Here is a beautiful machine bred out of the racing DNA of Audi… The four rings of Audi has always been associated with motorsport since the 1930s when Auto Union race cars racked up several Grand Prix wins. (FYI : Audi AG evolved from 4 companies -- Auto Union, NSU, Horch and DKW. This explains their logo of 4 rings in a line, representing the union of these 4 companies.)

Presenting the Audi R8…

<Audi R8 review and Audi R8 pictures taken from RSportsCar.com>

The Audi R8, into which Audi has incorporated the name and the genes of the five-time Le Mans winner, is a spectacular sports car. Three years after the unveiling of the Audi Le Mans quattro concept car, the production version will be making its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model. It is a fascinating driving machine and the sporty pinnacle of the Audi brand. The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminum body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.

As the first Audi mid-engined sports car, the Audi R8 combines Audi’s experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan ‘Vorsprung durch Technik’ becoming a byword for leading-edge technology both on the race track and on the road.

Audi R8’s Exterior

Even at first glance, the caliber of the Audi R8 is plain to see. The car sits broad and squat on the road, the strongly accentuated rear end appearing to flex its muscles like a sprinter ready for the off.

The characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit. This layout is a typical feature of race cars. One of the most striking examples of this design – and as such one of the legitimate antecedents of the Audi R8 – was, and still is, the Auto Union Type C Grand Prix car. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution, as on the R8, of 44 percent to the front and 56 percent to the rear.

The car’s body is highly compact in appearance. The front end and the gently curved roof arc are drawn in a sweeping line; a line which immediately marks the two-seater out as an Audi.

The side view also reveals familiar contours. The dynamic line above the wheel arches and the shoulder line interlink the front end, side and rear, imbue the doors and the transition to the side air vent with a strong presence, and even more emphatically highlight the typical Audi rounded wheel housings accommodating the big wheels.

The cabin of the Audi R8 is pushed far forward – a typical feature of a mid-engined sports car, and as such a visual cue linking it to the race car of the same name. Behind the cabin, positioned in front of the rear axle, is the V8 FSI engine, a sculptured piece of engineering visible both through the large, shield-shaped rear window and from inside the car.

The full aluminum body is constructed in the Audi Space Frame (ASF) design. Its perfect synthesis of minimal weight and maximum rigidity provides the ideal foundation for optimum driving dynamics, as well as delivering an outstanding power-to-weight ratio of just 8.18 pounds per bhp.

The Interior

The sporty interior is dominated by a totally driver-oriented cockpit architecture, integrating the driver between the dashboard and the high centre console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports car entry and exit.

Form follows function: this design principle is implemented throughout the R8. Alongside the driver-oriented architecture, also reflected in the styling of the side window sills, the choice of materials also makes for a highly functional look and feel. Looking around when in the driving seat makes one thing clear: just like in the R8 race car, the styling and placement of all the elements in the cockpit of this driving machine is focused on the essentials. The center point of everything is the driver.

The Drivetrain

Turbine-like power up to the highest rev ranges, a high maximum torque, all combined with a fascinating sound, are the characteristics of a perfect sports car engine. An engine that is fascinating both in terms of its enormous power potential and its suitability for everyday use.

In the high-revving 420 bhp eight-cylinder engine, the evolution of FSI petrol direct injection technology has reached a new high. This technology has also enjoyed many triumphs in the Audi R8 race car.

The figures illustrate the outstanding potential of the eight-cylinder unit. At 7,800 rpm the 4.2-liter engine delivers 420 bhp of power output. Peak torque is 317 lb-ft from 4,500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides maximum thrust in virtually any driving situation.

The performance figures are equally impressive: the R8 accelerates from a standstill to 60 mph in 4.4 seconds and reaches a top speed of 187 mph.

Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox. Here, too, the influence of the motorsport world is clearly evident, with a joystick gear-shift on the centre console and, most especially, the paddles mounted on the steering wheel, which are a long-established ergonomic feature in motorsport. The best illustration of this is once again the Le Mans winning Audi R8, which also enables the driver to change gear on the steering wheel.

The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm, Germany.

Have a look at another Audi R8 review and lots more Audi R8 pictures at Left Lane News.

BUT…

What you must do, is to go to the official Audi R8 website and look at this very beautiful car in the equally beautiful Audi microsite for a truly interactive experience.

For all you readers in Singapore, if you’re interested, here’s what the damage on this car will be:

Audi R8 4.2 FSI Quattro (A)

Audi R8 4.2 FSI Quattro R-tronic (A)

*The above were accurate at time of writing and are subject to change at anytime. Installment figures are based on monthly sum to be paid assuming that you took a loan of 90% of the vehicle’s listed price over a period of 10 years. Interest rates are assumed to be 2.85% p.a.

Wanna see a video? Lucky you…

<Look at some other cool stuff at 33 Rebels>

Drive the above car? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/audi-r8/feed/ 4 http://www.33rebels.com/2008-jaguar-xf/ http://www.33rebels.com/2008-jaguar-xf/#comments Mon, 28 Jul 2008 16:50:35 +0000 33Rebels http://www.33rebels.com/2008-jaguar-xf/ 2008 Jaguar XF

I always used to think that only women should drive Jags.

Jags looked soft with smooth and curvy lines, you know, like women… So it kinda just made me think that the Jag was more of a woman’s car.

Then comes this wild cat newly launched from Jaguar. It looks as though a Lexus IS250 and Aston Martin DBS collided with one another and this luxury sports car emerged from the heap looking a little pissed off…

Here are some pics…

Long, low and wide lines with clear, muscular proportions. A very strong Aston Martin-sque grille that creates a very distinctive signature for this luxury sports saloon.

Low nose that sweeps past the sculpted light clusters. Note the side power vents and the large, alloy wheels. Several wheel options are available. These include 18″ and 19″ alloy wheel options from Carelia, Auriga, Venus, Cygnus, Libra and 20″ Selena and Volans wheels standard only on the Supercharged SV8 models.

The 2008 Jaguar XF interior ambience is enriched with crafted, luxurious materials, sophisticated instruments and calm interior mood lighting. Interior includes leather, twin-needle stitching and handcrafted wood veneer next to textured aluminium.

At night, Phosphor blue halo illumination highlights the aluminium coloured faces of the Jaguar XF’s dials and instruments.

At start up, press the pulsing red start button and a whole ballet-like sequence takes place : the JaguarDrive Selector rises softly, the rotating air vents turn quietly from their flush positions to their open positions, the Touch Screen comes to life and the message centre does a system check for the car…

And the heart of this great car… The 2008 Jaguar XF offers 4 great engines: the 2.7 litre V6 turbodiesel, 3.0 litre V6, a 4.2 litre naturally aspirated V8 to the supercharged 4.2 litre V8.

Here are some other pics of this beauty…

Actually, the pictures don’t do justice for this luxurious sports car at all. While the pictures of the 2008 Jaguar XF do make you stop and stare, nothing beats seeing this great car in person. One was parked just outside my office the other day and boy oh boy, was it sweet looking.

For all you readers in Singapore, if you’re interested, here’s what the damage on this car will be:

3.0 V6 Luxury (A)

3.0 V6 Premium Luxury (A)

4.2 V8 Supercharged (A)

*The above were accurate at time of writing and are subject to change at anytime. Installment figures are based on monthly sum to be paid assuming that you took a loan of 90% of the vehicle’s listed price over a period of 10 years. Interest rates are assumed to be 2.85% p.a.

Wanna see a video? Lucky you…

Do have a look at this drool worthy car at the official 2008 Jaguar XF site. There you’ll find loads more pictures, specifications and videos on the Jaguar XF. For detailed reviews, check out:

• Car Pages -- 2008 Jaguar XF Road Test
• Motor Trend -- 2008 Jaguar XF Review
• CarAdvice.com.au -- 2008 Jaguar XF Review
• The Car Connection -- 2008 Jaguar XF Review
• The Truth About Cars -- 2008 Jaguar XF Supercharged Review

<Look at some other cool stuff at 33 Rebels>

Drive the above car? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-jaguar-xf/feed/ 4 http://www.33rebels.com/ill-fitting-bras-may-hurt-your-breasts/ http://www.33rebels.com/ill-fitting-bras-may-hurt-your-breasts/#comments Sun, 27 Jul 2008 09:06:32 +0000 33Rebels http://www.33rebels.com/ill-fitting-bras-may-hurt-your-breasts/ Ok, new research from London has just warned that women who wear the wrong kind of bras could be damaging their breasts.

The BBC recently reported that the breast biomechanics team at the University of Portsmouth as saying that poor support from ill fitting bras could lead to fragile ligaments in the breasts being stretched.

Researchers tested about 50 bra designs on hundreds of women over the past 3 years (and how the heck do I join this team??) and found that during exercise, breasts move up to 21 cm up and down, in and out and side to side – but that most bras just limit vertical movement. (*Did everyone just picture a wild pair of breasts rotating like a windmill? And how do breasts move “in and out”? Yee…)

Anyway…

Ms Wendy Hedger, one of the scientists involved with this research said that women are unaware that they are wearing a badly-fitting bra or unknowingly wearing the wrong size bra because they are routinely being sold ill-fitting bras.

She also said that women should keep in mind that breasts do change in shape and size and they might have to go through several changes in bra size over their lifetime, especially after breast-feeding or menopause. If the wrong bra is chosen, women will potentially suffer from breast pain or discomfort. (*Reported by the BBC)

Later guys…

(Text and images taken from Auto Blog)

For more images, have a look at the awesome image gallery at Auto Blog.

PRESS RELEASE:
Aston Martin Introduces the Ultimate Luxury Sports Car – the DBS

Aston Martin will unveil the most eagerly anticipated car of the year when the new DBS is revealed at the Pebble Beach Concours d’Elegance on August 16th, where the company takes a starring role as the featured marque.

Aston Martin Chief Executive Officer, Dr Ulrich Bez, said: “The DBS is the ultimate expression of Aston Martin’s engineering and technical ability. It offers pure performance without compromise.

“The DBS delivers the complete driving experience and bridges the gap between our road and track cars – the DB9 and DBR9.”

Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology.

A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 380kW (510bhp/517PS), a top speed of 191mph (302km/h) and a 0-62mph (0-100km/h) time of 4.3 seconds.

The DBS will be built at Aston Martin’s global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the elegant DB9, the agile V8 Vantage Coupe and the critically acclaimed Vantage Roadster – launched earlier this year.

Deliveries of the DBS are expected to commence during quarter one 2008, with prices to be confirmed at the Frankfurt Motor Show in September.

Aston Martin DBS Specifications

Body
• Two-door coupe body style with 2+0 seating
• Bonded aluminium VH structure
• Aluminium, magnesium alloy and carbon-fibre composite body
• Extruded aluminium door side-impact beams
• High Intensity Discharge (HID) headlamps (main beam)
• LED rear lamps and side repeaters

Engine
• All-alloy, quad overhead camshaft, 48-valve, 5935cc V12.
• Compression ratio 10.9:1
• Front-mid mounted engine, rear-wheel drive
• Fully catalysed stainless steel exhaust system with active bypass valves
• Max power: 380kW (510bhp/517 PS) at 6500rpm
• Max torque: 570Nm (420 lb.ft) at 5750rpm
• Acceleration: 0-100km/h (0-62mph) in 4.3 seconds
• Max speed: 302km/h (191mph)

Transmission
• Rear-mid mounted, six-speed manual gearbox
• Alloy torque tube with carbon fibre propeller shaft
• Limited-slip differential
• Final-drive ratio 3.71:1

Wheels and Tyres
• Front: 8.5” x 20” Pirelli P Zero 245/35
• Rear: 11” x 20” Pirelli P Zero 295/30

Steering
• Rack and pinion, Servotronic speed-sensitive power-assisted steering, 3.0 turns lock-to-lock. Column tilt and reach adjustment

Suspension
• Front: Independent double wishbone incorporating anti-dive geometry, coil springs, anti-roll bare and monotube adaptive dampers
• Rear: Independent double wishbones with anti-squat and anti-lift geometry, coil springs, anti-roll bar and monotube adaptive dampers
• Adaptive Damping System (ADS) with Track mode

Brakes
• Front: Ventilated carbon ceramic discs, 398mm diameter with six-piston calipers
• Rear: Ventilated carbon ceramic discs, 360mm diameter with four-piston calipers
• Dynamic Stability Control (DSC) with Track mode
• Anti-lock Braking System (ABS)
• Electronic Brakeforce Distribution (EBD)
• Emergency Brake Assist (EBA)
• Traction control

Dimensions
Length:
4721mm (185.9”) Wheelbase: 2740mm (107.9”)

Width:
1905mm (75”) (exc. Mirrors)

2060mm (81.1”) (inc. Mirrors) Fuel tank capacity: 78 litres (17.2 Imp.galls, 20.5 US galls)

Height:
1280mm (50.4”) Weight: 1695kg (3737lb)

Interior
Semi-aniline leather and Alcantara interior. Matrix alloy facia trim and Iridium Silver centre console finish. Carbon fibre door trims and door pulls. Auto-dimming rear-view mirror & garage door opener (USA & Canada only). Sports seats with ten-way electric adjustment, including height, tilt and lumbar. Memory seats & exterior mirrors (three positions). Dual-stage driver/passenger front airbags. Side airbags (Sports seats only). Heated seats (Sports seats only). Heated rear screen. Automatic temperature control. Organic Electroluminescent (OEL) displays. Trip computer. Cruise control. Hard Disk Drive (HDD) satellite navigation system1,2. Bluetooth telephone preparation1. Powerfold exterior mirrors. Front and rear parking sensors. Tyre-pressure monitoring1. Alarm and immobiliser. Remote-control central door locking and boot release. Battery disconnect switch. Battery conditioner. Tracking device (UK only). Boot-mounted umbrella.

In-Car Entertainment
• Aston Martin 700W Premium Audio System with Dolby® Pro Logic II®
• MP3 player connectivity

Options
• Lightweight seats with six-way adjustment, including front and rear height adjust (Does not include side airbags or heated seats feature. Not available in USA or Canada)
• 20” alloy wheels with graphite finish
• Satellite radio system (USA only)
• Piano Black facia trim and centre console finish
• Leather storage saddle
• Personalised sill plaques
• Auto-dimming interior rear-view mirror1
• Auto-dimming interior rear-view mirror with garage door opener (Europe only)
• Alarm upgrade (volumetric and tilt sensor)
• Tracking device3
• First-aid kit
• Ashtray and cigar lighter

*1 Not available in all markets
*2 Includes Traffic Messaging Channel (TMC) in Continental Europe
*3 Complies with UK Thatcham Category 5 requirements. Excludes subscription. Standard in UK.

Aston Martin DBS: Performance

The need for high-performance stability, handling ability and low kerb weight defined the DBS’s form and construction. Accordingly, the DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fibre body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system.

At the heart of the DBS is a 6.0-litre V12 engine. The DBR9 and DBRS9 race cars are powered by an enhanced version of this same V12, tuned to produce in excess of 600bhp. The shared powerplant continues the strong link between Aston Martin’s road and race cars, just as the six-cylinder engine used in the DBR1 also powered the DB4, DB5 and DB6 in the 1950s and 60s.

As with all current Aston Martins, the engine is hand-assembled at Aston Martin’s dedicated engine facility in Cologne, Germany. The classic 6.0-litre V12 features a number of power-increasing enhancements. These include a ‘by-pass’ engine air intake port that opens above 5500rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the DBS delivers 380 kW (510 bhp/517 PS) at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.

A lightweight, rigid structure is the design engineer’s ultimate goal, and achieving the right balance between strength and mass is crucial. Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin’s class-leading all-alloy VH (Vertical Horizontal) architecture, a lightweight bonded aluminium structure that provides outstanding strength and rigidity. Aston Martin’s engineers have also employed advanced materials and processes to further reduce weight and increase the DBS’s performance and dynamics.

Carbon-fibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, giving a saving of some 30kg over more conventional materials without any reduction in strength. “There are no restrictions on form or shape in using carbon-fibre,” says Marek Reichman, Aston Martin’s Design Director, “and the material allowed us to wrap bodywork around the 20″ wheels and maintain the precise relationship between the wheel and the bodywork.”

Each panel has been carefully sculpted to direct the airflow around the car, into the engine and to help cool the braking system. The carbon-fibre elements are produced using advanced manufacturing techniques developed from the aerospace and motorsport industries.

The new panel-making procedure also delivers an industry-best surface finish, thanks to a patented ‘Surface Veil’ process. The application of a 200 micron layer of epoxy and glass to the panel delivers a class-A surface that is in line with Aston Martin’s tradition of high-quality finishes. Inside the car, the weave patterns on the exposed carbon-fibre elements have been carefully selected to present the most harmonious surfaces.

Aston Martin DBS: Control

As with the DB9 and DBR race cars, the Aston Martin DBS benefits from the inherent characteristics of the VH architecture. The VH underframe consists of pressed, extruded and cast aluminium components, bonded together to create an immensely strong underlying structure.

This structure means that weight is kept to a minimum, with the front-mid mounted engine and rear-mid mounted transaxle ensuring a near perfect weight distribution: 85% of the car’s weight is positioned within its wheelbase. The DBS’s polar moment of inertia is therefore very low, producing a car with natural agility, a strong, stable platform for the V12’s high power output and an exhilarating driving experience.

To take full advantage of its extremely precise and rigid platform, the DBS employs a new and sophisticated Adaptive Damping System (ADS) which uses two separate valves to set the dampers to five different positions, allowing instant adjustment of the car’s ride and handling characteristics. The ADS automatically alters the suspension settings to ensure the driver has high levels of control at all times, with the ability to respond instantly to different driving conditions. The dampers can be ’softer’, with a corresponding improvement in ride quality, or ‘firm’, providing improved body control for more spirited driving.

The damper settings are determined by an electronic control unit which takes sensor readings from the car’s systems, including throttle position, brake position, steering wheel rotation and vehicle speed. This data establishes the prevailing driving conditions and the demands the driver is making on the car.

The DBS’s Adaptive Damping System perfectly captures the car’s sporting character, ensuring that stiffer dampers are available for better handling and control when the car is being driven enthusiastically, without compromising ride comfort during ‘normal’ driving conditions. A designated ‘Track’ mode automatically sets all dampers to their firmest positions, making it ideal for circuit driving. The DBS is fitted with Pirelli P-Zero tyres that have been developed especially for the car, along with new 20″ lightweight alloy wheels.

The DBS also has a revised Dynamic Stability Control (DSC) system, designed to help maintain maximum traction in challenging driving conditions. In default operation, the DSC is automatically on. Select and press the button for two seconds and DSC ‘Track’ mode is engaged, raising the threshold at which the system intervenes to allow the experienced driver to explore the car’s limits. Hold the button for four seconds and DSC is disengaged entirely.

The car’s braking system features another innovation, the first time Carbon Ceramic Matrix (CCM) brakes have been used on a road-going Aston Martin. The end result is shorter stopping distances with excellent resistance to fade in even the most demanding driving conditions. CCM brakes are also some 12.5kg lighter than a conventional system, reducing the weight of the car overall and, in particular, the unsprung weight and rotational masses, further enhancing the performance of the suspension.

Aston Martin DBS: Design

The DBS is manufactured using the finest materials, with a combination of hand-finishing and pioneering high-technology processes. From the exceptional quality of the design and finish to the advanced production techniques employed to save weight and create strength, the DBS is both a technological masterpiece and a powerful visual and tactile experience, inside and out.

The DBS is the culmination of the DB bloodline, a synthesis of race-bred technology and road-going practicality that can be traced back to the iconic DB2, DB3S and DB4GT, and is continued today with the DBR9 and DBRS9 race cars. The DBS’s powerful, flowing form fuses the visual language of the DBR9 GT1 race car with the innate elegance of the DB series. Lower and tauter than other Aston Martin production models, the DBS has subtly flared wheel arches accommodating standard 20″ diameter wheels and tyres. These provide excellent stability and grip, while giving the car a muscular and athletic stance that evokes the DBR9 and DBRS9. The design process involved continuous revision and honing of the DBS’s surfaces, ensuring that the shapes and forms represent perfectly the car’s inherent power, while never diluting the fundamental proportions that are the essence of every Aston Martin.

The external detailing reflects the power and dynamic abilities of the DBS, with revised inlets and enlarged grilles that deliver more air into the engine and increase its cooling capacity. Subtle design details include a new five-bar design for the polished alloy main grille, as well as two additional vents in the enlarged power bulge on the carbon-fibre bonnet. These vents are entirely functional, improving engine performance and efficiency, yet also communicating the increased power output of the uprated V12 engine.

The DBS’s aerodynamic enhancements are shaped by Aston Martin’s racing experience. A carbon-fibre splitter and a new front bumper design help channel airflow around the car’s wider bodywork. The aerodynamics team worked hand in hand with the modelling team to ensure that the forms and surfaces of DBS were sculpted for inherent stability at high speeds.

The widened front and rear track improve handling and give the car a more muscular character. To accommodate this additional width, the surfaces of the wings have been sculpted and re-shaped with harder lines, which also serve to emphasise the car’s strength and power. The lowered ride height is accentuated by the enhanced side sills, carefully profiled to improve aerodynamic performance and reduce drag along the flanks. The iconic Aston Martin side strake, a design feature of every DB car since the DB4, has been redesigned for the DBS, incorporating a side repeater formed by a bank of LEDs.

Improved aerodynamics shape the rear of the DBS, where the more prominent boot spoiler is carefully incorporated into the carbon-fibre boot lid. A horizontal chrome finisher is set into the lid to accentuate the wide track of the new car. The car’s flat undertray helps to improve the aerodynamics of the underbody surface and culminates in a new carbon-fibre rear diffuser, another feature carried over from the race cars. This device creates an area of low pressure beneath the rear of the car, reducing lift and improving high-speed stability without the need for large, unsightly external spoilers. The new one-piece diffuser also incorporates the DBS’s large and distinctive twin exhaust tailpipes.

The interior of the DBS represents the epitome of Aston Martin’s commitment to using materials honestly, without disguise or embellishment. Lightweight materials are used throughout to save weight; door pulls are made from carbon-fibre, for example, and the carpet has been woven with lighter fibres to save valuable kilograms. Special semi-aniline leather is used throughout the cabin, saving weight as well as giving a soft feel and distinctive aroma.

The DBS features unique primary controls, including a new steering wheel profile with a twin-stitched detail marker that indicates the ‘on-centre’ position. The gear knob is fashioned from polished alloy to echo the metallic finishes on the new centre console. The instrument cluster is designed with white numerals on a dark graphite background for excellent legibility. The twin-stitch pattern runs through the interior as a signature device; the alignment of both stitch lines is testament to Aston Martin’s ongoing tradition of exceptional craftsmanship.

As an option the DBS may be equipped with specially developed lightweight seats (outside North America). These feature a carbon-fibre and Kevlar® composite structure and are manufactured by a supplier to the motorsport and aviation industries before being returned to Aston Martin’s Gaydon factory for hand-trimming. The structure is created by sandwiching a layer of Kevlar® between two layers of carbon-fibre with the outer finish left exposed on the seat backs, lacquered to create a durable and attractive finish.

The combination of Kevlar® and carbon-fibre provides crucial weight saving by allowing the structure of the seat to be incredibly slim: between 2.5mm and 3mm. Overall, the trimmed seat provides a weight saving of 20kg. The lightweight seats are a fixed structure, but can be adjusted for rake as well as sliding fore and aft.

The DBS start sequence blends tradition with high technology and a touch of theatre. The ignition ECU (Emotion Control Unit) has evolved into a machined and highly tactile polished sapphire ECU, incorporating a stainless steel inner case. Resembling a fine wristwatch or a piece of contemporary sculptural jewellery, this sapphire ECU epitomises the spirit of the DBS.

To operate the car, the sapphire ECU is inserted into a special docking station in Aston Martin’s signature dashboard-mounted sapphire starter button, and glows red to indicate when the car is ready to start. The engine is fired by pressing the ECU flush with the surface of the starter button. After pressing to stop the engine, the ECU automatically motors out of the dashboard for removal.

The start sequence of the DBS is augmented by an all-new centre console design with a cast metal surround, crisp typography and new graphics. The new console has a traditional dial-face clock at the centre, flanked by two rotary controls for the heating and air-conditioning system, fashioned from solid, turned aluminium.

These controls are also used to navigate the audio system, Bluetooth telephone preparation and satellite navigation functions. The Aston Martin 700 W Audio System, with Dolby® Pro Logic II® has been exclusively developed for Aston Martin to provide outstanding sound quality. A slot for the six-CD autochanger is located at the top of the console, while within the centre armrest cubby box there is inbuilt connectivity for MP3 players. Bluetooth telephone preparation is standard on the DBS, enabling you to synchronise your mobile telephone directory through the car’s display screens. It can also display the last 10 calls received, made and missed.

For all you readers in Singapore, if you’re interested, here’s what the damage on this car will be: The latest listed price is SGD1,015,000. Holy crap…

Here’s a video review by Caradvice.com.au:

<Look at some other cool stuff at 33 Rebels>

Drive the above car? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-aston-martin-dbs/feed/ 0 http://www.33rebels.com/2008-kawasaki-ninja-zx-14/ http://www.33rebels.com/2008-kawasaki-ninja-zx-14/#comments Sat, 12 Apr 2008 15:32:28 +0000 33Rebels http://www.33rebels.com/2008-kawasaki-ninja-zx-14/ 2008 Kawasaki Ninja ZX-14

(Text and images taken from Kawasaki)

KAWASAKI’S FORMIDABLE FLAGSHIP, THE 2008 NINJA® ZX™-14 FINE-TUNED FOR EXTRA FIREPOWER

Every champion knows sustained dominance is only possible with constant improvement. Such is the case with Kawasaki’s Ninja® ZX™-14. Since its debut in March of 2006, this motorcycle has ruled the open class sportbike roost with nearly non-stop magazine comparison victories. Even though the 1352cc Ninja ZX-14 won lavish praise for its massive torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to potential challengers.

The 2008 ZX-14 retains all the great features that made it a legend, plus more bottom, mid and top-end power. Changes to the engine and exhaust system allow it to comply with strict Euro-III emissions and tightening noise regulations. To meet noise standards, the engineers focused on reducing internal mechanical noise instead of muzzling the exhaust system. The result wasn’t a power loss, but an overall improvement of the engine character and an actual increase in the ZX-14’s legendary peak power! Yes, you read that correctly. Emissions and noise levels are lower, peak power is higher, the mid-range hit is stronger and smoother and low-end torque has been increased. A win-win solution for all, in our books.

To achieve those stringent emission levels, a third honeycomb catalyzer was added in the collector, joining the two honeycomb catalyzers already in each silencer. The secondary air ports in the cylinder head and its cover were made approximately 20 percent larger to permit an easier air flow into the exhaust system. A new Air Switching Valve (ASV) caps off the low emission updates and can handle approximately five percent more flow than the last year’s version.

Conquering the challenging Euro-III regulations is admirable, but Kawasaki took it to the next level on the ZX-14 with changes to its 1352cc engine which improve the power characteristics while meeting noise regulations. The injection system was first to receive attention in an effort to boost peak power, give a more linear mid-range and stronger low end torque with the same user-friendly personality. The fine-atomizing fuel injectors had their lateral spray angle increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake porting was revised to provide optimum flow characteristics.

Outside of the engine, the exhaust silencers feature refinements to the capacity of the first and third chambers and the lengths of the pipes projecting from the baffle plates have been adjusted. Next the entrances to the connecting tubes (joining header pipes 1-4 and 2-3) were enlarged approximately 75 percent to compensate for the new collector shape, which was altered to allow the inclusion of a third honeycomb catalyzer. These changes were a major component of the enhanced the torque characteristics, especially in the low rpm range.

Reducing internal mechanical noise allowed for the engineers to employ comparatively little exhaust modification to meet noise mandates and consequently the exhaust system could remain free flowing for greater power. Lower mechanical noise was attained by revising the piston profiles and adding a urethane insulation sheet to the inside of the magnesium chain cover.

The engine and exhaust system weren’t the only areas updated for 2008. The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Switching to die instead of gravity casting for the cast aluminum sections of the main frame resulted in lighter parts, allowing the Kawasaki engineers to shave weight on the already slim and compact frame.

Featuring a relaxed sport riding position, the ZX-14 is compact without being cramped, with its bars positioned within easy reach. The narrow engine, monocoque frame, and fuel tank provide a slim rider interface. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make it easy to plant both feet on the ground when stopped. Comfort levels are high enough that riders might think they’re on a dedicated sport tourer, but one twist of the ZX-14’s throttle is all it takes to remind anyone this is the world’s quickest and most powerful production motorcycle.

Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front, with low beams in the two center lenses and the outer lenses containing the high beams and position lamps. The turn signals are cleanly integrated into the fairing and rear cowl with a unique “V” design LED tail lamp capping off the sleek aerodynamics of the ZX-14 that reinforces Kawasaki’s aircraft heritage.

This blending of form, power, and handling characteristics yields a motorcycle with appeal that extends far outside of its high performance audience. The Ninja ZX-14 lives up to its Ninja heritage, by surpassing the competition.

Features

Key Features:
- Reduced emissions and mechanical noise with more peak power and low-end torque for 2008
- Well-balanced aluminum monocoque frame provides superb stability and reflexive handling
- Flagship ride quality with rider friendly ergonomics and that distinctive Ninja styling
- Excellent control and feedback from the 43mm inverted fork and fully adjustable Uni-Trak rear suspension

1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range while raising Kawasaki’s legendary horsepower standards to a new level
- Revised cylinder head and head cover with 20% larger secondary air ports to flow more air into the exhaust
- Carefully planned engine design keeps it compact and narrow
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs

Reduced Mechanical Noise
- Revised piston profile produces less noise for 2008
- New urethane insulation sheet added to the inside of the magnesium chain cover to aid in reducing mechanical noise

Exhaust
- Third honeycomb catalyzer added to the collector help meet strict Euro III emissions standards
- Revised internal silencer construction minimized impact of emissions regulations, preserving top-end power
- Exhaust connecting tube entrances enlarged approximately 75% to compensate for new collector shape (revised for the third catalyzer) for enhanced low rpm torque characteristics

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue

Ram Air Induction
- Central Ram Air duct produces a straighter path to the airbox for maximum intake efficiency
- Takes cooler, high-pressure air from in front of the fairing and guides it through the air cleaner and into the engine for maximum power output

Digital Fuel Injection
- New intake porting optimizes flow characteristics
- New injectors feature an increased lateral spray angle from 15 to 20 degrees to disperse the finely-atomized fuel over a wider area
- Fine-atomizing injectors produce 75µ droplet size
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and met Euro III emission requirements
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control

Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement

Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
- New for 2008, the frame’s cast aluminum sections -- steering head and swing arm pivot areas –are now produced with a die casting process instead of gravity casting resulting in further weight savings
- Engine is rigidly mounted to the frame to increase its torsional rigidity. Using the engine as a stressed frame member also saves approximately four pounds
- Engine positioned forward in the frame, and the wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- Houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access
- Battery is also housed within the frame and has simple access through the back side of the frame

Inverted 43mm Cartridge Type Front Fork
- Damping rates offer stiff initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance

Bottom-Link Uni-Trak® Rear Suspension
- Linkage rates provide linear suspension action
- Bottom-link design concentrates the weight lower in the chassis for a lower center of gravity, which makes the motorcycle more nimble

Radial Mounted Petal Front Disc Brakes
- Radial mounted four-piston front brake calipers utilize integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel stop after stop
- Petal design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel
- Wheel rims feature center ribs which are slightly offset so tire balance weights can be located precisely along the wheel’s centerline.

Wind Tunnel-Designed Bodywork
- Monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling.
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive upper fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Full Instrumentation
- Dual analog speedometer and tachometer with white faces are easy to read
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- CAN (Controller Area Network) interface between the gauges uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged

Full Specifications

Wanna see a video? Here’s a cool video review from Motorcycle USA…

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-kawasaki-ninja-zx-14/feed/ 0 http://www.33rebels.com/2008-yamaha-yzf-r1/ http://www.33rebels.com/2008-yamaha-yzf-r1/#comments Wed, 09 Apr 2008 15:59:16 +0000 33Rebels http://www.33rebels.com/2008-yamaha-yzf-r1/ 2008 Yamaha YZF-R1

(Taken from Yahama Motor)

THE EPITOME OF PERFORMANCE

Light, powerful and packed with trickle down MotoGP technology and refined fuel injection, the YZF-R1 is the most advanced Open-Class production motorcycle ever built.

Key Features:

Light, powerful and packed with trickle-down MotoGP technology, the YZF-R1 is the most advanced Open-class production motorcycle ever built. The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions. Inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s ?rst electronic variable-length intake funnel system. Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed. Aluminum Deltabox frame and swingarm take Open-class handling to the next performance level. Six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the R1 requires.

Engine:

Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four-cylinder engine produces more tractable power than ever. Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery. Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband. Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power. Lay-down-design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling and allows frame to pass over instead of around the engine for great strength and a narrow chassis. Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores. Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air. Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability. High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction. Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration. Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster. Titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband. 13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature. Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing. AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.

Chassis/Suspension:

A Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style for great handling and efficient aerodynamic penetration. A truss-type swingarm is extremely strong and tuned for optimal traction and feedback. Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel. Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes. Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster. Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.

Additional Features:

Cool headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient. Adjustable LCD illumination and multifunction digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000-rpm analog tachometer. A fairing with big Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance. Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling. Forged footpegs are extra durable and light. Extensive use of hollow bolts and lightweight fasteners helps trim overall weight. 8.6 AH battery is compact and light. Durable #530 O-ring–sealed drive chain. Standard toolkit located in convenient storage compartment under passenger seat.

Full Specifications:

Engine
Type	998cc liquid-cooled inline 4-cylinder; DOHC, 16 valves (titanium intakes)
Bore x Stroke	77 x 53.6mm
Compression Ratio	12.7:1
Carburetion	Fuel Injection with YCC-T and YCC-I
Ignition	TCI
Transmission	6-speed w/multi-plate slipper clutch
Final Drive	#530 O-ring chain
Chassis
Suspension/Front	43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear	Single shock w/piggyback reservoir; 4-way adjustable, 5.1-in travel
Brakes/Front	Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear	220mm disc; single-piston caliper
Tires/Front	120/70-ZR17
Tires/Rear	190/50-ZR17
Dimensions
Length	81.1 in
Width	28.3 in
Height	43.7 in
Seat Height	32.9 in
Wheelbase	55.7 in
Rake (Caster Angle)	24.0°
Trail	4.0 in
Fuel Capacity	4.75 gal
Dry Weight	390 lb
Other
Main Jet	Not Applicable
Main Air Jet	Not Applicable
Jet Needle	Not Applicable
Needle Jet	Not Applicable
Pilot Air Jet 1	Not Applicable
Pilot Outlet	Not Applicable
Pilot Jet	Not Applicable
Primary Reduction Ratio	65/43 (1.512)
Secondary Reduction Ratio	45/17 (2.647)
Gear Ratio -- 1st Gear	38/15 (2.533)
Gear Ratio -- 2nd Gear	33/16 (2.063)
Gear Ratio -- 3rd Gear	37/21 (1.762)
Gear Ratio -- 4th Gear	35/23 (1.522)
Gear Ratio -- 5th Gear	30/22 (1.364)
Gear Ratio -- 6th Gear	33/26 (1.269)
Warranty	1 Year (Limited Factory Warranty)

Wanna see a video? Here’s a video review from Motorcycle USA for you…

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-yamaha-yzf-r1/feed/ 0 http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/ http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/#comments Tue, 08 Apr 2008 18:02:57 +0000 33Rebels http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/ 2008 Harley Davidson FLSTF Fat Boy

(Text and pictures taken from Harley Davidson)

We fattened it up quite a bit last year, and it continues to roll as the heavyweight champ of funky custom.

It’s front fender shows off the broad 17″ front wheel. Its custom skirted back fender sits above a 200mm rear tire. The wheels are solid slabs of cast aluminium, ringed with .50-caliber, bullet sized holes.

Everything about this motorcycle commands space on the road. The seat is low and wide. The thick 96-cubic inch helping of Harley Davidson V Twin engine is served up in chrome and black. There’s a shotgun exhaust. The Fat Boy is what it’s always been and more. One big-boned knockout. – Taken from the Harley Davidson website.

In the beautiful 105th Anniversary Copper Pearl / Vivid Black colours:

And here are the full specs of this model:

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/2008-harley-davidson-flstf-fat-boy/feed/ 0 http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/ http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/#comments Sun, 23 Mar 2008 18:23:55 +0000 33Rebels http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/ Suzuki GSX1300BK K8 B-King

Have you ever wondered what happens if you stripped a Suzuki Hayabusa down to its bare naked glory? Well, wonder no further my friend!

Text and specs taken from the official Suzuki website…

Meet the Hayabusa’s first cousin -the all-new B-King. And while 2008 B-KING the Hayabusa is a sleek sophisticate, the B-King is its rowdy alter ego. Its aggressive styling gives it an attitude that simply says, “Don’t mess with me.” Featuring a slightly modified version of the 2008 Hayabusa’s new engine, complemented by state-of-the-art chassis and suspension systems, the B-King offers incredible all-around capabilities -- breathtaking acceleration matched by precise, responsive handling. The performance differences between the two bikes are minimal. The B-King has its own valve dimensions to produce smooth, extraordinarily strong low-end power. And it has some unique chassis components, such as its finely crafted swing arm. The real difference, though, is styling. The B-King’s imposing engine is out there for all the world to see. One look at its twin exhaust pipes is enough to know that it has the power to reward you with a one-of-a-kind sport riding experience. The new B-King -you’ve never ridden anything like it.

New Engine

• New 1340cc, DOHC liquid-cooled, 16 valve engine shared with the new Hayabusa featuring a gear-driven counterbalancer for smooth operation.
• Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox.
• S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences.
• Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency.
• High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
• 32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS.
• Ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance.
• Uniquely styled exhaust system enhances the powerful styling of the B-King.
• Large volume 4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation.
• The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency.
• Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts.
• Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption.

New Chassis

• All-new Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling.
• All-new cast aluminum alloy swingarm for the B-King is constructed of 3 main sections for minimal welding lines and a clean overall look.
• New KYB inverted front forks are specifically designed for the B-King and are fully adjustable for compression, rebound damping and spring preload to suit rider preferences.
• New aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics equivalent to those of Suzuki supersport models.
• Radial mount front brake calipers feature an all new design built specifically for the B-King and work with 310mm brake rotors to provide superior braking performance.
• Lightweight single piston rear brake caliper works with a 260mm rear disc.
• The front brake master cylinder, its reservoir tank, as well as the clutch master cylinder were designed specifically for the aggressive look of the B-King.
• The B-King features a new wheel design with a dynamic three spoke look combined with high performance radial tires boasting a massive 200mm rear tire size.
• Unique three piece front fender design for a high quality look and an aggressive look.
• All New instrument cluster features the signature strong B-King styling with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin tripmeters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator.
• The B-King also comes equipped with a standard steering damper for maximum stability.

Check out the super cool video:

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/suzuki-gsx1300bk-k8-b-king/feed/ 0 http://www.33rebels.com/honda-cbr-954/ http://www.33rebels.com/honda-cbr-954/#comments Thu, 06 Dec 2007 16:22:54 +0000 33Rebels http://www.33rebels.com/honda-cbr-954/ 2002 Honda CBR 954 RR

Ok, some of you may be wondering why the 2002 Honda CBR 954 RR is one of the first few bikes featured – it was first released 5 years ago! Well, I think the Honda CBR 954 RR Fireblade is one of the sexiest bikes ever. Not only that, it runs like a dream.

In Singapore, you’ll be lucky if you can find someone selling this bike second hand – no one wants to get rid of the 2002 Honda CBR 954 RR Fireblade…

Here’s the beauty now…

Here is a review (and pics) taken from Motorcyclist Online:

When did we first utter what’s become the standard cliche upon riding a new sportbike for the first time? “How are they going to make it better next year?” Was it the 1989 FZR1000? Or maybe the original CBR900RR of ‘93? Whatever. We liked the CBR929RR well enough in ‘00 to rank it above the Yamaha YZF-R1 and Kawasaki ZX-9R in spite of a (relative) lack of horsepower. Year-2001 ushered in the spaceship-odyssey Suzuki GSX-R1000, whose 144 rear-wheel horsies made it impossible to vote down. For ‘02, Honda closes the missile gap with a bike that’s even more precise than the 929 (which was already more precise than any of its open-class competition), and with enough new-found torque to at least hang in the GSX-R’s draft. Mr. Baba has done it again.

Honda’s goal with the CBR line has always been to produce streetbikes that can also be ridden hard at the track, rather than the other way around, and the 954 is the best example of that philosophy at work to date. Not only is the thing faster around the very fast Las Vegas Motorsports Complex’s road course and down whatever public road you aim it, it’s also more comfortable, smoother-running and more user-friendly across the whole work-a-day pantheon than before.

Pity the greasy high-school salvage-yard shopper 10 years hence when thinking this 929 side cover will fit his 954 because the two parts look identical. Wrong. Although the 929 and 954 look almost the same at a glance, save the cool new swingarm, not many parts interchange. Inside the new, lighter cases, forged pistons 1mm larger in diameter weigh 6 percent less-and look like they belong in a Formula 1 car thanks to their almost completely skirtless design. Honda took a little off the crank, too, and the result is not just more power but increased smoothness, also; at low revs you get some typical CBR buzz, but once humming along at 80 mph and 5500 rpm, the 954 is its own sweet spot.

The chassis likes that speed, too-and, come to think of it, we’ve not yet found a speed it doesn’t like. Honda says the fork springs and damping are same-same as the 929; ditto the rear spring (though it’s wound from thinner wire, which saves seven ounces). The shock now works through a less-progressive linkage, which typically makes the initial travel feel a touch firmer; this one, though, smooths out slabs of freeway and sharp-edged bumps better than before. Part of that’s simply that the 954 is just plain more comfy than the 929 because the little Honda gremlins changed the shape of the gas tank; it’s now 10mm lower and 10mm shorter. Lower’s no biggie, but scooting the rider almost a half-inch closer to the clip-ons takes a little weight off the wrists, and plants a smidge more rider weight upon the, yes, much more comfortable seat.

Shorter folks will appreciate the fact that that comfy saddle manages to somehow be pretty narrow, too, which makes reaching the ground easy and reinforces the feeling that the 954 is a tiny literbike; this is a good trick because the Honda-which lost three pounds in the transaction from 929 to 954 according to our scales-still outweighs the mighty GSX-R by a scant two pounds. Naturally, the fairing’s reshaped, too, with a taller windscreen for a quieter ride at speed.

You’ve still got your various computer-controlled flaps in the 954’s intake and exhaust tracts opening and closing like the flippers in some high-speed pinball machine, the difference now being that when you go to the whip at approximately 6000 rpm in top cog, or any cog come to think of it, the 954 accelerates substantially quicker than the 929 did-and never mind the dynamometer says the two both produce 68.4 foot-pounds at 8750 rpm. Supposedly, your HTEV (that’d be the “Honda Titanium Exhaust Valve”) goes wide open at 7000 rpm, and it probably doesn’t hurt that the bike’s second-generation computer has more memory and reprogrammed maps instructing the 12 laser-drilled fuel orifices aimed at each 42mm throttle body, either (the 929 had measly little 40mm bodies). Then there’s the old-fashioned extra compression caused when you squeeze 954cc of mixture into combustion chambers that previously held 929cc.

Did we say earlier that the 929 was down on horsepower? That’s not precisely it, because the 128 peak ponies our last 929 put out was actually right in the hunt with everything save the overachieving GSX-R. The 954 ratchets that number up to 132.1, but midrange is really the thing with these bikes; on the street, in particular, you seldom get the tach needle past 8000 rpm or so, and midrange torque is where the CBR lagged a bit. Again, our dyno numbers don’t explain why the 954 is able to run the quickest 60-80 mph top-gear roll-on we’ve seen: 2.61 seconds.

Driving from the infield onto Las Vegas’ banking with the tach needle wagging its finger between 9000 and 12,000 rpm, WFO all the way from second through sixth gears, the 929 gives up little ground to 954. Driving from lower revs in Vegas’ fast left sweeper, on the other paw, whilst gradually feeding in power from 6000 and 7000 rpm and keeping a wary butt-cheek eye on tirespin, the 954 pulls clearly away from its decrepit ancestor.

And the GSX-R would likely pull away from both, but that would be entirely dependent on who was rattling its chain, which brings us to a racing anecdote. When Rich Oliver was struggling toward a meeting of the minds with the Yamaha R7 superbike a couple of seasons ago, he related how its engineers were always striving for and excited when they extracted more low-rev power from it, the better to drive off the corners. Sadly, they weren’t the ones driving. Oliver said he’d be happier if they’d leave the bottom-end alone and look for more power in the midrange. Humongous torque down low is good if you can put it to the ground, but the margin for error grows orthopedically slim. Much better, Oliver opined, for the power to really come on when you’re just out of the corner and on the meaty part of the tire.

While the guy on the GSX-R is struggling to put that torque to the ground, the CBR pilot can devote more cerebellum to getting the line right and jetting off the corner. That seems to be the philosophy with the 954: balance. All things in moderation. OK, well, Suzuki won Formula Xtreme last season and Oliver got a one-way ticket back to Palookaville (AMA 250 being the motoequivalent), but you’re no John Hopkins, is the point. The Honda is far easier to ride, feels like it will turn rings around the inside of the Suzuki, and is therefore a more entertaining and less high-side-threatening a vehicle than the GSX-R1000.

And all of that is neither here nor there unless you’re looking to go literbike racing this season. On the street, where 99 percent of us will be riding these amazing chariots 99 percent of the time, we’d wager the 954 is the catbird seat. Ridden alongside the GSX-R, the Honda’s clip-ons feel positively dirt-bike high, and while stretched out across the fuel tank a la GSX-R is just the thing for lapping Willow Springs, roosting Latigo Canyon or the San Diego Freeway is another matter entirely. The RR design brief has always been to pack literbike power into a 600-sized package; that’s how this bike feels, more than ever before. As a matter of fact, Honda claims dry weights of 370 pounds for both the 954RR and CBR600F4i.

If the GSX-R might be a little faster around a given racetrack, the tables are turned on any public road where motorcycles congregate. Although spec charts say the CBR is an inch shorter of wheelbase than the GSX-R and three pounds heavier, with similar steering geometry, the two feel completely different. The Suzuki is by no means slow- or heavy-steering, but ridden right after the Honda it is.

Riding on its standard-issue Michelin Pilot radials, the RR is ridiculously agile and light. On our favorite twisty routes, all you have to remember to do is look where you want to go, trust the Honda’s front end (easy to do after the first couple of corners), and the bike rolls on its side and goes there. Change lines midcorner? Just do it. Unlike the GSX-R, the Honda lets you choose your mode. You can ride it like a literbike-tip-toe in and blast out-or you can treat it like an old Hawk GT and just never slow down. CBR no care.

On the track, braking from 150 mph, several riders complained of fork chatter when really hard on the front brake, which Honda attributed to most of us motojournalists being talentless hacks. Hard to argue with that, and in fact the more skilled among us reported no such problem. On the street, the 954’s new 330mm discs and Nissin calipers are scary powerful until you get acclimated. One finger gets the job done in nearly any retardation situation, with great feel and no complaints from the chassis. Could it be the new Nimuflon-coated pistons with Teflon-coated rollback seals? Hard to say.. The calipers are all-new, too, and “brake-fluid system pressure is increased 10 percent,” which must mean a juggling of master-cylinder piston sizes.

For sport-touring and long stretches, Kawasaki’s ZX-9R has lately been the literbike of choice thanks to its comfortable ergonomic layout; now the Honda is right there, with an even shorter reach to its grips. The Honda also feels quite narrow between the thighs and, again, somebody at Honda is paying attention because the CBR’s previous plank has given way to a reasonably pleasant hunk of foam, good for several hours of prostate pleasure at a time. The CBR’s suspension is one of the sweetest production setups in memory; the typical CBR excess of high-speed compression damping is nowhere in evidence. Although Honda claims nearly identical springs and damping, the less progressive linkage out back may have the rear riding a tad higher in its travel in cruise mode, and again, the more upright ergos route less road shock through the wrists. Again, engine buzz is way down compared with the 929. It’s smoooth.

Baba-san still smokes like a chimney and can’t sit still; if you expected a warmed-over, slightly more powerful 929 you were wrong again. Did we mention the new steering-head casting, with increased torsional rigidity of 10 percent? The 954’s frame looks like the 929’s until you start looking, whereupon you’ll note everything is different. Overall chassis stiffness and rigidity is the same, Honda says, but everything’s reengineered to flex in different places than before-or not flex. Did we mention you never miss a shift because of the redesigned engagement dogs, or that the new titanium muffler takes almost a pound off? That each wheel is 6.0 ounces lighter? That the cool new pressed and extruded swingarm is 9.2 ounces lighter? That single valve springs instead of the 929’s dual springs reduce unsprung valvetrain weight by 2.5 ounces? That the new neodymium-magnet starter is 14.0 ounces lighter?

We could go on, but by now you get the picture. All new. Improved. All these rule changes in various roadracing classes around the world are a tad confusing, but one clear thing is the factories are paying a lot of attention to literbikes. That makes us happier than most things. Bring us our cudgels and brown leathers..

Found another review here at MCNews.com.au.

<Look at some other cool stuff at 33 Rebels>

Ride or own the above bike? Or just have something to say about it? Let other readers know what you think by leaving a comment below!

]]> http://www.33rebels.com/honda-cbr-954/feed/ 31 http://www.33rebels.com/beowulf/ http://www.33rebels.com/beowulf/#comments Sun, 25 Nov 2007 18:21:25 +0000 33Rebels http://www.33rebels.com/beowulf/ Ok, here must be one of the most talked about movies of recent times – Beowulf. This movie is currently showing here in Singapore and I must catch it sometime. Heard that Angelina Jolie looks pretty naked in this show… that must be worth the price of the ticket huh…

Anyway…

This movie, based on an Old English poem written sometime before the tenth century A.D., describes the adventures of a great Scandinavian warrior of the sixth century.

Beowulf is the oldest surviving epic in British literature and exists in only one manuscript (pictured left). This copy survived both the wholesale destruction of religious artifacts during the dissolution of the monasteries by Henry VIII and a disastrous fire which destroyed the library of Sir Robert Bruce Cotton (1571-1631).

The poem still bears the scars of the fire, visible at the upper left corner of the photograph. The Beowulf manuscript is now housed in the British Library, London.

(Text and picture of original Beowulf manuscript in this paragraph taken from Culture Cafe).

This is the synopsis of the movie as taken from the official Beowulf website found here.

In a legendary time of heroes, the mighty warrior Beowulf battles the demon Grendel and incurs the hellish wrath of the beast’s ruthlessly seductive mother. Their epic clash forges the timeless legend of Beowulf.”

Yeah whatever, you get to see Angelina Jolie naked!

Groundbreaking director Robert Zemeckis offers a unique vision of the Beowulf saga in a way that has never been told before. Beowulf stars RAY WINSTONE in the title role and these other stars: ANTHONY HOPKINS (as the corrupt king Hrothgar), JOHN MALKOVICH (as Unferth), ROBIN WRIGHT PENN (as Wealthow), BRENDAN GLEESON (as Wiglaf), CRISPIN GLOVER (as Grendel), ALISON LOHMAN (as Ursula) and ANGELINA JOLIE (as Grendel’s mother).

Here are some screenshots and Beowulf pictures taken from the official website to whet your appetite a bit…

Ok, the next section here gives a summary of what this whole Beowulf story is about, a Beowulf summary if I may. It will contain spoilers so only proceed if you want to know what this story is about. If you’re going to watch the movie, then stop right there… Don’t come crying to me if reading this has spoiled the enjoyment of the movie, if you do, I’ll kick your ass…

(Text taken from Wikipedia)

The Beowulf summary:

The First Battle : Grendel

Beowulf begins with the story of King Hroðgar, who built the great hall Heorot for his people. In it he, his wife Wealhþeow, and his warriors spend their time singing and celebrating, until Grendel, an outcast from society who is angered by the singing, attacks the hall and kills and devours many of Hroðgar’s warriors while they sleep. But Grendel dares not touch the throne of Hroðgar, because he is described as protected by God. Hroðgar and his people, helpless against Grendel’s attacks, abandon Heorot.

Beowulf, a young warrior from Geatland, hears of Hroðgar’s troubles and with his king’s permission then leaves his homeland to help Hroðgar.

Beowulf and his men spend the night in Heorot. After they fall asleep, Grendel enters the hall and attacks, devouring one of Beowulf’s men. Beowulf, who has been feigning sleep, leaps up and clenches Grendel’s hand, and the two battle until it seems as though the hall might fall down from their fighting. Beowulf’s men draw their swords and rush to his help, but their swords do not pierce Grendel’s skin, because he put a charm on all human weapons. Finally, Beowulf tears Grendel’s arm from his body at the shoulder and Grendel runs to his home in the marshes to die.

The Second Battle : Grendel’s Mother

The next night, after celebrating Grendel’s death, Hroðgar and his men sleep in Heorot. Grendel’s mother appears, however, and attacks the hall. She kills Hroðgar’s most trusted warrior, Æschere, in revenge for Grendel’s death.

Hroðgar, Beowulf, and their men track Grendel’s mother to her lair under an eerie lake. Beowulf prepares himself for battle; he is presented with a sword, Hrunting, by a warrior called Unferð. After stipulating a number of conditions (upon his death) to Hroðgar (including the taking in of his kinsmen, and the inheritance by Unferð of Beowulf’s estate), Beowulf dives into the lake. There, he is swiftly detected and attacked by Grendel’s mother. Unable to harm Beowulf through his armor, Grendel’s mother drags him to the bottom of the lake. There, in a cavern containing Grendel’s body and the remains of many men that the two have killed, Grendel’s mother and Beowulf engage in fierce combat.

Grendel’s mother at first prevails, after Beowulf, finding that the sword (Hrunting) given him by Unferð cannot harm his foe, discards it in fury. Again, Beowulf is saved from the effects of his opponent’s attack by his armor and, grasping a mighty sword from Grendel’s mother’s armory (which, the poem tells us, no other man could have hefted in battle), Beowulf beheads her. Travelling further into the lair, Beowulf discovers Grendel’s corpse; he severs the head. Beowulf then returns to the surface and to his men at the “ninth hour” (l. 1600, “n?n”, about 3pm). He returns to Heorot, where Hroðgar gives Beowulf many gifts, including Nægling, his family’s heirloom.

The Third Battle : The Dragon

Beowulf returns home and eventually becomes king of his own people. One day, late in Beowulf’s life, a slave steals a golden cup from the lair of an unnamed dragon (sometimes referred to as Sua) (really a wyrm, which is more of a serpent) at Earnaness. When the dragon sees that the cup has been stolen, it leaves its cave in a rage, burning up everything in sight. Beowulf and his warriors come to fight the dragon, but only one of the warriors, a brave young man named Wiglaf, stays to help Beowulf, because the rest are too afraid. Beowulf kills the dragon with Wiglaf’s help, but Beowulf dies from the wounds he has received.

After he is cremated, Beowulf is buried in Geatland on a cliff overlooking the sea, where sailors are able to see his barrow. The dragon’s treasure is buried with him, rather than distributed to his people, as was Beowulf’s wish, because of the curse associated with the hoard.”

For all you Beowulf purists out there who have to read the original Old English poem, I managed to find the next best thing – an adaptation of the old epic poem from the Old English version from Dr David Breeden at Culture Cafe. I wanted to post it up here but it was pretty long… so why don’t you guys check it out over here. It’s pretty interesting. Go ahead, have a look at the ol’ Beowulf epic poem that started it all…

<Look at some other cool stuff at 33 Rebels>