Motorcycle Race

 Aprilia Tuono V 4 R A PR C 2012
 Aprilia Tuono V 4 R A PR C 2012
 Aprilia Tuono V 4 R A PR C 2012
 Aprilia Tuono V 4 R A PR C 2012
 Aprilia Tuono V 4 R A PR C 2012
 Aprilia Tuono V 4 R A PR C 2012
Aprilia Tuono V 4 R A PR C 2012

As such, BMWs are not the usual preferred brand of motorcycles when it comes to customizing, maybe because BMWs do not make the world’s best looking factory bikes and also maybe because the build is so robust and the bike being so practical, why bother? But I guess, sometimes you eed to try it off, I mean customize a BMW. Yes, some people do it and most of the times, it has come out good. Adam Kay from London, is one of the ‘some people’ and he has managed a brilliant makeover for his BMW R80/7. As much as you would love a BMW R80/7 for being such a fine piece of machinery, you would probably not really bother about customizing it as customizing also mean in a way, beautifying your bike and in your wisdom, somehow the BMW R80 doesn’t exactly fit into that scheme of thoughts and although I am not very sure what went into Adam’s mind, Adam did something which probably is the thing to do with such a bike. He kept it simple… or so it looks but Adam would only know how much of work has gone inside it to give it that simple look.


Adam is a late starter when it comes to the motorcycle thingy as a whole. He started to learn motorcycles as late as 25. But as from him, there is one good thing to learn being a late starter. While for most of us, our first bikes usually start off with a UJM, his first bike happened to be a Ducati Monster. But that bike was stolen and his next bike was a Moto Guzzi V11 Sport! He kept it for 2 years loving the old feel associated with it and then wanted to change his style to a more urban bike like a supermoto when as he mentions, he discovered custom motorcycles through Bike EXIF, Pipeburn and Visual Gratification. That got him started and he just couldn’t rest until he got himself a custom motorcycle. It took him another year thinking about how to get started. That much needed help came when Adam met the guys from a customized bike shop by the name of Victory Motorcycles in Camden, London. The owner of Victory Motorcycles, Rex (who has become a friend with Adam over time) specializes in BMWs and classic British iron.

Adam shared his idea with Rex of wanting to do something with a twin after getting inspired from many custom bikes as seen on the net, especially BMWs and Guzzis and luckily for dam, Rex had a R80/7 for sale. One thing led to other and they started working on the R80/7 project. Adam’s inspiration for this project came from looking at a racing Guzzi he saw on Bike EXIF. Adam says “I wanted a single seat, a long rear mudguard and a short chopped front mudguard like a bobber. I choose not to paint the tank after I had spent ages stripping off the old paint and filler after all that effort I didnt want to cover it up again with paint. I also wanted it to have no decals to me a boxer is a BMW so it doesnt need any info on the tank.” Under the guidance of Rex he started working on the project giving 2 days a week (that was all he could afford) and after 8 months of labour and pain, this beautiful BMW R80/7 was ‘born’!
Actually, I received a mail from Adam asking me whether I would like to feature the bike on the blog. Well, what were the chances? I jumped upon it and requested him to send pictures and information about the customized BMW and over the next few mails, Adam sent the photos and information. Okay, we know that the motorcycle is a BMW R80/7. The bike has a 1978 engine in a 1981 frame and forks, so as such it has a dual birth year! The 1981 bike has been stripped down to its frame. Whatever was thought as not necessary to the original design like battery box - plastic covers hooks - seat hinges and a few more bits was cut off from the frame.
Starting out, as mentioned, it was back in bare bones and so, the frame, sub-frame, swing arm, side stand, top yoke and wheels were powder coated in satin black. Most nuts, bolts and other chromed parts were re-plated in dull chrome or were replaced with stainless steel parts.
For the engine, K&N filters replaced the old air filter. The engine and gearbox was painted with black heat resistant paint. Traditional exhausts were replaced by new shorter ones and to give the bike a mean look, graphite impregnated exhaust wrap was used for the header pipes.
All alloy parts were actually hand wire brushed cleaned which gives it a totally looks new. The battery box mounted on top of the gearbox is custom made and the bike has a new Odyssey battery. The rear and front mudguard was chopped for the new look and painted with matt black colour and alloy respectively. Indicators and rear brake lights were outsourced and a hand fabricated rear break light holder was fabricated. The touring seat was replaced by a single scrambler styled seat.

The bike got new black handle bar and grips. The tank is stripped to the steel and hand sanded. A clear coat of lacquer is used to seal it. The old speedo and rev-counter was replaced with a single speedo unit. The speedo cable had to be joined to the speedo with a hand fabricated part.
Lots of nitty gritty things needed to be handed as well. For instance, the brake system which reserves normally under the tank were replaced to a handlebar mounted reservoir system. A second Brembo was added. The original single disc pad was replaced by two new stainless discs and steel braided hoses are used. The forks used here are brand new ones.
All in all, although the bike looks simple and that is because Adam has kept it very neat, a lot of things, well almost every part of the bike were touched. Adam really has done a wonderful job with due help from Rex’s Victory Motorcycles. The bike bullous tank gives it a bulldog like attitude while it very well retains the 80s look. I think Adam has met the expectations with which he set out. This has given an inspiration and confidence to him to go out with more projects. The bike very well looks like a customized bike from a experienced firm where as now we know even a single man with no experience can do such an amazing job. See, how determination and passion can get things done! Adam says, “I change the R80 from what I thought could be seen as a rather dull machine to a thing of old school rebellion. I wanted a machine that could be ridden every day and one that looks as cool as any custom. I think this BMW does just that. I also wanted to challenge myself as I have never done anything like this before Im 45 so this could be my "midlife crisis" project. I think I have done a great job on this motorcycle and have a commission to customize a R80 to look like mine. I’m also working on a new luxurious R80 custom which should be ready next year.”
Adam has documented almost everything from start to finish in his blog Untitled Motorcycles. The bike has also been featured in 8negro and Ottonero. Congratulations Adam, way to go! We all really look forward to your next project. You can contact Adam kay through his email ID .

How often do you really jump when your mailbox says "You Got Mail"? Surely, not very often, right? Since I started blogging, I too started recieving mails and a few mails made me jump that came from special individuals, like the owner of Crocker Motorcycles and the owner of Falcon Motorcycles. Then I receive some mails with very nicely done custom bikes. Very recently, I got an email from a gentleman who has a prototype/ concept bike/ limited edition.... (I hope you get the picture) ... bike with him which he rides. And just guess, which bike can it be?

Just let me put across the mail I received...

I jumped up on recieving the mail. Here was I getting to see a very very rare creation and I was asked if I need some photos? I wrote back to Jon pkleading him to send the photos and earnestly requested him to give a feedback on the bike ride, after all, who better than the owner himself. He replied immediately back but didnt mention much about the bike and in the mail I could sense his hesitation in speaking about his bike. And we should respect that because I believe in that too. Its just a thing lots of people believe... not talking about ones own bike. Anyway, he did send the photos and a small overview.

How do you like a L-Twin Ducati? Well, that is rather a really silly question really, as who on earth would not love a Ducati L-Twin? So, how about a Ducati L-4 like the awesome Desmosedici RR? Of course, probably none of us reading this blog has even set atop the Desmosedici. But nonetheless, doesn’t just the idea of sitting atop a 4 engined Ducati give you the goosebumps, right! And so, then how about a L-8 Ducati? Yes, yes, like you know 2 Desmosedici in one… And no neither am I out of my mind and nor am I kidding. So how do you get or have or acquire a Ducati with 8 engines? Of course, Ducati has never tried it on any prototypes either but that hasn’t stopped a German gentleman who just went ahead with this crazy idea and has made a Ducati L-8.

In Ducati language, the number 16 has quite a big relevance. In Italian sedici means 16. And in Ducati language, when you say Sedici, it usually refers to the Desmosedici as the 4 cylinders have 4 desmodromic valves each, totaling 16 valves and that is the reason it is called Desmo – Sedici. This particular German gentleman took the same language instructions but gave it a totally new perspective since he has 2 valves in each of the 8 cylinders and so that too makes 16 valves. And that is how you make an L-8. Dieter Hartmann Wirthwein’s is the name of that man and his innovative Ducati L-8 has its first public showing at the Intermot 2010 show.
The L-8 engine is fitted to a 900SS rolling chassis. The bike has been on the news since a year back and there were quite a few skeptics who though this would probably never make it. But within the last 12 months, Mr. Wirthwein has completed the patent application process for his innovative connecting rod scheme that allows an original 900SS crankshaft to be used and consequently the powerplant can fit in a 900SS frame.

I believe it is not fully ready to try it out on the roads or tracks. Anyway, the world officially took notice of the bike at this year’s show in Cologne, Germany. Imagine the sound of any Ducati L Twin and now imagine what 4 Ducatis would sound like, all at sync! I haven’t been able to find any video of the bike on run but I am sure the sound would be absolutely awesome. The only video I found related to this bike is a diagrammatic representation of how the connecting rods would work. Here is the link. Surprisingly, the valve actuation is not desmodromic.This German engineer is of course and has to be a Ducati fanatic. And if you look at his website, there are quite a few interesting projects of Honda, BMW and Bultaco up his sleeve. You might like, actually try it, you will most definitely like his ‘Monkey’ project. He has named this Ducati bike as ‘Elenore’ of course meaning 8 referring to the cylinder numbers. The engine uses cylinders with a bore and stroke of 56 and 44mm respectively for a total capacity of 868cc.

There are not much details on his website or anywhere else, so in case you come over more information, please share. The time line for this project is by the end of the year by which time, it will be fully functional and we can listen to its roar. As per the specifications, the bike has a good compression ratio of 11:1 and that would be helpful for a relatively low power output of 80 bhp strictly speaking in Ducati lingo. Anyway, we can surely wait for a month more and let Wirthwein do his magic in the mean time and I am sure we will be quite happy with the final product if the production stage gives any indication.
His workshop is in Rimbach, Germany (Staatsstrasse 51, 64668 Rimbach).You can visit his website, for some additional info and pictures. You can also contact him through email or phone (06253 238488) to learn more about his projects.

yamaha fjr 1300 a

 Both versions of the new yamaha fjr 1300 a receive a larger windscreen with a wider range of adjustability (still electrically adjustable via handlebar thumb control). Slightly taller gearing reduces engine rpm while cruising on the freeway and your passenger should be more comfortable on long rides with repositioned footpegs inches forward and wider from the center line of the bike).

yamaha fjr 1300 a

The 2007 model of the yamaha fjr 1300 a is basically the same with the exception of some fixes. Overall owners seem to really like the smooth power and acceleration. One complaint was the hot air that the fairing deflect toward the legs. Anyone living in warmer weather will suffer if they stay too long.supposedly that was fixed on the 2007. Since most yamaha fjr 1300 a riders will be in the year old range higher handlebar upgrades are a must.

yamaha fjr 1300 a

From my perspective among the most significant changes is the new swingarm which is inches longer than last year. Big deal This is clearly the best handling yamaha fjr 1300 a stiffened the suspension of this bike back in 2004 and it made a large improvement in the way the original yamaha fjr 1300 a handled. The longer swingarm seems to have taken handling to yet another level adding both stability and improved cornering.

yamaha fjr 1300 a

yamaha fjr 1300 a long-running sports-tourer has been revised for 2006 with new clothes some intriguing chassis changes and for Europe only, an optional semi-automatic transmission .Tweaks to the styling have really spruced up the look of the yamaha fjr 1300 a with the dual stalk rearview mirrors immediately coming to mind. The fit-and-finish of the yamaha fjr 1300 a is first rate and it is a handsome bike that most owners would be proud to be seen on.

yamaha fjr 1300 a

After much consideration and visiting the showrooms to sit on the various models I had it narrowed down to one of two bikes the 2006 yamaha fjr 1300 a and the 2006.A phone call to my insurance agent revealed that as a second bike the and yamaha fjr 1300 a were within of each other and the overall cost wouldnt be too painful (I highly recommend contacting your insurance agent before you buy anything.

yamaha fjr 1300 a

 First things first. The "automatic" yamaha fjr 1300 a is not an automatic. Thats right it features a manual transmission. The only difference from a traditional motorcycle transmission is the automatic clutch. The yamaha fjr 1300 a requires manual gear changes (with the traditional left-foot lever or handlebar-mounted triggers) it is simply missing a clutch lever. The motorcycles computer controls engagement and disengagement of the clutch (more about this later).

yamaha fjr 1300 a

The more I rode the automatic clutch version of the yamaha fjr 1300 a, the more I liked it. In fact at the end of the day facing the prospect of a long drone back to the hotel I looked for the yamaha fjr 1300 a and avoided the version with the manual clutch (it didnt feel like it had a heavy clutch pull before riding the automatic clutch version but it felt very heavy afterwards).

yamaha fjr 1300 a

As it has for several years now the yamaha fjr 1300 a features a sweet motor. Tons of power for a sport tourer is delivered smoothly and over a broad usable range. A slight fuel injection surge from closed throttle to open throttle seemed to disappear with more time on the bike (particularly the manual clutch version).

yamaha fjr 1300 a

I started out riding the standard yamaha fjr 1300 a with a traditional manual clutch. After warming up on that bik I jumped on the automatic clutch yamaha fjr 1300 a model (which is silver the standard model is blue). I have ridden a number of scooters with automatic transmissions and did not expect to have too much trouble adapting to a bike without a clutch. The yamaha fjr 1300 a does not feel or react like a clutchless scooter however. There are a couple of logical reasons for this.

yamaha fjr 1300 a

The first time I got on the yamaha fjr 1300 a taking off from a stop seemed to be relatively smooth  the computer manipulating the clutch at a fairly intuitive point after rolling on the throttle in first gear. I was immediately up to speed and then on the freeway playing with gear changes at closed throttle part throttle and even wide open throttle. The computer-controlled clutch seemed to deal with all of these well and I marvelled at yamaha fjr 1300 a software programming prowess.

yamaha fjr 1300 a

It was those uturns that drove home the importance of the finesse an experienced rider utilizes with a manual clutch smoothing out power pulses and fuel injection surges at low rpm. Without a traditional clutch the yamaha fjr 1300 a felt jerky and a bit difficult to control in some of these tight confines (including brief off road excursions to complete the uturns on the narrow roads).

yamaha fjr 1300 a

In the end the yamaha fjr 1300 a remains an outstanding sport touring motorcycle with significant, useful changes for 2006. Experienced aggressive riders should steer themselves towards the traditional clutch version in my opinion which is substantially cheaper at the same time. Some riders may enjoy the benefits of the automatic clutch on the yamaha fjr 1300 a(which essentially amounts to less effort) but if  luxury touring is their bent they might be better off waiting for a fully automatic sport tourer sometime down the road.

yamaha fjr 1300 a

"The story I have to tell is backwards of yours.  I have successfully put 11,400 miles on my 2005 yamaha fjr 1300 a in eleven months.  I then decided to purchase a 2006 yamaha fjr 1300 a as most of my miles ended up touring.  The yamaha fjr 1300 a is now in the yamaha fjr 1300 a dealership in Tulsa OK on consignment.  I miss playing on the commute to work and riding the twisties as I live in Arkansas on the yamaha fjr 1300 a.

yamaha fjr 1300 a

Wer viel reist teilt den Spaß gern mit einem Sozius. Nichts leichter als das, denn dafür ist die yamaha fjr 1300 a wie geschaffen. Für sportliche Einlagen mangelt es ein wenig am Kontakt zum Fahrer. Zu weit sitzen die Passagiere auseinander gaudige Kurvendynamik will sich so nicht recht einstellen. Auf langen Touren hingegen lässt es sich hinten prima aushalten.