2005 TRX 450 R HONDA SPORT ATV RACING FOUR WHEELER NEW

Front Suspension Independent double-wishbone with Showa shocks, featuring adjustable spring preload, rebound and compression damping; 8.4-inch travel

Rear Suspension Pro-Link with single Showa shock featuring adjustable spring preload, rebound and compression damping; 9.0-inch travel

Front Brakes Dual hydraulic 174.0mm discs with twin-piston calipers

Rear Brake Single hydraulic 190.0mm disc with single-piston caliper

Front Tires 22 x 7-10 knobby radial

Rear Tires 20 x 10-9 knobby radial

2006 Kawasaki KX250F

Racing motocross is one of the most brutal, most demanding sports known to man. But it didn’t take long for a new order to develop when Kawasaki introduced the KX™250F. After setting the world on fire, it totally dominated the class, winning the 2005 AMA East and West Supercross Championships and the 2004 and 2005 Arenacross titles. For 2006, the reigning champ gets an all-new, lighter aluminum perimeter frame, more power, more torque and less total weight. The KX250F will bury the competition again with quicker acceleration, higher compression, more usable power, a higher rev limiter and now even better handling. To get out of the gate first – and stay out front – we took our championship-winning 250 4-stroke engine, made it even faster and then wrapped it in a lightweight aluminum perimeter frame. The result is an incredibly powerful, balanced package. Other competition-eating features include a new Showa twin-chamber 47mm inverted front fork, all-new UNI-TRAK® rear suspension linkage that delivers smoother wheel travel with less squat and improved traction, new lighter ribless hubs, fewer spokes, new lighter petal brake rotors, a Renthal handlebar, new seat, more efficient radiators and new two-piece radiator shrouds. When you roll the new KX250F off the truck, you’re gonna get noticed. Then you’re gonna disappear.

Black lotus SS for the best performance

The Lotus Europa S follows the core Lotus philosophy of performance

The Lotus Europa S follows the core Lotus philosophy of performance
through light weight enabling this refined and very high performing GT car
to weigh just 995 kg. This low weight has been obtained through the clever
use of advanced and high tech materials including an extruded and bonded
aluminium chassis, composite body panels and a very advanced composite
energy absorbing front crash structure.
When compared to the award winning Lotus Elise, the Europa S has a
larger boot / luggage compartment and easier cabin access, resulting from
lower chassis sides and a higher roof line. Coupled with luxuries such as
full leather interior, driver and passenger airbags and carpets all as
standard, Lotus has created a �Business Class� driving experience.
However, the Europa S is not a derivative of the Elise or the Exige
and has been allocated a separate Lotus type number of Type 121 - the Elise
and Exige are both Type 111.
The new mid-engined coupe will deliver high levels of performance
from a high torque (263 Nm or 194 lbft at 4200 rpm) 2.0-litre turbo engine
producing 149 kW (200 hp or 203 PS) at 5400rpm. The Lotus Europa S achieves
around 90% of its maximum torque at only 2000 rpm to give �super car� levels
of acceleration from low engine speeds, propelling the car from 0 -96 km/h
(60 mph) in around 5.5 seconds, and 160 km/h (100 mph) in around 14 seconds.
Maximum speed is approximately 225 km/h (140 mph). Being a Lotus, the Europa
S has a phenomenal power to weight ratio of 201 hp / tonne (204 PS / tonne

Blue Lotus Europa S

otus philosophy of achieving performance through "adding lightness" (the car only weights 2,189 lb), the Europa is much more liveable than the Exige and Elise, with more luggage space and easier access to the interior, courtesy of a higher roofline and lower chassis side rails. Inside, a full leather interior, built-in navigation/audio system, electric windows and door locks, and air conditioning add an unusual (for Lotus) level of touring-class luxury to the Europa.

Lotus Europa S

The 2-liter Ecotec turbo puts out a modest 200 hp, but a broad torque band (90 percent of maximum at only 2,000 rpm) with a peak of 194 lb-ft at 4200 rpm helps hustle the lightweight car from 0-60 mph in a respectable 5.5 seconds.

Volkswagen Zender VWA concept is a special styling package availabe on Volkswagen cars.

2007 Volkswagen Rabbit

Yamaha cross blue racing bike

2004 Yamaha Crusers 3

Engine
Type 649cc, 40-cubic-inch,
  air-cooled, SOHC, 70� V-twin
Bore x Stroke 81 x 63mm
Compression Ratio 9.0:1
Carburetion (2) 28mm Mikuni downdraft-type
Ignition Digital TCI
Transmission 5-speed
Final Drive Shaft
Chassis
Suspension/Front Telescopic fork; 5.5" travel
Suspension/Rear Single shock, link-type,
 w/adjustable preload; 3.9" travel
Brakes/Front 298mm Disc
Brakes/Rear 200mm Drum
Tires/Front 130/90-16
Tires/Rear 170/80-15
Dimensions
Length 96.5"
Width N/A 

Honda vision classic cruiser concept

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Ducati: Progressive linkage with fully adjustable Ohlins monoshock. Aluminium single-sided swingarm

The classic racing bike from suzuki

The classic racing bike from suzuki

Kawasaki Vulcan 1600 Classic

Saddlebags: Kawasaki Drifter

The fist time BMW bike on the world

Green classic BMW bike

Stainless shouldered spokes and nipples and original Borraini rims

I bought the bike off the Ducati Index classifieds from a fellow in New Hampshire just as I was completing the Loud Bike project. I had a good load of original (but dirty) parts from the donor GT that gave the Loud Bike its motor and combined the two to build the bike you see. It's a late '73 spec (like any two GTs were built the same..) with the wire headlight mount, stainless fenders and electronic tach (promptly replaced with a mechanical unit). Purists be damned - the taillight is an early 72 unit. I replaced all the fasteners with stainless, painted the frame with Canadian Tire's finest gloss black Rusoleum and had Gary's Custom Cycles in Ottawa shoot the bodywork the same color as the Loud Bike. The dual horns were a bonus and loud as hell.

Stainless shouldered spokes and nipples and original Borraini rims. Shocks are 13.25" Coni Dial-a-ride. The forks were rebuilt with Works progressive springs and I ran 210cc BelRay 5wt. Dual disks are Scarab (amazingly) with an aftermarket H-D bleed nipple kit installed in each caliper. With Ferodo's finest pads, I had no problem locking the front wheel with two fingers. Master cylinder was Grimeca. A Dyna ignition and coils transformed the bike and Guy Martin did some minor headwork as well as a complete valve job. Guy also extended the clutch actuating lever. I also did a swap to the ST2 alternator with a solid state regulator from BCM. Dunlop GT 501s were a huge improvement over the old Avons and Dunlops I had run in the past

Classic bike with red tank