Ghost Rider:cRAzzY chOpper

Choppers are best of all.
Many people are crazy about bikes and for them it does not count the number of bikes they have. This craze gives them the possession of some of the most adorable bikes, in the motorcyclist community you will find a group of people who love their bikes to be responding to the basics. They are the persons who love to ride bikes that are powerful, fast and just have the essentials. Further choppers have a unique styling statement to them. Choppers are created by taking an existing bike or a new bike tearing them apart and creating a bike which is on their own terms and specifications; this is how the creation of choppers takes place. To define choppers, is obviously a difficult task, choppers are fairly flexible customized motorcycles which do not possess anything else other than what is required for it go- from windshields and mirrors to the brakes and the speedometers.As far as the history of chopper is concerned, the choppers were developed after the Second World War. The former soldiers wanted the motorcycles like the one’s they drove during the war, so they brought bikes and modified them according to the one’s they had during the war times. The bikes that they built were like the ones wherein the front fender were taken off from the bikes and the rear fender came into two sections and the soldiers just took off the rear most portion. The new shorter fenders were called as bobbed fenders and the people who used the bikes after such modifications were referred to as bobbers.
After this there were radical changes in the bikes or to the choppers, there was a state wherein many of the people would strip every piece of the bike and rebuild it strip by strip. Building a chopper requires lots of knowledge about the engineering of the bikes. They fabricated the different parts including the exhaust pipes or gas tanks so that they could feel the experience of their self designed bikes. It was at this stage that the people began to call these bikes as choppers because they had chopped each and every part of the bike and created something new.
In the 1960’s and 1970’s some of the movies like the "The Wild One" and the "Easy rider" featured these choppers and thus the choppers were in the limelight. It was after this that the nation saw many chopper enthusiasts , the crazy bikers almost spent about months and several weeks to design their customized bikes and all for various needs like comfort, touring, speed and even to create the styling statement.
In the 1980s the motorcycle companies also began to offer the customized bikes or the choppers based on some of the most popular designs. But after the economic recession the culture of choppers so its decline but how long the crazy bike users can survive in 1990 again there were many companies offering many different varieties of choppers. In this recent days the choppers new creation really rocks.Chopper bikes have always held its own in the motorcycle marketplace. All thanks to the strong support given by hardcore chopper fans from all around the world. In recent years, one of the fastest rising motorcycle sport has taken the United States by storm: mini bike riding. For many custom chopper fans who, for some reason, don't wish to pay the full price of a chopper bike, this is a dream come true.
Mini chopper bikes are much cheaper than the real thing, easier to maintain, and are safer to ride. You can choose to ride either a gas mini chopper, or an electric mini chopper. Both has its advantages and disadvantages.
Electric chopper mini bikes tend to attract more new riders. They are generally cheaper to maintain, since they don't require gas (which can be expensive these days) to run. However, most electric mini choppers do not go as fast as gas mini chopper bikes. Also, they do not cover as much distance. As they are generally slower than gas driven mini choppers, they are also easier to handle - hence, making them ideal for new bikers and young children.
After some practice, you may choose to move on to gas mini choppers. Whether you want to keep the old minibike is completely up to you. Gas mini choppers have the potential to travel at much faster speeds. That means the bikes also require a more skillful rider to handle the extra power. They operate very much like an ordinary chopper bike, except that they are smaller in size.
When riding a gas or electric mini chopper bikes, be sure that they are certified for use on public roads before taking them out to the streets. Different states have different regulations regarding the use of mini bikes on public roads. You may wish to check with the vendor before making a purchase, or you may ask your insurance agent. Otherwise, check with your local automobile law enforcement agency.
For many chopper fans, riding a mini chopper is not about racing. Rather, it's about the lifestyle. There is a somewhat carefree feeling to riding chopper bikes. And that's what help build a strong and intensely loyal fan base for chopper bikes. Unlike other types of pocket bikes like mini GP racing bikes, mini chopper owners seldom focus on racing. Instead, they like to hang out in a big group, and go riding into the sunset on their mini chopper bikes. Many also go to great lengths to customize their chopper bikes. This requires a certain level of knowledge, and of course, passion.
Mainly, mini chopper bikes are so popular because many chopper fans can now do many of the things that they have always wanted to do with their chopper bikes without having to worry about the cost of owning a real chopper. Customizing and maintaining a custom mini chopper bike is so much cheaper compared to a real chopper. Also, when the owner grows tired of the existing mini chopper bike, it's also much easier to sell it away and buy another one.
Today, mini chopper bikes continue to give great satisfaction to their owners all over the world.

Suzuki rock Fever.

About Suzuki:
Suzuki Motor Corporation (スズキ株式会社, Suzuki Kabushikigaisha?) is a Japanese multinational corporation that specializes in manufacturing compact automobiles, a full range of motorcycles, All-Terrain Vehicles (ATVs), outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is the 12th largest automobile manufacturer in the world, employs over 45,000 people, has 35 main production facilities in 23 countries and 133 distributors in 192 countries.
History:In 1909, Michio Suzuki founded the Suzuki Loom Company in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan’s giant silk industry. Suzuki’s only desire was to build better, more user-friendly looms. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. For the first 30 years of the company’s existence, its focus was on the development and production of these exceptionally complex machines.
Despite the success of his looms, Suzuki realized his company had to diversify and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It featured a cast aluminum crankcase and gearbox and generated 13 horsepower from a displacement of less than 800cc.
With the onset of World War II, production plans for Suzuki’s new vehicles were halted when the government declared civilian passenger cars a “non-essential commodity.” At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki’s fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.
Faced with this colossal challenge, Suzuki’s thoughts went back to motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering “clip-on” gas-powered engines that could be attached to the typical bicycle. Suzuki’s first two-wheel ingenuity came in the form of a motorized bicycle called, the “Power Free.” Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36cc two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering. And so was born Suzuki Motor Corporation.
In 1953, Suzuki scored the first of countless racing victories when the tiny 60cc “Diamond Free” won its class in the Mount Fuji Hill Climb.
SuzulightBy 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering — features common on cars half a century later.
Historical Timeline:1910 - Suzuki Loom Works founded in Hamamatsu, Shizuoka Prefecture, by Michio Suzuki.1920 - Reorganized, incorporated, and capitalized at 500,000 yen as Suzuki Loom Manufacturing Co. with Michio Suzuki as president.1952 - ‘Power Free’ motorized bicycle marketed.1954 - Company name changed to Suzuki Motor Co.,Ltd.1955 - Lightweight car ‘Suzulight’ (360cc, 2-stroke) marketed helping to usher in Japan’s light-weight car age.1961 - Suzuki Loom Manufacturing Co. established by separating the loom machine division from the motor works and lightweight truck ‘Suzulight Carry’ marketed.1962 - Suzuki won the 50cc class championship at the Isle of Man (U.K.)1963 - U.S. Suzuki Motor Corp., a direct sales subsidiary, opened in Los Angeles.1965 - ‘D55′ (5.5hp, 2-stroke) outboard motor marketed and makes early inroads and Fronte 800 marketed.1967 - Thai Suzuki Motor Co., Ltd. established as a local assembly plant.1968 - Carry full-cab van marketed.1970 - LJ-Series 4X4 marketed.1971 - GT750 motorcycle marketed.1973 - Suzuki Canada Ltd., opened in Ontario, Canada.1974 - P.T. Suzuki Indonesia Manufacturing established in Jakarta, Indonesia, entry into medical equipment field by marketing the Suzuki Motor Chair Z600 motorized wheelchair, expansion into the housing field initiated with Suzuki Home marketing two models of prefab ‘Mini-House’ and three types of storage sheds.1975 - Antonio Suzuki Corp., a joint venture for knockdown production and sales, established in Manila, the Philippines.1976 - GS-Series motorcycles marketed.1977 - LJ80 4×4 vehicle marketed and exports of GS1000H motorcycle began.1979 - Alto marketed.1979 - SC100 marketed in the UK.1980 - Suzuki Australia Pty. Ltd. established in Sydney, Australia and entry into general purpose engine field by marketing three electric power generator models.1981 - Business ties with General Motors (U.S.) and Isuzu Motors, Ltd.(Japan) signed.1982 - 4X4 production began at PAK Suzuki Motor Co., Ltd. in Karachi, Pakistan and won maker championship for 7th consecutive year at the World Road Race Grand Prix 500.1982 - SC100 Discontinued in favour of Alto.1983 - Cultus/Swift 1.0-liter passenger car marketed and 4X4 production started at Maruti Udyog Ltd. in New Delhi, India.1984 - Suzuki New Zealand Ltd. established in Wanganui, New Zealand and began export of Chevrolet Sprint to the United States. Car production technical assistance contract signed with China National Aerotechnology Import & Export Beijing Corporation. Operation of Suzuki Motor GmbH Deutschland began in Heppenheim,Germany.1985 - SUZUKI of AMERICA AUTOMOTIVE CORP. established with the introduction of the Samurai, and the sensational GSX-R750 motorcycle with an oil-cooled engine marketed and scooter production started at Avello S.A. of Spain. Agreement with Santana Motors to to produce Suzuki cars in their Linares factory in Andalusia, Spain.1986 - American Suzuki Motor Corp. is formed merging U.S. Suzuki Motor Corp and Suzuki of America Automotive Corp.1987 - Cultus/Swift production began in Colombia and total aggregate car exports reached 2 million units.1988 - Escudo/Vitara 4×4 marketed and total aggregate car production reached 10 million units..1989 - CAMI Automotive Inc. established and began operation in Ontario, Canada. Swift GT/GLX and Sidekick sales begin in the United States.1990 - Corporate name changed to Suzuki Motor Corporation.1991 - Car production started in Korea through technical ties with Daewoo Shipbuilding & Heavy Machinery Ltd and Cappuccino 2-seater marketed.1993 - Passenger car production/sales began at Suzuki Egypt S.A.E., opening ceremony for new car production plant held at Magyar Suzuki Corp. in Esztergom, Hungary and Wagon R passenger car marketed.1994 - Maruti Udyog Ltd. of India total aggregate car production reached 1 million units.1995 - Total aggregate motorcycle export reached 20 million units1996 - Start of production in Vietnam (Motorcycles and automobiles)1997 - Achieved 10 million cumulative automobile sales for overseas market and 4-stroke outboard motors win the Innovation Award at The International Marine Trade Exhibit and Conference (IMTEC) in Chicago.1998 - Suzuki and General Motors form strategic alliance and Chongqing Changan Suzuki Automobile Co., Ltd. received official approval from the Chinese government for production of passenger cars.1999 - Aggregate motorcycle production reaches 40 million units and Jiangxi Changhe Suzuki Automobile Co., Ltd. receives official approval from the Chinese government for production of commercial vehicles.2000 - The company commemorates the 80th anniversary, aggregate car production at Kosai Plant reaches 10 million units and Suzuki production starts at General Motors de Argentina S.A.2001 - Aggregate worldwide sales of SJ-Series reaches 2 million units, production of Alto reaches 4 million units and Suzuki achieves “Zero-Level” target of landfill waste2002 - Achieved 30 million cumulative automobile sales for worldwide market and America’s #1 warranty: 100,000/7-year powertrain limited warranty.2003 - Suzuki is #1 in Keicar sales for the 30th consecutive year and Twin, the first hybrid Keicar in Japan, marketed.2004 - Aggregate domestic automobile sales reach 15 million units2005 - Swift was awarded the 2006 RJC Car of the Year.2006 - New XL7 is marketed particularly to the North American market and GM divested, selling 92.36 million shares and reducing their stake to 3%.
Motorcycles:Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. During the 1950s, 1960s and the better part of the 1970s, the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750. A large factor in Suzuki’s success in two- stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two- stroke engines from the East German manufacturer MZ. Suzuki hired Degner, and he won the 50cc World Championship for them in 1962.
However, it wasn’t until 1976 when Suzuki introduced its first motorcycle with a four-stroke engine, the GS400 and GS750. Since then, Suzuki has established a reputation as a manufacturer of well- engineered sport motorcycles.
In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

Ducati:The king of roads.

Ducati
· HistoryIn 1926 the Ducati family and other Bolognese investors founded the Societą Radio Brevetti Ducati in Bologna. Their aim was the production of industrial components for the growing field of radio transmissions, based on Adriano Ducati’s patents. The first product, the Manens condenser for radio equipment, rapidly followed by others, was extremely successful throughout the world, allowing the company to expand by leaps and bounds, and winning it the respect of the international industrial community.On June 1, 1935, the cornerstone of the factory in Borgo Panigale was laid. The new complex was an extremely modern and ambitious project, with the objective of establishing an industrial and technological center in Bologna. During this time the Ducati industry further developed abroad, and opened branches and offices in London, Paris, New York, Sydney and Caracas, assuring direct service and assistance to its clientele in all the major world markets.The Second World War was extremely hard on Ducati: the Borgo Panigale factories were razed to the ground in 1944. Fortunately, the Ducati brothers spent the duration of the war studying and planning new products to be introduced to world markets at the end of the conflict.In 1946, the Cucciolo appeared: the small auxiliary motor for bicycles destined to become the most famous in the world. First sold in an assembly box to be attached to the bicycle, it soon acquired a frame of its own, which was constructed by Caproni in Trento (another famous brand in the aeronautical field) and based on a Capellino patent. In a short time, the Cucciolo became a real miniature motorcycle. Thank to the Cucciolo’s success, and that of its descendants, Ducati became an affirmed trademark in the mechanical sector.1952 saw the birth of the futuristic Cruiser 175 cc, with an electric starter and automatic transmission. In 1953, Ducati unveiled an economic and spartan 98 cc, which was soon increased to 125 cc.In 1954, a person arrived destined to become a myth in the motorcycle world: engineer Fabio Taglioni. Teacher at the “Tecniche” of Imola, Taglioni had already constructed motorcycles of original technical character and astonishing performance. The Taglioni design, avant-garde and non-conformist, was baptized at the races. From his debut at Ducati, the engineer tried to demonstrate the quality of his solutions, participating in long-distance races such as the Milano-Taranto and Giro d’Italia.By the end of 1956, Ducati production included a four stroke Tourist 174 and Special and Sport models, capable of considerable performances (110-120-135 km/h). At the 1957 Milan Salon, the above-mentioned models appeared together with an “America” model. During 1958, Ducati also produced the 200 cc “Elite”. 1958 also marked the triumph of the desmodromic system, which engineer Taglioni had been developing since 1955. This project resulted in the famous twin-cylinder 250 cc of 1960, ordered from Ducati by the world famous English racer Mike Hailwoodä, who specifically requested a machine of “superior” performance.In 1964, the 250 cc model was added to the prestigious roster of commercial single cylinders, in the Diana, Monza, Aurea, and, later, GP types, capable of approximately 150 km/h – really exceptional performance for the time. This model directly influenced all subsequent single cylinders until the famous 250, 350 and 450 cc “Scrambler”.The 1964 Mach 250, which was able to go over 150 km/h, won the heart of sports fans everywhere.In 1968, Ducati bewitched bike aficionados with the fabulous performance of the 450 Mark 3D (more than 170 km/h), the first production Ducati with desmodromic distribution.In 1972, after the success attained in America in the beginning of the sixties with the Scramblers, Ducati proposed utilizing the same formula on the Italian market, with which it had incredible success, especially with the desmodromic 450. The end of the 1960s coincided with the boom of the maxibikes. Once again, engineer Taglioni provided Ducati with the winning weapon. On April 23, 1972, Ducati returned to racing, participating in the Imola 200 Miles, with a new twin cylinder desmodromic 750, entrusted to Paul Smart and Bruno Spaggiari who finished first and second. The exceptional 750 Supersport was created in response to the spectacular race.In 1978, Mike Hailwoodä, who had grown up with the Ducati single cylinders, got back on the bike for the Isle of Man Tourist Trophy, astonishing the public and fans with his win at the Formula 1 TT on the mythic mountain. The bike was a Supersport elevated to 900 cc. In recognition of his exceptional effort, Ducati created the splendid limited edition 900 SS Mike Hailwoodä Replica.In 1983, Ducati was purchased by Claudio and Gianfranco Castiglioni and became part of the Cagiva Group. With this change of management the group was in the hands of two great bike and racing fans, who together brought Ducati to the triumphs of the Superbike era.The adventure began in 1988 with Marco Lucchinelli on his superb 851, constructed by engineer Massimo Bordi. Under the management of the Castiglioni brothers, Ducati expanded its share of the motorcycle market, introducing new models, increasing the supply of large displacement motorcycles, and intensifying the company’s commitment to racing.In 1993 the Argentine Miguel Galluzzi conceived the idea of the Monster. Before the eyes of enthusiasts appeared a truly singular Ducati. The bike was stripped of all inessentials. It represented a unique interpretation of the fun bike category, and it rapidly became a legend.The great Ducati sports tradition continued with the birth of the 916 in 1994. It was another Ducati- inspired revolution, this time in the high-performance sports motorcycle category. With the 916, technology and style, performance and symmetry reached maximum levels. Ducati once again managed to create a perfect harmony of form and function, logic and emotion. From the world’s most prestigious bike magazines, the 916 received the title “Motorcycle of the Year”. The Supermono, one of the most eminent examples of motorcycle design in motorbike history, was also realized at this time.In 1995, despite product innovation and racing successes, Ducati entered into a deep financial crisis. Its cash was drained by unsuccessful ventures of sister companies within the Castiglioni group. In 1996 Ducati was taken over by Texas Pacific Group, an American investment firm that brought much needed cash and a new group of international managers. Simultaneously, the launch of the ST family allowed Ducati to enter the Sport Touring segment of the market. The new management team, together with the old group of engineers responsible for product development, turned the company around posting quarter after quarter of record sales and profits. The great success of this period was the Monster Dark, which was the best selling motorcycle in Italy in 1998 and 1999. Ducati started changing from a purely manufacturing company to an entertainment company. It now provides a full motorcycling experience, centered on the technical excellence of its motorcycles but also extending to racing, heritage, accessories and apparel. The first World Ducati Weekend underlined the newly found sense of the Ducati Community, bringing together in Misano 10,000 Ducatisti from all over the world. The turnaround era culminated on March 24, 1999 with the listing of Ducati Motor Holding at the New York and Milan Stock Exchanges.The World Ducati Week international gathering, in its fourth edition, exceeds even the success of all of its previous incarnations. And on the Misano Adriatico stage, Federico Minoli announces the company’s next dream project: the Desmosedici RR, a limited-edition road replica of the amazing MotoGP motorcycle.In 2005 Ducati offers bikes in categories like: Monster, Multistrada, Sportclassic, Sporttouring, Superbike and Supersport.

kawasaki club

Marvellous Kawasaki:
It was all change for Kawasaki's MotoGP effort in 2007, with the previously European-run race team put under the direct factory control of experienced Grand Prix stalwart Ichiro Yoda. The team's European base moved to Holland from Germany, and an all-new motorcycle, the ZX-RR 800, was created for the new downsized MotoGP formula featuring pneumatic valve operation.
In fact Kawasaki's ZX-RR 800 was the surprise package of the season, delivering a turn of speed that consistently put its Yamaha and Suzuki rivals in the shade-and Honda on occasion, too. Luckily I was given five laps on both Randy de Puniet's bike (who finished second at a rain-sodden Motegi GP) and also teammate Anthony West's machine. I found it hard to get comfortable on de Puniet's Kawasaki, not only because of the very aggressive pickup his bike had from a closed throttle but also the peculiar riding setup he opts for-with a thick carbon pad fixed to the back of the seat to force him as far forward as possible, presumably to load up the front wheel with his body weight. I was wedged firmly in place and it was impossible to move around. To make matters worse, the Frenchman had the front brake and clutch pointing skyward motocross-style, so to squeeze them I had to rotate my wrists. I ended up getting a cramp in my right wrist while trying to brake at the end of the back straight.
Fortunately the other side of the Kawasaki coin was shown to me via five laps aboard Ant West's bike. This was a completely different machine to ride, with an altered engine management program that made the initial throttle response less jerky and much more controllable-although for what turned out to be surprising reasons. "Anthony is an animal with the throttle," says West's crew chief, Fiorenzo Fanali, who started out in GP racing back in the '70s wrenching MV Agustas for Agostini and Read. After 30 years of working for the Japanese manufacturers there's not much Fanali doesn't know about GP racing. "[Anthony] uses it like a light switch-either full open or right off. Nothing in between." Kawasaki's electronics guru Andrea Dosoli has concocted a program for the Magneti Marelli Marvel 4 ECU to offset this brutal throttle usage by controlling the first 40 percent of throttle opening to deliver a smoother response no matter how quickly West twists it. Call it pre-traction control, basically softening initial throttle inputs while still delivering optimized acceleration once wide open. Electronics have an answer to everything today.
This extra control meant I could start to ride the Kawasaki harder, getting a taste of the free-revving pneumatic-valve engine's impressive performance. Having just stepped off Nicky Hayden's RC212V Honda I could make some direct comparisons, and it seemed the Kawasaki motor was stronger down low than the Repsol bike, pulling hard and clean from as low as 7800 rpm on the clearly readable 2D liquid-crystal display dash (much better than the Marelli LCD on the GP7 Ducati). But although its power delivery is very linear and the eager-revving engine builds power quickly, the Kawasaki's midrange felt weaker compared with the Honda-and not quite as powerful on top. The row of red shifter lights across the top of the dash all flash together at 17,800 rpm with the rev limiter cutting in at 18,300 rpm; you can feel the engine is still pulling, so presumably that's for durability reasons.
But the linear power delivery meant I could hold second gear all through the Valencia infield as West informed me he also does, despite the bottom four ratios on the Kawasaki transmission being quite tightly spaced, more so than the Honda's gearbox. At least the ZX-RR 800 Kawasaki isn't as much of a wheelie hound as its 990cc big brother was; this one just hovers the front wheel about six inches above the tarmac as you powershift through the race-pattern gearbox. The somewhat stretched-out 57.5-inch wheelbase-actually a little shorter than the 990 ZX-RR-surely helps here.
While the '07-model 990cc ZX-RR felt like the smallest and most agile bike on the grid, the 800cc Kawasaki feels bigger, especially when compared with the diminutive Honda. Although the chassis is new to accommodate the more compact pneumatic-valve motor, it's probably retained the same dimensions as the 990 frame, just with detail changes to the geometry and architecture. It still feels low-slung, though you do sit notably higher off the ground compared with the Ducati, especially on de Puniet's bike, which was higher at the rear than West's more balanced setup. The Frenchman obviously likes to ride the bike on the front wheel, which makes it turn in very well with loads of confidence in the front Bridgestone without seeming to affect stability or rear grip-not that I was able to push the Kawasaki's traction control the way he does