New Trendy Helmets From Aita

The Aita network of stores has added new helmets for autumn-winter 2007-2008 period. The new models look trendy and cool, and ofcourse, work well towards safety, the first priority for helmets.

This new collection features 25 new designs for helmets, all upto the safety norms of the European Union. There is an ample range of colors and weaves, should you decide to personalize your helmet. Interiors of these helmets are made of fiber and are extractable for cleaning/dusting.

A Guide To Finding Good Motor Bike Insurance

Insurance policies are a tricky thing, especially if like me you struggle with your finances. However if you own a motorbike, moped or scooter, this is a necessary evil and provides safety assurance in case something goes wrong. People who look for motor bike insurance tend to find it difficult to search for a policy that works for them or tailored to their needs. What most new motorists do not realise is that it is not about whether the policy suits you in terms of working around your needs, it is about finding the policy that will cover all of the necessary costs in case of an accident or emergency.

Motor bike insurance is designed to cover you financially, should there be a problem of an unexpected accident, damage to your bike, damage to the other party's vehicle, third party damage etc. As much as this may seem like something you may be able to do without, it is in fact just something you will have to grin and bear the brunt about, as it is more damaging to your finances if you are up against the people of the court!

Paying for medical expenses and other damages is just another way of saying goodbye to your money or watching your pennies fall out of your pocket. There is no excuse and not really any way round it. However, motor bike insurance in particular does become cheaper as you become more experienced on the bike. New riders will naturally be quoted a higher price due to their inexperience of being on the road and the fact that they will be more likely to be involved in an accident.

Insurance for motor bikes are possibly more expensive than normal car insurances, so you will need to take a deep breath in before you begin your searching. Insurance for this type of vehicle is different due to the higher premium rates you will have to pay. This is standard and practically every motor cyclist will know that that is the case, because it is higher at risk of causing an accident than a normal car would. It can be debated that it is due to the driver, however, motorbikes are faster and designed to be used at a much higher speed.

As a way of reducing the prospects of having to spend out thousands of pounds on damages, it is wise to opt towards a comprehensive package rather than just a third party damage as this will cover you for everything, which will include damage to your bike, theft, fire damage, third party damage and extra costs such as medical costs, repairs to yours and the other party's vehicle. This is the most expensive insurance policy, it may be worth the price if you own an expensive designer manufactured bike.

Other types of motor bike insurance includes third party only cover or third party, fire and theft cover, which is ideal for people looking to save some money or unable to afford a fully comprehensive insurance cover. The best way to find one that you can afford and are more likely to gain value for money is to do your research and compare insurance prices. Find a medium of what you are likely to pay and equate this to how this will affect you financially. If in doubt there are plenty of insurance policy forums to keep you happy and posted about new deals.

You can also approach insurance, however, you should be careful of extra costs involved so be clear on what you are going to pay for and what the costs will cover.

Honda RC-51Review

The RC51 (SP-1 in Europe) and I nearly didn’t get off to a start at all. After filling in all the forms, and signing my life away at the Honda Press garage in LA, I got on, fired up the big V-twin and moved off (ever so slowly). It was a good job I did, as the floor of the facility is gray non-stick paint (that allows the bike to be easily wheeled around) but has the same effect on fresh tires (which is what I was on) as a mild oil slick. The bike weaved and waved all over the place and I very nearly ended up in the front door post. Ouch! That would have been the most uncomfortable 2.5 mph fall ever. Fortunately the Honda and I made it out of the garage and off we went to the nearest empty car park so that I could light up the rear tire and burn off some of that mildew.

I’ll be honest- I had approached the bike with some trepidation. The last Honda V-Twin I had rode was the Firestorm - VTR in London. I expected much and was sorely disappointed by the package. The new race/road machine promised much and had already received praise in the press and at the pub. The engine was over 90% new with aluminum/ceramic cylinders, a redesigned crankshaft with a central oil galley feeding the big ends, allowing a more efficient lower pressure oil pump and weight reduction. The PGM-F1 injection system has large 54mm throttle bodies with two injectors each with a four-jet nozzle. An electronically operated flap closes off the ram-air at low revs for better low and mid-range urge - a system that in LA traffic worked beautifully. In fact compared to the 929, the RC51 proved a much more willing and enjoyable companion when off the racetrack and on the “real world” highway. The inverted forks and responsive steering combined with the torquey V-twin allowing easy slow speed maneuvers. Once I was clear of the traffic, the open roads gave me chance to open up the throttle bodies, activate the ram -air, and let the red devil work in hills. With racing in mind Honda clearly spent a large amount of time stripping down the competition, IE the Ducati 996 SPS and Aprilia RSV-R. The resulting chassis development has been an incredible success both on the racetracks of the world and on the streets.

The aluminum frame features a hollow headstock to allow straight access for the ram-air inlet in the nose. You won’t find a pivot-less frame here either; Honda reckoned it wasn’t up to the pressures of racing. Instead you get a conventional, triple box-section, twin-spar job with a swingarm spindle. For the rear shock, the engineers have fitted a beefed up cast ally cross member under the swing arm pivot to reinforce the frame. With all this you get fully adjustable front and rear shocks with 130mm and 120mm of travel respectively.

Sexy Bikes Babes 2 - Asians

Kawasaki ZX-6R (2000-2002)

Kawasaki’s new-for-2000 ZX-6R got a new swingarm, a revised rear shock and engine internals and a facelift – not good enough to compete with Yamaha’s stunning R6 on the track nor Honda’s new ally-framed CBR600 on the road. In 2002 it got a beefier 636cc motor, which made it a much improved road tool.

The carb-fed, 16v four cylinder motor still sounds mega, with the gruff airbox roar that makes caning these Kawasakis so addictive. It’s fast, too, ripping to over 160mph out of the box. But the icing on the cake is its flexibility – it’s hard to believe it’s packing just 599cc. The gearbox should behave itself – if it’s less than slick and positive try another bike. In 2002 essentially the same bike was released with a 636cc motor bringing even more road-friendly performance.

Thankfully Kawasaki introduced suspension grease nipples on the J-series ZX-6Rs, so the shock has a better chance of retaining some of its performance than previous efforts. The revised geometry makes for improved cornering and the machine feels considerably lighter than before.

Aprilia Falco SL 1000

Launched two years after Aprilia’s RSV Mille, the Falco used the same 60º V-twin engine used in the RSV range. Since not every rider wishes to ride a committed sports machine like the RSV Mille, the Falco offers a more relaxed sports-touring ride. Its 998cc engine has a lower stat of tune, producing 9kW (12bhp) less than the RSV Mille. But despite the lower power output and relaxed riding position, the Falco’s chassis is a highly specified as the RSV. Showa upside-down forks and a Schas rear shock are both fully adjustable, and the Brembo brakes are rave-spec items. In some ways, the Falco has rather fallen between the two stools of the firm’s RSV and Futura. The RSV is more suitable for track work, while the Futura is a better tourer.

About SL 1000 Falco:

Top speed: 256km/h (160mph)

Engine type: 998cc I/c 60º V-twin, eight-valve, DOHC

Maximum power: 88kW (118bhp) @ 9250rpm

Frame type: twin spar aluminium/magnesium alloy

Tyre size: front 120/70 17, rear 180/55 17

Final drive: chain

Gearbox: 6 speed

Weight: 190kg (418lb)

Ducati Hypermotard 110 Tidings

The supermoto sector was a ‘supernatural’ one for Ducati to enter until recently. Ducati has neither significant off-road heritage nor engines suitable for dirt bikes, but in the last few years supermotos have become both more powerful and hardnosed, moving the class towards Ducati to the point where the hardware and its sports bike heritage began to rhyme.

Designed by Pierre Terblanche, a concept version was shown in Milan 2005 and in response to an eager public; the Hypermotard is now a production reality. Worth mentioning is the fact that it wasn’t just the public which went bizarre, even the experts thought likewise as it bagged the ‘Best of Show’ at the same event.

It went into production and is now a bike which ‘thrills’ you with its solid credentials. It uses Ducati’s outstanding 1,100cc air-cooled motor. A theme is carried on in the chassis which in total gives the bike a 17 kg advantage. The 90-degree V-trim power unit’s design is pure Ducati right through, as are the tubular steel trellis frame, a single-sided swingarm and high specification running gear.