Used Motorcycle

City Mendoan, Purwokerto, Central Java is the armory of artistic and avant-garde people. As the branch was Wins Paddock, who had his name Wiwin, he was the aboriginal time a new modification ngenalin breeze in ducks and matic archipelago.

The new French team for 2010 MotoGP World Champhionship. VAILLANTE MotoGP V4 which will be equipped with pneumatic valve engine, full carbon fiber chassis in suspension and electronics.

The driver, directly from the pen of its author Jean Graton, the most famous (in the comics world )..... MICHEL Vaillant!

 

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MOTO GUZZI is synonymous with 80s Classic styling which they have maintained even today. In the true MOTO GUZZI traditional styling, it has launched the V7 CLASSIC at the ECIMA Milan Motorcycle Show on November 2006. What you get in the V7 Classic is a motorcycle with classic, timeless lines saluting the essential spirit of Moto Guzzis elegance and style.
The V7 Classic is very simple to look at, but will hold your attention for ever. The machine also follows the traditional V7 with a 2 valve 750cc twin engine. Even the flat contour of the tank and seat will remind you of the classic bike. It is simply an impressive looking bike with a mchine which can tour and and also will have the city riding fun element, which means like previous classic Guzzis, the V7 Classic is an enjoyable and versatile machine.

This blog has a couple of new-age retros featured including the last one on Yamaha Sakura and true, the world is going retro. The Moto Guzzi V7 Classic is another new-age retro in the market along with classic models by Eurpoean bike factories like Triumph and Ducati. The V7 Classic is based on Moto Guzzi’s very successful Breva 750, with only 50bhp from the 750cc air-cooled twin. The engine, as mentioned earlier has only two-valves per cylinder, which means low and mid-range power. The frame and suspension are also a take on the classics, tubular steel cradle, and suspension is right-way up forks and retro twin shock absorbers. A single Brembo caliper and disc at the front provides the stopping. Wheels are spoked chrome rims with tubed classic-look tyres. Of course, the V7 in the 60s were Moto Guzzis first v-twin engine and it follows the new-age retro.

The launch of the V7 Classic is to celebrate the 40th birthday of the first Italian Maxi Motorcycle created by Giulio Cesare Carcano. As I said, the V7 is simple yet elegant bringing the 70s to mind when motorbikes had an essential beauty that was formed by simple straight lines and chrome decorations.
The V7 Classic carries a lot of chrome from the classic California GT while the tank resembles that of the Sports version. The spoked wheels, the cigar shaped silencers and the flat quilted saddle is of course pure nostalgia. The new machine is fully up-to-date with a Euro 3 engine. The instrument panel has analogue dials with suitably dated graphics. The V7 Classic is somewhat smaller than other Moto Guzzis, making it manageable with excellent riding position that are perfect for both town use and longer mixed journeys.

The Ducati 916 was a true milestone in motorcycling history. The 916 was supposed to be launched in 1993, the sixth year of the Superbike championship. Engineer Bordi, at the time Ducatis Technical Director, decided to postpone the presentation of the new Superbike, the 916. Honda had already heated up the market with their new bike, the RC 45. Ducati continued with the legendary 888 buying some more time to perfect their 916. Of course, the 888 was an upgraded version of 851, Ducatis first Liquid cooled 4 reed valve machine. The road version of that years racebike was the 118 HP 888 SP5.

In Autumn 1993, Ducati presented the 916 Strada prototype in the Milan show. At first, everyone was stunned by this radically innovative motorcycle. It was Ducatis first truly large-scale project. Compare it to the 888 will show you how hard Ducati has worked on the 916. The attention to detail, which has become a speciality for Ducati now was first seen in the 916. It was something the world has never anticipated, but everyone just lapped up this beautiful creation. Its space-age styling, the narrow sides, everything was a very very big step from the 888, the very bike it was derived from. It was a thoroughbred track vehicle with licence plate, twin headlamps and mirrors.

Who designed it? Well if I say you wont get even a single price for guessing it right you will just guess it right! It was designed by of course none other than the Massimo Tamburini and his team at the Cagiva Research Centre in San Marino, creator of the MV Augusta F4, the Bimota DB1, the Honda NR750, the Ducati Paso among some of his best known creations, he also had designed the 888 and the 851. According to him, he just removed every weakness from the 888 and instead these were improved and made state of the art. Some of the mentionable changes included better weight distribution, wider chassis pipes, rear single sided swing arm and an adjustable headstock angle.

Well, I for one never ever can imagine how can anyone take an ordinary looking 888, remove the weaknesses and give a God-like 916. Probably I need to have a brain twice the one I currently carry to even understand anything around it. Anyway, at the Milan Show everyone mentioned the 916 as the eighth wonder of the world. I have the mags of 1994 (Auto India) where it was featured in a bright yellow costumes and must say, when you look at something totally new, initially you kind of think What the.. before you start appreciating it. But the 916 was different. It stunned you at the very first sight. Massimo Tamburini went on to design the MV Agusta F4 and if you have a keen eye you will notice the many similarities with the 916 especially in the tail section.

The first 916 - the "Strada" version was only available in a single seat version with 114 HP at 9,000 RPM. So in 1994, the racing version came out... for the 1994 WSBK, the 916 SP: 955cc for 150 HP at 11,000, Ohlins suspension, a new airbox with 37 and 31 mm valves. The 916 won all the prizes that year, including "Motorbike of the Year". From the 916 onwards, through the 996 and the 998, Ducati campaigned very successfully in the SBK WC winning championships with Carl Fogarty, Troy Corser, and Troy Bayliss. The street legal version was also a serious threat to Japanese rivals. Displacing 916 ccs and boasting an impressive 11:1 compression ratio, it pumped 105 horsepower to the rear wheel. Not that it was the most powerful bike in its class, but a combination of composite materials, compact design, and weight-saving engineering certainly made it one of the lightest at only 200 kgs (438 pounds) andit had a more even torque spread.

The 916s water-cooled engine was essentially the same as its predecessor with an increased crankshaft stroke from 64mm to 66mm while retaining the 94mm bore. Okay, now if you think, it was beautiful, think about this - everything in the bike was built with a purpose. The single-sided swingarm was beautiful, but designed to make wheel changes faster during races. (Did you ever think about that?) The underseat exhausts, which was initially introduced on Honda NR before Ducati popularized it, improves aerodynamic performance and resultantly gave very clean lines. (bet you thought it was a 916 trademark!) Now how hard is it to build something like an artist creation, like a free flowing paint brush, but with an objective beneath!Total production years remained 7 from 1993 to 1999, when it was replaced by the evn more stunning and advanced 996. Well then came the 998, the 999 to the present 1098, but what started it all? Yes, the 916! To go a little further down the history lane and little bit of GK, the first twin engine from Ducati was the Pantah, introduced in 1979 designed by the Sicilain mastreo, Fabio Taglioni. All modern Ducati engines are derivatives of the Pantah, which uses a set of revolving cams to actuate the engines valves, called desmodromic valves. Ducati is the only motorcycle manufacturer which uses this type of valve gear. DESMO is the official name of this system. The bike became an icon from the mid 90s improving Ducatis stature both in WSBK and legal arenes by leaps and bounds. The iconic Ducati 916 was one of the most beautiful designs in the history of motorcycle development.
Specifications (Street Legal version)
Engine: 916 cc L-Twin, Desmodromic 4 valves per cylinder, Liquid cooled, DOCH
Transmission: Weber-Marelli electronic injection, single injector per cylinder, Wet sump forced lubrication, 15 plates, hydraulic actuated clutch 6-speed gearbox
Bore and Stroke: 94 x 66 mm
Compression Ratio: 11:1
Max Power & Torque: 114 Hp @ 9000 rpm & 101 Nm @ 7000 rpm
Max Speed: 260 km/h ,
Inlet & Exhaust Valves: 33 mm & 29 mm
Chassis: Tubular Steel Trellis frame
Front & Rear Suspension: 43mm Showa GD 051 upside-down & Mono Showa GD052-007-02
Front & Rear Brake: Double floating -320 with 4 pistons caliper & Single floating -200 mm
Front Front & Rear Tyre: 120/70 -17 & 190/50 -17