και γω σου λεω οτι θα κανει και ψωνια
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XX VS Busa 1st gen
- Thread starter Λαμπης
- Ημερομηνία δημιουργίας
Έτσι εξηγείται το κουνημα/τρεμουλο που νιωθεις στα 200!
Δοκιμασε με μισο κιλο λιγοτερα πορτοκάλια στον αριστερό καθρέφτη και θα στρώσει!
...αφου αφησα τα ψωνια σπιτι βγηκα και λιγο εθνικη μεχρι αγ.στεφανο...Έτσι εξηγείται το κουνημα/τρεμουλο που νιωθεις στα 200!
Δοκιμασε με μισο κιλο λιγοτερα πορτοκάλια στον αριστερό καθρέφτη και θα στρώσει!
Με ενα κρανακι jet των 60ευρω..
ΜΗΔΕΝ ΚΟΥΝΗΜΑ Η ΚΕΦΑΛΑ ΜΟΥ ΣΤΑ 200
Το shoei λοιπον που εχω, εχει γινει σωβρακο...σε ΡΤ, αφρικες κλπ δουλευει...αλλα στο καβασακι οχι!
Καθε φορα ολο και κατι με μαθαινει η καβασω
Τελευταία επεξεργασία:
...χθες πηγα να δω ενα xx ψεκαστο
Το κανα βολτα..
Δεν εχει μεγαλη διαφορα απ το zzr
Εχει καλυτερη εργονομια σε γωνιες τιμονιου κ μαρσπιε...κουμπωσα οπως κουμπωνω σε οτι χοντα εχω καβαλησει
Και πολυ καλυτερη σελα.,, σε σχημα κ αφρωδες...ανετο μηχανακι...σκυφτος χλμετροφαγος μου φανηκε
Φιλικο, μαλακο...ενας βελτιωμενος ζουζουρας, πιο μανιτζεβελος, με στενοτερο μουτρο.
Ειχε κατεβασει και 2 cm τις τιμονοπλακες αυτος.
Μεχρι 5000 στροφες το πηγαινα....τωρα αν πω οτι το ζουζουρι μου φανηκε πιο ψωμομενο στα χαμηλα?
Και ψηλα το xx εχει τελικη 4χλμ επιπλεον..λογω αεροδυναμικης(ετσι λενε τα τεστ)..Δηλ ιδια γκαζια πανω κατω
Επισης τα συνδυασμενα φρενα δεν τα συμπαθησα
Δεν ξερω αν αξιζει η αλλαγη απο ζζρ σε xx..
Ειναι πιο ταξιδιαρικο κ καλυτερα στημενο....αλλα εγω δε γραφω χλμ...γκαζι θελω να ξυπναω απ το ληθαργο
Αν δεν ειχα ζζρ θα το επαιρνα....Δυστυχως ομως εχω ενα...αχαχα
Τωρα να βαλω επιπλεον λεφτα...κ να δωσω το ζουζουρι που ειναι ολοισο και χωρις προβληματα (ημουν τυχερος)για να παρω ενα μτχ XX 20ετιας με οτι ρισκο αυτο συνεπαγεται....δεν ξερω ...
Ασε που οι 20ετιας αναρτησεις χονδα θελουν χρημα...οπως θελει και το ζζρ
Το μπουσα ειναι αλλη φαση....διαφορετικη εμπειρια...και δεν αλλαζεις αναρτησεις!!
Νομιζω απεχει πολυ απ το xx
Δεν το βλεπω σαν αναβαθμιση το ΧΧ ....ευκολια το θεωρω.....Αλλα για ευκολια εχω ΡΤ, θα το κυκλοφορησω τελικα και αυτο με σημα κλπ..
Το πηγα χθες χαλκιδα, και αναθεωρησα.!!
Αν θα ειχα ΜΙΑ μηχανη...ΧΧ θα επαιρνα!!
Το κανα βολτα..
Δεν εχει μεγαλη διαφορα απ το zzr
Εχει καλυτερη εργονομια σε γωνιες τιμονιου κ μαρσπιε...κουμπωσα οπως κουμπωνω σε οτι χοντα εχω καβαλησει
Και πολυ καλυτερη σελα.,, σε σχημα κ αφρωδες...ανετο μηχανακι...σκυφτος χλμετροφαγος μου φανηκε
Φιλικο, μαλακο...ενας βελτιωμενος ζουζουρας, πιο μανιτζεβελος, με στενοτερο μουτρο.
Ειχε κατεβασει και 2 cm τις τιμονοπλακες αυτος.
Μεχρι 5000 στροφες το πηγαινα....τωρα αν πω οτι το ζουζουρι μου φανηκε πιο ψωμομενο στα χαμηλα?
Και ψηλα το xx εχει τελικη 4χλμ επιπλεον..λογω αεροδυναμικης(ετσι λενε τα τεστ)..Δηλ ιδια γκαζια πανω κατω
Επισης τα συνδυασμενα φρενα δεν τα συμπαθησα
Δεν ξερω αν αξιζει η αλλαγη απο ζζρ σε xx..
Ειναι πιο ταξιδιαρικο κ καλυτερα στημενο....αλλα εγω δε γραφω χλμ...γκαζι θελω να ξυπναω απ το ληθαργο
Αν δεν ειχα ζζρ θα το επαιρνα....Δυστυχως ομως εχω ενα...αχαχα
Τωρα να βαλω επιπλεον λεφτα...κ να δωσω το ζουζουρι που ειναι ολοισο και χωρις προβληματα (ημουν τυχερος)για να παρω ενα μτχ XX 20ετιας με οτι ρισκο αυτο συνεπαγεται....δεν ξερω ...
Ασε που οι 20ετιας αναρτησεις χονδα θελουν χρημα...οπως θελει και το ζζρ
Το μπουσα ειναι αλλη φαση....διαφορετικη εμπειρια...και δεν αλλαζεις αναρτησεις!!
Νομιζω απεχει πολυ απ το xx
Δεν το βλεπω σαν αναβαθμιση το ΧΧ ....ευκολια το θεωρω.....Αλλα για ευκολια εχω ΡΤ, θα το κυκλοφορησω τελικα και αυτο με σημα κλπ..
Το πηγα χθες χαλκιδα, και αναθεωρησα.!!
Αν θα ειχα ΜΙΑ μηχανη...ΧΧ θα επαιρνα!!
Τελευταία επεξεργασία:
patsavour
well know member
Εχεις ,δεν εχεις,το κυκλοφορεις,δεν το κυκλοφορεις,καταθετεις πινακιδες,τις ξαναπαιρνεις πισω, ωωωωωωωχ ζαλιστικα.παω να κανω μια βολτα με την ΤΣΟΥ-ΛΙ,να ξεζαλιστω.Μια και καλη.Οποτε ειχα πανω απο 1 μηχανακια,το ιδιο παθαινα.
Iraklis174
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Σε βρίσκω φάουλ Μπάμπη το κράνος πρέπει να είναι foul face με αγάπη στο λέω χααχαχ
Εννοειτε, απλα ετυχε
Iraklis174
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Δεν σε πιάνω πουθενά ρε αλάνι χαχααχαχ. Κοίτα να προσέχεις ότι και να κάνεις ότι και αν πάρεις. Το μπουσα είπαμε θέλει χέρια και κυρίως μυαλό σύνεση στο γκάζι δεν είναι Ρ/Τ .
tedvj23
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hayabusa με το 340...
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KAWASAKI ΖΧR 900 1999
Varadero 1000 MK1 1999
MODENAS X CITE 135 2009
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Μπαμπη μπουσα με χιλια φιλε μια φορα πεθαινουν η αντρες τη π********να μου μεσα και να σου φυγει και η πιτυριδα
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MODENAS X CITE 135 2009
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patsavour
well know member
Πρόσεχε μπα-λαμπινο,με το συγκεκριμένο μηχανάκι στην ηλικία σου,γιατί εύκολα μπορεί να φύγει το -η-, και να γίνει -και-.
Με αγάπη πάντα στο λέω.
Sapiokaravo
well know member
Αντε βοηθατε λιγο να θυμηθουμε παλιες ενδοξες εποχες!
βρηκα αυτο
Full Spead Ahead
Honda CBR1100XX vs Kawasaki ZX-11:
Don't blink - you'll miss 'em.
Source: Sportbike 1997
America's motorheads have a serious speed addiction, and you're looking at the fix. Honda's CBR1100XX and Kawasaki's ZX-11 aer the fastest production motorcycles on the market, serving up a warp-speed helping of adrenaline on demand to quell your speed shakes and horsepower withdrawels.
For genuine big-bore junkies, one of these bikes will get the job done better than the other. The question is, which one? For the answer, we gunned them both down the best stretches of asphalt we could find, including Los Angeles County Raceway's quarter-mile dragstrip and our two-mile top-speed venue.
So, strap your helmet on tight, glue your butt to the seat and make sure you're pointed in the right direction; when you pull the trigger on the fastest guns available, you don't want to bite the bullet.
Street savvy
A string of knotted backroads punctuated by miles of freeways and interstates illustrated just how differently Honda and Kawasaki go about producing the fastest motorcycles on the road.
On the Honda, smoothness is the key word. The CBR's 1137cc motor runs eerily smooth, producing a turbine-like rush of acceleration anywhere above 6000 rpm. A dual internal balancing-shaft system nearly eliminates vibration, though some still creeps through the bars around 5000 rpm.
At lower engine speeds, the CBR's huge, 42mm Keihin flat-slide carburetors hamper throttle response due to the low velocity of the air passing through them. But as the revs jump, the slides rise and let 135 ponies loose at 9750 rpm, shoving the scenery into fast-forward with a simple twist of the wrist and a click through the somewhat notchy six-speed tranny.
If you're looking for a big bike that feels small, the CBR fills the bill. A somewhat narrow fairing, a low, flat windscreen and bars that are fairly close to the rider make the XX feel more like a 900 than a big-bore Open-classer. Wind protection is excellent and, coupled with a comfortable seat and rational ergonomics, makes the Honda a perfect allday mount.
At 557 pounds full of fluids, the XX is no Tonka toy, but it flicks through the tight stuff with ease. A healthy push on the bar is necessary to transition the CBR quickly, but precise, neutral steering and decent front-end feedback give the rider confidence to maintain a spirited pace.
Still, why Honda saw fit to slap a 43mm, non-adjustable Showa fork on an $11,499 motorcycle we'll never know. Its excessive low-speed compression damping is the only hitch in the CBR's otherwise flawless swing, causing enough movement in the front end over rippled bumps to shake the rider's confidence. With the addition of a properly calibrated, fully adjustable fork, the CBR would be nearly without fault.
Actually, making the XX perfect would require the deletion of Honda's newest Linked Braking System (LBS). Although the brakes are extremely powerful, the hobby-horse effect caused by the linked system had some of our testers cursing the system - especially those who use rear-braking as an aid to refine corner-entry speeds. On a Gold Wing, linked braking is fine, but we don't think it belongs on one of the fastest production sportbikes ever built
Full Spead Ahead
Honda CBR1100XX vs Kawasaki ZX-11:
Don't blink - you'll miss 'em.
Source: Sportbike 1997
America's motorheads have a serious speed addiction, and you're looking at the fix. Honda's CBR1100XX and Kawasaki's ZX-11 aer the fastest production motorcycles on the market, serving up a warp-speed helping of adrenaline on demand to quell your speed shakes and horsepower withdrawels.
For genuine big-bore junkies, one of these bikes will get the job done better than the other. The question is, which one? For the answer, we gunned them both down the best stretches of asphalt we could find, including Los Angeles County Raceway's quarter-mile dragstrip and our two-mile top-speed venue.
So, strap your helmet on tight, glue your butt to the seat and make sure you're pointed in the right direction; when you pull the trigger on the fastest guns available, you don't want to bite the bullet.
Street savvy
A string of knotted backroads punctuated by miles of freeways and interstates illustrated just how differently Honda and Kawasaki go about producing the fastest motorcycles on the road.
On the Honda, smoothness is the key word. The CBR's 1137cc motor runs eerily smooth, producing a turbine-like rush of acceleration anywhere above 6000 rpm. A dual internal balancing-shaft system nearly eliminates vibration, though some still creeps through the bars around 5000 rpm.
At lower engine speeds, the CBR's huge, 42mm Keihin flat-slide carburetors hamper throttle response due to the low velocity of the air passing through them. But as the revs jump, the slides rise and let 135 ponies loose at 9750 rpm, shoving the scenery into fast-forward with a simple twist of the wrist and a click through the somewhat notchy six-speed tranny.
If you're looking for a big bike that feels small, the CBR fills the bill. A somewhat narrow fairing, a low, flat windscreen and bars that are fairly close to the rider make the XX feel more like a 900 than a big-bore Open-classer. Wind protection is excellent and, coupled with a comfortable seat and rational ergonomics, makes the Honda a perfect allday mount.
At 557 pounds full of fluids, the XX is no Tonka toy, but it flicks through the tight stuff with ease. A healthy push on the bar is necessary to transition the CBR quickly, but precise, neutral steering and decent front-end feedback give the rider confidence to maintain a spirited pace.
Still, why Honda saw fit to slap a 43mm, non-adjustable Showa fork on an $11,499 motorcycle we'll never know. Its excessive low-speed compression damping is the only hitch in the CBR's otherwise flawless swing, causing enough movement in the front end over rippled bumps to shake the rider's confidence. With the addition of a properly calibrated, fully adjustable fork, the CBR would be nearly without fault.
Actually, making the XX perfect would require the deletion of Honda's newest Linked Braking System (LBS). Although the brakes are extremely powerful, the hobby-horse effect caused by the linked system had some of our testers cursing the system - especially those who use rear-braking as an aid to refine corner-entry speeds. On a Gold Wing, linked braking is fine, but we don't think it belongs on one of the fastest production sportbikes ever built
Aggelos 1969
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Δεν έχετε πιάσει το νόημα μάλλον ο Μπάμπης είναι έτη φωτός μπροστά. Θα βάλει στον ζούζουρα φρένα και αναρτήσεις απο μπούσα, σέλα και μπροστινά από rt και φέρινγκ από χχ. Θα φτιάξει το τέλειο μηχάνημα από γκάζι και σε ταξίδια ταμάμ στα μέτρα του.
If you think words like "smooth" and "refined" are for sissies, the ZX-11 may be your kind of hyperbike. Its 1052cc inline-Four feels more like a small-block Chevy V-Eight than a motorcycle engine, bellowing a gruff, throaty exhaust note while hammering out just over 130 horsepower.
The Eleven just feels meaner than the CBR, like a bucking bronco waiting for just the right moment to catch its rider by surprise. A hiccup in the ram-air-fed, 40mm Keihin carbs causes a stumble at just over 4000 rpm; but once the tach needle passes 5500 rpm, the bike accelerates hard enough in first gear to let the sun shine beneath the front tire. The Kawasaki's six-speed gearbox is far from buttah, but it's a step up from the Honda's.
Unlike the CBR, the Kawasaki feels every bit as big as its 601 (wet) pounds suggest. An enormous windscreen, and fairing stretch in front of the rider, effectively shielding him from the elements -though our shortest tester's head was buffeted when carrying a passenger. The seat is the best found on any sportbike, and remains comfortable even after long days in the saddle. Riders with shorter arms may find the reach to the bars a bit lengthy, but the ergonomic package is otherwise well laid-out.
Because the Eleven has considerable heft and an outdated suspension, it's a bit more work in the twisties. its 43mm fork is adjustable for spring reload and rebound damping. When the pace quickens over a bumpy road, the bike bucks front and back, and the chassis never seems able to settle down. Steering is lighter than you'd expect from such a big motorcycle, but the rider never feels totally in touch with the raked-out front end.
What's more, slowing down over a quarter-ton of ZX and rider overworks the Kawasaki's two, double- action Tocico calipers and 320mm rotors; if the ZX is ridden aggressively, stopping power diminishes noticeably as heat builds in the rotors. Just one more indication that Kawasaki's king of speed, now in its eighth year, is showing its age.
Quarter-mile maulers
In America's favorite measure of performance - timed acceleration over a 1320-foot distance - the Honda's hydraulic clutch didn't like upper-rpm launches, which cause it to heat up excessively and engage abruptly. The best launch was made below 6000 rpm, and the Honda still wheelied to a best time of 10.30 seconds at 134.9 mph. A more slipable clutch would bring the Black Beast down into the mid 10.20s.
A superior clutch and enough power to pull a train helped the ZX-11 nip the Honda with a 10.28-second, 135.1-mph run. The Kawasaki's only problem at the dragstrip came as a result of a big wheelie; the landing loosened the steering-head bearings enough to allow the front tire to shudder back-and-forth more than a quarter-inch. After a quick adjustment by a local dealer, Palmdale Honda, we were back in business.
The Eleven just feels meaner than the CBR, like a bucking bronco waiting for just the right moment to catch its rider by surprise. A hiccup in the ram-air-fed, 40mm Keihin carbs causes a stumble at just over 4000 rpm; but once the tach needle passes 5500 rpm, the bike accelerates hard enough in first gear to let the sun shine beneath the front tire. The Kawasaki's six-speed gearbox is far from buttah, but it's a step up from the Honda's.
Unlike the CBR, the Kawasaki feels every bit as big as its 601 (wet) pounds suggest. An enormous windscreen, and fairing stretch in front of the rider, effectively shielding him from the elements -though our shortest tester's head was buffeted when carrying a passenger. The seat is the best found on any sportbike, and remains comfortable even after long days in the saddle. Riders with shorter arms may find the reach to the bars a bit lengthy, but the ergonomic package is otherwise well laid-out.
Because the Eleven has considerable heft and an outdated suspension, it's a bit more work in the twisties. its 43mm fork is adjustable for spring reload and rebound damping. When the pace quickens over a bumpy road, the bike bucks front and back, and the chassis never seems able to settle down. Steering is lighter than you'd expect from such a big motorcycle, but the rider never feels totally in touch with the raked-out front end.
What's more, slowing down over a quarter-ton of ZX and rider overworks the Kawasaki's two, double- action Tocico calipers and 320mm rotors; if the ZX is ridden aggressively, stopping power diminishes noticeably as heat builds in the rotors. Just one more indication that Kawasaki's king of speed, now in its eighth year, is showing its age.
Quarter-mile maulers
In America's favorite measure of performance - timed acceleration over a 1320-foot distance - the Honda's hydraulic clutch didn't like upper-rpm launches, which cause it to heat up excessively and engage abruptly. The best launch was made below 6000 rpm, and the Honda still wheelied to a best time of 10.30 seconds at 134.9 mph. A more slipable clutch would bring the Black Beast down into the mid 10.20s.
A superior clutch and enough power to pull a train helped the ZX-11 nip the Honda with a 10.28-second, 135.1-mph run. The Kawasaki's only problem at the dragstrip came as a result of a big wheelie; the landing loosened the steering-head bearings enough to allow the front tire to shudder back-and-forth more than a quarter-inch. After a quick adjustment by a local dealer, Palmdale Honda, we were back in business.
Top speed
In the Mojave high desert, it's either windy or it's really windy. On the day we chose for top-speed testing, it was really (expletive) windy. The ZX-11's fairing apparently doesn't like high winds, so the front end sometimes gets light above 140 mph, forcing the rider to steer with the pegs. With the wind at its back, the Eleven pulled a 179-mph run out of the bag, but it dropped to 164 mph running into the wind. That averages out to 172 mph - impressive, considering the conditions.
Performance
Honda CBR1100XX Kawasaki ZX-11
Top speed (mph) with wind 180 179
Against wind 160 164
Average 170 172
Quarter mile 10.30 sec @ 134.9 mph 10.28 sec @ 135.1 mph
The CBR-XX didn't fare quite so well, even though Honda has gone to great lengths to make it aerodynamic. A piggy-back headlight helps reduce drag in the steeply raked fairing, and the front turnsignals are located on the backsides of the well-placed mirrors. Still, when bucking a headwind, the Honda could only manage 9900 rpm, in sixth gear, or 160 mph. With the wind, it pulled an incredible 180 mph, but its 170-mph average still wasn't enough to best the Kawasaki. On a calmer day (a rare occurence in the high desert in January), both bike would have managed higher average speeds.
So what?
In the performance ratings, the Kawasaki pulled ever-so-slightly ahead; but for everyday ridability, the CBR1100XX kicks ass. If you're looking for a big-bore bruiser for the street, the Kawasaki can still fight it out with the best of them. But if you're after an equally impressive performer with civilized manners to match, the Honda wipes the slate clean.
In the Mojave high desert, it's either windy or it's really windy. On the day we chose for top-speed testing, it was really (expletive) windy. The ZX-11's fairing apparently doesn't like high winds, so the front end sometimes gets light above 140 mph, forcing the rider to steer with the pegs. With the wind at its back, the Eleven pulled a 179-mph run out of the bag, but it dropped to 164 mph running into the wind. That averages out to 172 mph - impressive, considering the conditions.
Performance
Honda CBR1100XX Kawasaki ZX-11
Top speed (mph) with wind 180 179
Against wind 160 164
Average 170 172
Quarter mile 10.30 sec @ 134.9 mph 10.28 sec @ 135.1 mph
The CBR-XX didn't fare quite so well, even though Honda has gone to great lengths to make it aerodynamic. A piggy-back headlight helps reduce drag in the steeply raked fairing, and the front turnsignals are located on the backsides of the well-placed mirrors. Still, when bucking a headwind, the Honda could only manage 9900 rpm, in sixth gear, or 160 mph. With the wind, it pulled an incredible 180 mph, but its 170-mph average still wasn't enough to best the Kawasaki. On a calmer day (a rare occurence in the high desert in January), both bike would have managed higher average speeds.
So what?
In the performance ratings, the Kawasaki pulled ever-so-slightly ahead; but for everyday ridability, the CBR1100XX kicks ass. If you're looking for a big-bore bruiser for the street, the Kawasaki can still fight it out with the best of them. But if you're after an equally impressive performer with civilized manners to match, the Honda wipes the slate clean.
μαλιστα....
Πιο δυνατο το ζουζουρι !!!!
Καλα στις χαμηλες φανηκε κατευθειαν οτι ειναι πιο γεματο απ το xx
αλλα βλεπω και ψηλα .....τα ιδια
Η φυσικη αναβαθμιση απ το ζζρ...ειναι ΜΟΝΟ ΤΟ ΜΠΟΥΣΑ
Απ την αρχαια σκοτωστρα, πας στη μοντερνα..αχαχα
Το ΧΧ ειναι κυριλε...εχουμε τετοιο
Πιο δυνατο το ζουζουρι !!!!
Καλα στις χαμηλες φανηκε κατευθειαν οτι ειναι πιο γεματο απ το xx
αλλα βλεπω και ψηλα .....τα ιδια
Η φυσικη αναβαθμιση απ το ζζρ...ειναι ΜΟΝΟ ΤΟ ΜΠΟΥΣΑ
Απ την αρχαια σκοτωστρα, πας στη μοντερνα..αχαχα
Το ΧΧ ειναι κυριλε...εχουμε τετοιο
Aggelos 1969
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Sapiokaravo
well know member
Λοιπον για να μαθετε, ο Μπαμπινος θα χτυπησει και τα δυο!
Και ΧΧ, και Busa ωστε να κανει το μεγαλο συγκριτικο μετα στις ευθειες της Θηβας!
Και ΧΧ, και Busa ωστε να κανει το μεγαλο συγκριτικο μετα στις ευθειες της Θηβας!
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Επειδή τη ψυλλιάζομαι τη δουλειά, μήπως να ξεκινήσεις να κοιτάς προς τα εκεί που πραγματικά θέλεις να πας?
www.car.gr
Υπάρχει κι εναλλακτική προταση αλλά θελει χώρο και χρόνο για να τη φέρεις στα... μέτρα της! :)
Kawasaki Ninja H2 '18 SX SE AKRAP ΠΡΟΣΦΟΡΑ ΕΩΣ 31/7 - Car.gr
Στο κατάστημα μας μπορείτε να αποκτήσετε σε υπέρ άριστη κατάσταση την Sport Tourning μοτοσικλέτα...
www.car.gr
Υπάρχει κι εναλλακτική προταση αλλά θελει χώρο και χρόνο για να τη φέρεις στα... μέτρα της! :)
