Woopa!! Cbr1000rr Riders

[Raptor]

The Steering Damper Comes of Age: Introducing the Honda Electronic Steering Damper (HESD)

 

Steering dampers are not new to the motorcycling scene. For decades, riders have resorted to using steering dampers, most often for extreme-use high-speed racing conditions in off-road competition as well as road racing. Regardless of the application, steering dampers help reduce excessive steering movement by incorporating a damper connecting a motorcycle's fork and frame. Some units use simple friction dampers, while others are of hydro-mechanical design.

 

In general, Honda® avoided installing these devices on motorcycles because all existing designs included inherent drawbacks that compromised the benefits. Typically, when a steering damper was set for high-speed performance, the motorcycle's handling would be adversely affected at moderate and lower speeds--not a good trade-off for general-purpose riding. If a compromise setting was selected to mollify a steering damper's negative effects on low-speed handling, the high-speed benefits were similarly reduced--again, not much net gain. So when Honda's engineers decided a maximum-performance machine such as the CBR®1000RR would benefit from the positive aspects of a steering damper, they simply decided to reinvent the device to reap the full rewards while eliminating the historic drawbacks.

 

Unlike past designs, the new Honda Electronic Steering Damper (HESD) has no fixed damping characteristics. Instead, damping action is controlled by the CBR1000RR's Electronic Control Unit (ECU), which automatically varies damping force according to vehicle speed and acceleration over a wide range of riding conditions. Jointly developed in cooperation with Kayaba, the HESD mounts atop the steering head and a linkage arm connects the HESD to the triple clamp. Within the damper unit, a large chamber filled with oil is divided into two sections by a moving vane connected to the linkage arm. In response to steering movements transmitted by the linkage arm, the vane forces oil between the left and right sides of the chamber through various passages, including a main valve controlled by a linear solenoid that receives its control signals from the ECU.

 

 

At lower speeds, the damper's main valve opens fully and therefore creates virtually no perceptible damping effect. Result: a light steering feel. As speed and rate of acceleration increase, the linear solenoid constricts oil flow between the two sides of the chamber, resulting in the desired amount of increased steering damping. Four one-way check valves ensure that oil flows through the main valve in only one direction, whether the vane is moved to the right or the left. A relief valve maintains internal pressure below a designated set level, while another small piston compensates for temperature-induced changes in oil volume.

 

Technical aspects notwithstanding, CBR1000RR pilots will reap the benefits of the new HESD in the form of confidence-inspiring handling, making the riding experience all the more enjoyable. Once again, Honda has harnessed technical sophistication into a seamless package that enhances the pleasure of riding.

[Raptor]

Honda CBR1000RR Chassis Tech

 

Look at the CBR®1000RR chassis and see Honda's hard-earned knowledge gained in the ferocious MotoGP wars. This all-new chassis incorporates the engine as an integral frame member, for example, and larger items such as the fuel tank and rider have been positioned carefully to sharpen the machine's handling response. These whole-machine concepts, pioneered in the RC211V and subsequently released to the riding public in the form of the 2003 CBR600RR, now incorporate Honda's latest strides in the CBR1000RR chassis.

 

Beginning with the styling of the CBR1000RR, which follows the lines set by the RC211V, the family resemblance is unmistakable. A sharp, aggressively angled nose transitions to a sleek, low-profile windscreen--all the better for track-going aerodynamics. The fairing's side body panels are of three-piece design for easier access to engine and chassis components--plus more of the aggressive look. And the distinctive fuel tank? It's actually a fuel tank cover for the underlying airbox and deep-reaching fuel tank. Experienced eyes will detect its shorter length, which allows the pilot to move forward. Again, this is part and parcel of the CBR1000RR's RC211V genetic lineage; a compact configuration brings the rider closer to the machine's center of mass to enhance quick steering transitions and neutral handling.

 

With handlebars set 1.8 inches lower and footpegs set higher and farther back than those on the CBR954RR, the 1000RR shows off more of its track heritage, yet there is still room for street-going niceties such as a detachable pillion seat that can be replaced with an optional color-matched cowl according to the hauling duties of the day. Underneath the rear seat area, there's storage room for a small U-lock, gloves and other essentials.

 

Of course, the big RR takes full advantage of Honda's MotoGP-derived Unit Pro-Link® single-shock rear suspension design. In the Unit Pro-Link layout, the top of the shock mounts to the top of the massive, heavily braced aluminum swingarm rather than to a rear frame crossmember mounted up high. When the rear wheel travels through its arc, the linkage system compresses the shock from below. As a result, the frame remains isolated from rear suspension loads, and the central frame can now be configured for other uses, specifically, housing a major portion of the fuel load down low, in a position close to the bike's center of mass for better, more consistent handling.

 

Although this newest Unit Pro-Link setup follows the overall design first seen in the RC211V and later applied to the CBR600RR, the CBR1000RR's specific hardware is unique to this model alone. The swingarm and damper differ significantly in appearance with a new rear-facing shock reservoir that not only lends a striking appearance but also provides unfettered access to damping adjusters. As would be expected of a premium sport machine, the CBR1000RR shock offers adjustable spring preload plus rebound and compression damping adjustability, and there's a full 5.3 inches of rear wheel travel.

 

The CBR1000RR's aluminum frame and swingarm both tap into a variety of manufacturing techniques to accommodate the fine-tuning of specific components for strength, rigidity, shape, size and weight prior to final assembly. The steering head, for example, utilizes Honda's innovative Fine Die-Cast technology to create a structure that's strong yet features thin-wall construction for light weight. From there, large gravity die-cast sections extend down and around the engine, while other plates reach up and forward from the swingarm pivot. The solid-mount engine hangers are also gravity die-cast pieces. The short but large main aluminum spars wrap around the cylinder head in RC211V fashion, and these aluminum extrusions have been specially shaped so the upper side is narrower than the bottom, in part to create more clearance space for the handlebars and cylinder head.

 

The long hybrid aluminum swingarm, in turn, incorporates a cast center portion, while the left side uses extruded members and the right side features press-forged components to form the optimum balance in rigidity, shape and weight. Compared to the swingarm used in the 954, this new unit delivers an increase in torsional rigidity, while lateral rigidity was reduced to help the chassis settle into corners more easily. The center-up exhaust system is carefully ensconced within the lightweight die-cast aluminum subframe. The net result is an artful rendering of lightweight yet strong and rigid frame members carefully joined to yield responsive handling with exemplary feel and feedback.

 

The front suspension on the CBR1000RR features Honda's latest 43mm inverted HMAS cartridge fork, a stout, track-ready setup with spring preload, rebound and compression damping adjustability and 4.7 inches of travel on tap, up from the CBR954RR fork, which provided 4.3 inches. The new machine's steering angle of 23.45 degrees matches that of the 954, but fork offset was reduced from 30mm to 25mm, and as a result the new bike's trail length of 102mm shows an increase of 5mm. Wheel and tire sizes front and rear remain state-of-the-art in sport bike circles; the super-light aluminum-alloy hollow-spoke front wheel measures 3.5 x 17 inches, while the rear is a 6.0 x 17 unit.

 

 

The 1000RR front end sports a set of new four-piston Tokico radial-mounted brake calipers. Because these race-style units bolt onto distinctive turret-type mounts, the calipers can better resist shear forces generated under braking for less deflection and a stronger, more rigid setup. This new configuration also creates space for a centrally-located tightening bolt to help hold the two halves of the caliper together, and this new three-bolt design produces a more rigid caliper for improved stopping power, even pressure distribution and exemplary feel through the brake lever.

 

The brake pistons also undergo a special two-stage plating regimen with electroless nickel and chrome plating to ensure smooth operation and superior corrosion resistance for added longevity. With such superior performance on tap, the floating brake rotors could be downsized from the 330mm-diameter units used on the 954 to 310mm rotors--a change that also nets a savings in unsprung weight. In addition, a new single-piston rear brake caliper delivers excellent power while also providing a weight savings.

 

 

Along with these new radial-mounted calipers, the front brake system also features a newly developed vertical-piston master cylinder. First used on Honda's factory Superbikes, this system produces a superior leverage ratio at the front brake lever for higher braking efficiency with excellent feel and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider.

 

Like the CBR600RR, the 1000RR boasts Honda's new, low-profile Line Beam headlights with their compact yet high-illumination three-piece reflectors, and lenses only half the size of conventional systems. Brilliant illumination in a lightweight, downsized package--that's more of Honda's holistic engineering at work. Likewise, the 1000RR's compact and lightweight new instrument panel takes its cues from the RC211V's vaunted space-efficiency, with LCD readouts positioned around a large tachometer dial. The surrounding LCDs include a large-readout digital speedometer, odometer and dual trip meters, digital coolant temperature gauge and a clock.

 

Besides the usual selection of indicator lights, the instrument panel also features a new racing-inspired adjustable shifting indicator light, which can be set anywhere between 5000 and 11,600 rpm for an instantly recognizable indication of optimal shift points. This indicator can also be set for one of three settings--on, slow- or fast-flashing modes.

 

From the front brake lever to the frame to the swingarm and everywhere in between, the CBR1000RR chassis clearly reveals its racing heritage through and through. The DNA of the mighty RC211V can be traced in virtually every component within Honda's newest Superbike, a legacy that is certain to benefit all who ride the 1000RR, be it on the track or on the street.

[Raptor]

Tracing the Road to World-Class Power

 

The CBR®1000RR boasts a truly world-class powerplant, an all-new liquid-cooled 998cc inline four-cylinder engine carefully designed to also enhance handling. Begin by comparing the overall silhouette of the new 1000 and the CBR954RR, and immediately you can see there's no comparison; the CBR1000RR boasts significantly smaller, more compact dimensions. There are blatantly obvious changes, such as relocating the oil filter away from the front of the engine to save space. And high-tech tricks such as designing a new, slimmer and lighter ACG with neodymium magnets to help keep case width especially narrow. But Honda's commitment to mass centralization in this new-generation Superbike permeates through and through every cubic centimeter of the engine.

 

For example, at the very heart of the CBR1000RR, we find a compact 75mm bore size contributing significantly to the engine's narrow proportions. Engine stroke measures 56.5mm--a combination also selected specifically for its ability to generate loads of torque along with plenty of top-end horsepower.

 

Strong and durable forged aluminum slipper pistons coupled to nutless connecting rods feature less reciprocating mass to produce a quicker-revving engine. In addition, the piston skirts have been impregnated with molybdenum to create a friction-reducing surface, an innovative treatment both tougher and longer lasting than the LUB coating Honda® used previously. More than a surface coating, this process literally shoots particles of pure, low-friction molybdenum into the skirts of the piston with such high force and temperature they become embedded into the surface of the aluminum with a chemical reaction that bonds the material together.

 

These pistons run through aluminum composite cylinder sleeves high-pressure formed from sintered aluminum powder impregnated with ceramic and graphite for improved wear resistance and superior heat dissipation. And for the first time in a street bike engine design, the CBR1000RR cylinder block incorporates a semi-closed deck that positively secures the tops of the cylinder bores to the outer walls of the block with cast-in bridges for increased rigidity and consistency in cylinder bore shape under all conditions.

 

To further reduce reciprocating mass, the CBR1000RR features nutless connecting rods with end caps held in place by bolts that thread directly into tapped holes in the rods. This design shaves approximately 50 grams out of these critical engine components to reduce mechanical loads and also improve engine response and acceleration.

 

The DOHC cylinder head employs four valves per cylinder, 29mm intake and 24mm exhaust. These valve head diameters match those from the 954, but the stems of the new valves have been slimmed from 4.5mm to 4.0mm for lighter weight and reduced friction. This weight reduction also allows the use of lighter valve springs, for quick and precise valve actuation. Compared to the 954, included valve angles are slightly flatter (23.5 degrees vs. 25.0) to open up the combustion chamber for more efficient burning, and intake ports were raised to create a straighter path for the incoming fuel charge. The CBR1000RR features shim-under-bucket valve adjustment for high-rpm durability; engine redline is set at 11,650 rpm. To keep the engine spinning smoothly even at such elevated speeds, the RR features a light but efficient balancer shaft mounted close to the crankshaft to maximize mass centralization.

 

 

Programmed Dual Stage Fuel Injection

 

To feed this big engine, Honda engineers lifted another page from the RC211V formula and installed Programmed Dual Stage Fuel Injection (PGM-DSFI). As its name implies, DSFI employs a pair of injectors for each cylinder.

 

This dual-injector system eliminates a significant compromise inherent in older single-injector setups. In the past, if low-end engine response was desired, the fuel injectors were mounted close to the intake ports. On the other hand, if maximum power was desired, the injectors had to be mounted father away from the intakes--a direct conflict with the practice of positioning the injectors for best response. Honda's engineers resolved the compromise by employing dual injectors to meet both objectives.

 

First, a set of all-new Denso injectors has been mounted in the venturis of the large 44mm machined aluminum throttle bodies. An entirely new manufacturing process endows these fourth-generation injectors with a radial array of 12 holes that produce a wider, more diffused output. As a result, this more finely atomized spray covers a wider area and mixes 20 percent more efficiently with the intake air, which results in more efficient combustion. In addition, new, dramatically lighter needle bearings allow the injectors to respond to electric signals 30 percent faster than the previous generation--an amazingly short response time of 1/1000th second. In addition, these new-generation injector bodies also weigh 25 percent less than the previous units.

 

To ensure a constant flow of fuel at higher engine speeds to produce maximum power, the second set of 12-hole injectors rests in the top of the air box, directly above the velocity stacks of each throttle body. This second bank of injectors come into play at engine speeds of 5500 rpm and higher.

 

 

As these showerhead-style injectors spray a finely atomized fuel charge into the intake areas, this blast cools the air/fuel mixture, thereby creating a denser charge that produces more power. Together, these dual injectors solve the classic injector dilemma, delivering stellar throttle response while also pumping out exemplary top-end power.

 

A sophisticated 32-bit Electronic Control Unit with dual 3-D injection maps for each cylinder manages the fuel injection system, and also handles the ignition and emissions systems. In addition, the ECU incorporates the control systems for the ram-air intake system, exhaust valve and the CBR1000RR's innovative electrohydraulic steering damper. Amazingly enough, for all of its high-powered processing capability, this new-generation ECU is small enough to fit in the palm of your hand.

 

Cold air intake for the CBR1000RR is controlled by a two-stage system, which includes the main ram-air duct located below the bottom triple clamp and above the new large-capacity radiator, plus a smaller dual-intake sub-duct system. At low engine speeds, air flows into the sub-duct system through two doors, one located on each side of the larger intake tract. At higher engine speeds, a vacuum-operated system closes the doors to the sub-duct system while simultaneously opening a door to the main ram-air duct, thereby creating a high-pressure flow of cold, dense air for a dramatic increase in midrange and high-speed power. New high-flow cylindrical air filter elements reside within the 8.35-liter air box, which is hidden away under the front portion of the faux fuel tank cover.

 

Exhaust Tuning Made Simple and Light

 

On the exhaust side of the engine, a brand-new servo-controlled system actuates a next-generation valve located within the four-into-two-into-one steel and titanium center-up exhaust system. This cable-actuated stainless steel butterfly valve resides just downstream of the collector and is operated by a servomotor that receives control signals from the central ECU. As a bonus, this new system is a whopping 770 grams lighter than the system used in the CBR954RR.

 

By tuning exhaust pulses and back-pressure at specific engine speeds, this system significantly improves power output and engine response at all engine speeds without the added noise. As this tunable exhaust system works in conjunction with the Dual Stage Fuel Injection system--with air flow managed by a new ram-air setup--the CBR1000RR power plant has become a model of engine tuning flexibility. As a result, this world-class machine does it all: it churns out massive amounts of low-end torque, packs a wallop in the midrange, and then caps it all off with genuine Superbike-class top-end power.

 

Cassette Gearbox

 

Another industry-leading feature gracing the CBR1000RR takes its roots squarely from the racetrack: a cassette-type close-ratio six-speed transmission. Thanks to the easy access afforded by a cassette gearbox, the 1000RR will definitely deliver an advantage to racers who need to match gearing to different racetracks and under varying conditions. To gain access to the gearbox you simply remove the right side crankcase cover, and the clutch assembly, shift forks and drum can be removed as an entire assembly. To cope with its additional power, the clutch diameter now measures 140mm, up from 125mm in the 954, and clutch actuation now occurs through a hydraulic system.

 

With an eye fixed firmly on the racetrack, Honda's engineers designed a radiator for the CBR1000RR that dwarfs the unit affixed to the 954, boasting 211 square inches compared to 127 square inches. This increased size raises cooling capacity 41.5 percent, from 26kW to 36.8kW, and the fan size has also grown from 171mm in diameter to 191mm. Whether you find yourself on the starting line at your local racetrack or stuck in stop-and-go city traffic, you'll be sure to appreciate this extra cooling capacity.

 

How was it possible to incorporate such a large radiator? Again, it was part of a holistic design from the very beginning. Setting the cylinder block in a relatively upright position creates more room up front, and that space was enhanced by repositioning the oil filter from its familiar up-front position to a spot on the right side of the engine--a design elegant in its simplicity.

 

 

Another example of racetrack-oriented engineering can be found in the lightweight magnesium oil pan. By employing special high-temperature magnesium in place of aluminum, Honda's engineers could save a full 375 grams. This special material also provides better structural resistance to deformation at extremely high temperatures, for more reliable sealing. As an added weight-saving measure, the 1000RR's head cover is also made of magnesium.

 

By completely rethinking the architecture of the venerable inline four, Honda engineers have created an engine that gives a nod to the past and accelerates hard into the future, bringing world-class liter bike performance and race-proven technology to the production line in 2004.

[Tashi]

Some hard to come by news about the next big thing. The RCV V5 ... or whatever it'll be called. Excuse the translation.

 

Honda straat-V5 in make now the Ducati V4 Desmosedici in street

version available come and large interest exists, also the decision

seems has been taken now to take the RCV Gp-motor as a street version

in production at Honda.

 

 

 

Several subcontractors are value meanwhile busy in how the cost blade

for V5-straatmotor from will come see. Pay attention, however, it does

not will then for a replacement of the Fireblade, consider it more as

an exclusive additive to the model range, just like the RC 30 and 45

that ever were. According to the expectations must straat-V5 the as

much as possible lijken on the RCV, as on attached computer version to

see is. That is not yet this way easy such as it seems, because

emissie - and sound requirements mean in any case all that by it more

space is taken exhaust silencing devices and catalysts and then we it

have not yet once concerning the larger accumulator, a start engine

and a dynamo, which also still somewhere plekje must find in whole

that now already as tight in each other sits as a meat roll in his

netje. Several components must become to reconsider to extend

circumstances the life span under zwaarbelaste. Even already 50 pk

would become skimmed, then still 200 horses continue kick the affair

to gort. What remains is the 72 degrees krukas and the lighting order.

The leuke are that the motoGP regulation prohibits that Gp-racers is

inferred of street engines, but that there concerning the reverse

nothing able. Beside these exotic racer the expectation that in the

new Blackbird it has been also hung V5-blok will become, which the

declaration is able be for which Honda as long as has waited with a

continuator for these GT... In 2006, the machines of the production

line must roll and it is expected during the pleasing Intermot

(September) that Honda will show a first prototype to public. But let

come.

 

http://www.bekijkhetmaar.net/motor/cms/dbimages/8202004154835976.jpg

[Guest icekool2000]

Originally posted by daRah Naikz@Apr 6 2005, 03:57 AM

me staying in choa chu kang... icekool2000 , which part of cck u from?

 

raptor , u r right..dats my colour scheme... 04 model

me staying at CCK central, mate.

U?

[Guest icekool2000]

Originally posted by daRah Naikz@Apr 6 2005, 04:00 AM

icekool2000... better buy our last 4 digit hp no liao....

 

urs 7957 ..... mine 7597

 

 

yeah man!!! hahaha. den win first prize.... !!!

[Guest icekool2000]

hey guys!!! Juz collected Jerry's baby.... Its so sweet man! The sound it makes.. the feeling on the bike..... Whoa!!

 

Its a damn good machine... n would like to extend my thanks to jerry for making it possible.... especially trying to get it out of the workshop ASAP....

 

Willl take good care of it... enjoy every minute riding it... and looking forward to meet up with ya guys....!!

 

Cheers!!!

[BuZZBeaM]

Originally posted by icekool2000@Apr 7 2005, 12:38 AM

me staying at CCK central, mate.

U?

Hi there.. im living in cck central too !!!! so qiao!

[Ken]

So tashi, did the silver bottle thingy get the results u want?

Too bad this weekend cant go up with u.

I will miss the guru. hahaha.

 

How come they cannot reverse back the Vee sound of urs?

Give them hell for that.

How can anyhow do things to ur bike without telling u what they did and cant reverse back.

 

All the blades sounds the same to me.

But i can really hear the difference between my friend's 3 weeks old blade and mine 1 year old...

So jealous...

 

Raptor, my exams ends at 15th...

 

Buzzbean, got kakis liao rite.

Next time we can all wash bike together liao.

Bring them to our secret washing bay.

hehehe.

 

Welcome new bladers, get ur ringgit ready as our Tashi-san will call u up once its time for makan.

hehehe.

[kata_killer]

Originally posted by Tashi@Apr 6 2005, 06:15 PM

Sorry folks, only 1 bottle, divide into 4 parts, just nice for 1 tankful.

 

I'll pass it to AT, then pass to Ken, who will in turn pass to Kata Killer.

 

Next time when there are niceties to go around, will post again.

Thanks Bro.... Ken Dun forget to pass to me hor. Ha ha... Next trip to Malaysia, I will not be seeing ure taillight liao.... should say, I be at ure side by side or in front of U. Think, U can guess wat I have just brought....

 

Tat's my new toy, ........

[Ken]

Outing @ Pitstop.

 

For those who haven been to pitstop before, here's your chance.

 

Data: 15th April 2005

Time: 8pm

Meeting place: Carpark opposite cineleisure, beside california fitness centre. Then we will proceed to pitstop.

 

Participants:

 

1) Ken - 97649600

2)

3)

 

It's been a long time since we organized a proper outing.

[kata_killer]

Originally posted by Ken@Apr 7 2005, 01:27 AM

So tashi, did the silver bottle thingy get the results u want?

Too bad this weekend cant go up with u.

I will miss the guru. hahaha.

 

How come they cannot reverse back the Vee sound of urs?

Give them hell for that.

How can anyhow do things to ur bike without telling u what they did and cant reverse back.

 

All the blades sounds the same to me.

But i can really hear the difference between my friend's 3 weeks old blade and mine 1 year old...

So jealous...

 

Raptor, my exams ends at 15th...

 

Buzzbean, got kakis liao rite.

Next time we can all wash bike together liao.

Bring them to our secret washing bay.

hehehe.

 

Welcome new bladers, get ur ringgit ready as our Tashi-san will call u up once its time for makan.

hehehe.

Haha.... My exam ends 1 day eariler than u, which is on 14 april. This time, got any makan trip, do not forget abt me!

[Ken]

Kata, already riding liao?

I m always at the back what...

Wanna frame me again rite, dun pass it to u liao.

hahahaha.

[Ken]

Originally posted by kata_killer@Apr 7 2005, 01:32 AM

Haha.... My exam ends 1 day eariler than u, which is on 14 april. This time, got any makan trip, do not forget abt me!

Sure will call u.,.

Do charge ur hp.

Guys, we've got a busa for test riding liao.

hiak hiak hiak.

[daRah Naikz]

icekool2000 , me also cck central ... 213

ur blk leh? maybe can meet up and wash bikes...

 

buzzbeam , u also from cck huh?

[daRah Naikz]

Guys , why its so hard changing gears on the blade????

especially 1 and 2... is it cos my bike still new?

[BuZZBeaM]

Originally posted by daRah Naikz@Apr 7 2005, 10:38 AM

icekool2000 , me also cck central ... 213

ur blk leh? maybe can meet up and wash bikes...

 

buzzbeam , u also from cck huh?

yup!! jus few blocks down ur house!

not much big bikes ard here.. now have 2 cbr1k ard e neighbourhood!

[daRah Naikz]

buzzbeam , true leh.. here arnd my blk no bike bikes.. ders 1 cbr600 parked by the pavement..wonder who is it... u wat blk leh?

[jerryGSR]

Outing @ Pitstop.

 

For those who haven been to pitstop before, here's your chance.

 

Data: 15th April 2005

Time: 8pm

Meeting place: Carpark opposite cineleisure, beside california fitness centre. Then we will proceed to pitstop.

 

Participants:

 

1) Ken - 97649600

2) Jerry7007 - 91169520 (check out my new toy)

3)

 

It's been a long time since we organized a proper outing.

[BuZZBeaM]

Originally posted by daRah Naikz@Apr 7 2005, 10:57 AM

buzzbeam , true leh.. here arnd my blk no bike bikes.. ders 1 cbr600 parked by the pavement..wonder who is it... u wat blk leh?

oh tat bike! always see him park there leh.. not scare tio summon..

i think ur hse there used to have 1 z1000.. i noe e owner

mi blk 229.. but i dun park at 229.. park @ MSCP

mayb next time can jio Ken n wash bike here.. but nowadays keep raining.. no mood to wash also

[daRah Naikz]

oh tat bike! always see him park there leh.. not scare tio summon..

i think ur hse there used to have 1 z1000.. i noe e owner

mi blk 229.. but i dun park at 229.. park @ MSCP

mayb next time can jio Ken n wash bike here.. but nowadays keep raining.. no mood to wash also

 

 

haha true..1 day he kana summon den he noe...

mscp near the lrt station u mean?

 

yeah leh..3 days raining never stop...wan to wash also like sian leh..

[Ken]

Originally posted by daRah Naikz@Apr 7 2005, 10:39 AM

Guys , why its so hard changing gears on the blade????

especially 1 and 2... is it cos my bike still new?

Hard in like need more strength to kick up the gears?

Maybe ur engine oil too much.

If not, maybe u try to practice kicking up gear at the very moment u clutch in and close throttle.

This helps a lot.

 

toking about bike washing..... its been 2 months for me...

[Guest Ise]

Originally posted by BuZZBeaM@Apr 7 2005, 11:09 AM

oh tat bike! always see him park there leh.. not scare tio summon..

i think ur hse there used to have 1 z1000.. i noe e owner

mi blk 229.. but i dun park at 229.. park @ MSCP

mayb next time can jio Ken n wash bike here.. but nowadays keep raining.. no mood to wash also

Got bike wash muz jio me! Cos I probably would have not ride it for two weeks by the time I can ride it again. Surely very dirty like the last time I nvr ride it for abt one week.

[daRah Naikz]

Hard in like need more strength to kick up the gears?

Maybe ur engine oil too much.

If not, maybe u try to practice kicking up gear at the very moment u clutch in and close throttle.

This helps a lot.

 

toking about bike washing..... its been 2 months for me...

 

hard as in changing gears..when engage sure got one loud sound(louder than usual)my fren say the same ting too.. change gears wen pulling the clutch..

my chain seems tight but changing down gears must always play arnd wif clutch one... y ?

 

 

:help:

[Tashi]

Originally posted by Ken@Apr 7 2005, 01:27 AM

So tashi, did the silver bottle thingy get the results u want?

Too bad this weekend cant go up with u.

I will miss the guru. hahaha.

 

How come they cannot reverse back the Vee sound of urs?

Give them hell for that.

How can anyhow do things to ur bike without telling u what they did and cant reverse back.

 

All the blades sounds the same to me.

But i can really hear the difference between my friend's 3 weeks old blade and mine 1 year old...

So jealous...

 

Raptor, my exams ends at 15th...

 

Buzzbean, got kakis liao rite.

Next time we can all wash bike together liao.

Bring them to our secret washing bay.

hehehe.

 

Welcome new bladers, get ur ringgit ready as our Tashi-san will call u up once its time for makan.

hehehe.

Ken, your theory is wrong.

 

Next KL trip must come ok, Vesak Day.

 

Vee sound is gone after V5 engine was taken out, you didn't read properly, study too hard? I'm a pure and innocent guy, won't anyhow give ppl hell one. Haha.