR250R

Trade traffic with me using 2leep.com system
Source : wheels unplugged

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1955 Wooler Motorcycle- Flat Four

 This 1955 Wooler Flat Four shaft driven motorcycle had a number of unique features, my favourite of which is the 2 nut size construction that allows a home mechanic to totally disassemble the bike with just 2 spanners.

 The standout feature is of course that unified fuel tank/headlight assembly but the closer you look at the bike  the more interesting little features you notice. That front suspension is quite remarkable as is the fact that the front and rear wheels are fully interchangeable.

The extremely clean engineering and no-nonsense design is hugely appealing, it seems a damn shame that John Wooler passed away in 1956 leaving only 5 of these remarkable bikes in existence.

Manufacturer: Wooler
Model: Flat Four
Engine: 500cc
Year: 1955
Decade: 1950s
Machine Type: Road


Source: silodrome.com

History
The Wooler was always one of the strange machines that make motorcycles so interesting.

 The industry is peppered with individuals who saw their way as being correct and often refused to deviate a fraction from their chosen path. They seldom built many machines, and those they did produce were frequently troublesome, but we all gained by the excitement they generated.

 The engine (1926) was the feature of greatest interest and was laid out as a transverse-four, the cylinders on each side being one above the other. This alone was far from normal, but really unique was the way in which they were connected to the crankshaft, for this was based on the beam engine. Capacity was 500cc, and overhead valves were used.

The crankshaft ran along the machine, below all the cylinders, and was of a single-throw design. In fact, for the prototype, a modified assembly from a 150 cc New Imperial was used. Above the crankshaft was a T-shaped beam, which was pivoted at the junction of the leg and arms, this axis also Iying along the machine. A master con- necting rod joined the end of the T-leg to the crankshaft, so as this rotated, the beam oscillated. The arm of the T was set vertically, and each end was attached to two connecting rods, which pointed in opposite directions and ran out to the pistons. Thus, these moved in pairs, and the two pairs moved in opposition.

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Top 50 MPG Popular Motorcycles:

This is the list of motorcycles with high fuel efficiency - mileage 

Lifan 200 Sport : from 135 to 179 MPG

Yamaha TW200 : from 121 to 160 MPG

Honda 125 Varadero : from 119 to 158 MPG

Honda 200 Twinstar : from 119 to 158 MPG

Honda XL185 : from 119 to 158 MPG

Honda XL250S : from 116 to 153 MPG

Kawasaki Ninja EX250R : from 116 to 153 MPG

Yamaha Virago 250 : from 114 to 151 MPG

Honda Nighthawk 250 : from 113 to 149 MPG

Yamaha 125 Virago : from 111 to 147 MPG

Hyosung GV250 : from 109 to 145 MPG

Honda XL500 : from 105 to 138 MPG

BMW F650GS : from 101 to 134 MPG

Suzuki Intruder VL125 : from 100 to 132 MPG

Yamaha XV535 Virago : from 100 to 132 MPG

Buell Blast : from 98 to 130 MPG

Honda CMX 250 : from 97 to 128 MPG

Kawasaki Ninja 500R : from 95 to 126 MPG

Yamaha YZF600R : from 95 to 126 MPG

Yamaha XJ550 Seca : from 93 to 124 MPG

Honda Shadow VLX : from 92 to 121 MPG

Kawasaki KZ550 : from 89 to 117 MPG

Suzuki LS650 Savage : from 89 to 117 MPG

Suzuki GS425 : from 87 to 115 MPG

Suzuki S50 Boulevard : from 87 to 115 MPG

Suzuki V-Strom DL650 : from 87 to 115 MPG

Honda Shadow Aero : from 85 to 113 MPG

Suzuki Marauder 250 : from 85 to 113 MPG

Honda CB350 : from 84 to 111 MPG

Honda CX500 : from 84 to 111 MPG

Yamaha XJ900 Seca : from 84 to 111 MPG

Yamaha XS650 : from 84 to 111 MPG

Kawasaki GPX250 : from 82 to 109 MPG

Kawasaki Vulcan 800 Classic : from 82 to 109 MPG

Suzuki C90 Boulevard : from 82 to 109 MPG

Suzuki GS500 : from 82 to 109 MPG

BMW R850R : from 81 to 107 MPG

Honda CB400T Hawk : from 81 to 107 MPG

Honda CX500C : from 81 to 107 MPG

Honda V30 Magna : from 81 to 107 MPG

Kawasaki 125 Eliminator : from 81 to 107 MPG

Kawasaki 454 LTD : from 81 to 107 MPG

Kawasaki EN500 Vulcan : from 81 to 107 MPG

Kawasaki KLR650 : from 81 to 107 MPG

Kawasaki Vulcan 1500 : from 81 to 107 MPG

Suzuki C50 Boulevard : from 81 to 107 MPG

Suzuki Katana GSX 750 : from 81 to 107 MPG

Suzuki S83 Boulevard : from 81 to 107 MPG

Yamaha FJ600 : from 81 to 107 MPG

Yamaha FZ6 : from 81 to 107 MPG

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