zaterdag 12 december 2015


Husqvarna Nuda R (ABS)

Husqvarna was founded near the town of the same name in Sweden in 1689, well before even cycles were invented. The first product was a gun or rifle. If you look at the logo you are looking into the barrel and you can see the sights on top.

As with many motorcycle manufacturers, Husqvarna first began producing bicycles in the late 19th century. In 1903, they made the jump to motorcycle manufacturing. The first "Husky" motorcycles used imported engines, and it wasn't until 1918 that Husqvarna began producing machines built entirely in-house.

In 1987, the Husqvarna motorcycle division was sold to Italian motorcycle manufacturer Cagiva and became part of MV Agusta Motor S.p.A. The motorcycles, widely known as "Huskies / Husky", are from now on produced in Varese.

When Husqvarna motorcycles was bought by Cagiva MV Agusta in 1987 - plans were set to relocate to Italy by 1988. The core Husqvarna development team chose to rather remain in Sweden - breaking away and launching ‘Husaberg’ in 1988.

In July 2007, Husqvarna motorcycles was purchased by BMW for a reported €93,000,000. BMW Motorrad planned to continue operating Husqvarna Motorcycles as a separate enterprise. All development, sales and production activities, as well as the workforce, remained at its location in Varese, in Italy. BMW intended to position Husqvarna as "the two-wheeled version of what Mini is to the BMW's car division.

In 2013 Pierer Industries AG (Husaberg’s owner) bought Husqvarna Motorcycles - marking the reunion of two halves of the original Husqvarna brand of the 60’s and 70’s! For 2014 the ‘new’ Husqvarna Motorcycles brand returns to it’s glorious origins with state-of-the-art technology and the iconic Swedish blue, yellow and white colour-scheme.

BMW Motorrad and Husqvarna Motorcycles introduced the new Husqvarna Nuda 900 series at the IAA 2011 auto show in Frankfurt, Germany in September.
It stayed in production until 2013
There where 2 models the Nuda 900 and the Nuda 900 R
The later 2013 models where equipped with optional ABS

Combining exotic Italian design with the technical brilliance and engineering expertise of the BMW Group, this road-going Husqvarna begs to be ridden hard and is equipped with the kind of quality components that allow you to exploit and enjoy its considerable performance potential.

Powering the Nuda is a highly modified version of the 800cc parallel twin utilised by BMW across a variety of on and off-road models. In Husqvarna guise this engine makes the donor powerplant feel soft and dull, even in BMW’s highest F800R spec’; the Nuda engine is in another league entirely. About the only thing they share are the crankcases and gearbox.

New crank, rods, piston, cylinder head, cams, valves and more compression along with a 100cc hike in capacity from a 2mm larger bore and 4.5mm longer stroke give the Nuda not only a lot more balls, but also a lot more attitude. The clincher is the switch to a 315-degree crank which gives an uneven firing order and injects a huge level of charisma that the BMW clearly lacks.

Thumb the starter button and the Nuda settles down into a gruff idle, with a surprising level of bark from the twin-outlet muffler. A twist of the throttle produces a unique note, a cross between a Ducati and a well-tuned Harley Sportster perhaps…?

Twist the throttle in anger and it is clearly more Ducati than Harley, but with better manners and a more urgent surge of torque down low than the Italian bike. And I am not just talking the slapped in the face with a soggy lettuce M696, or the M796, the Nuda donk is a match for the Monster 1100. And with both bikes on standard pipes, I reckon the Husky sounds better.

2013 Husqvarna Nuda 900R ABS - Specifications/Technical Details


Type Water cooled 4-stroke in-line two-cylinder, two overhead camshafts, dry sump lubrication
Bore / Stroke 84 mm x 81 mm
Capacity 898 cc
Rated output 77 kW (105 hp) at 8,500 rpm
Max. torque 100 Nm at 7,000 rpm
Compression ratio 13.0:1
Mixture control / Engine management Electronic intake pipe injection / digital engine management, two engine mappings (switchable by customer)
Emission control Closed-loop 3-way catalytic converter, emission standard EU3 Performance
Performance / Fuel consumption
Maximum speed Over 200 km/h
Fuel consumption over 100 km at constant 90 km/h 4.3 l/ 100 km [Trans]
Fuel consumption over 100 km at constant 120 km/h 5.95 l/ 100 km
Fuel type Unleaded super, minimum octane rating 95 (RON)
Electrical System
Alternator 390 W 12V
Battery 14 Ah, maintenance free
Power Transmission
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Endless O-ring chain with shock damping in the rear hub
Chassis / Brakes
Frame Tubular steel trellis main frame and rear frame, removable passenger footpegs
Front wheel location / suspension Sachs Up Side Down fork, ø 48 mm, rebound and compression damping adjustable, spring preload mechanically adjustable
Rear wheel location / suspension Cast aluminium dual swingarm, cantilever with Öhlins shock absorber, rebound and compression damping adjustable, spring preload mechanically adjustable, length adjustable (10 mm)
Travel front / rear 210 mm / 180 mm
Wheelbase 1,495 mm
Castor 101 mm
Steering head angle 65.5°
Wheels Cast aluminium wheel
Rim, front 3.5"x17"
Rim, rear 5.5"x17"
Tyres, front 120/70 ZR 17
Tyres, rear 180/55 ZR 17
Brake, front Brembo system: double floating discs, ø 320 mm. 4 - piston monoblock radial calipers with sintered pads
Brake, rear Brembo system: single disc, ø 265 mm with floating caliper
Dimensions / Weight
Seat height, unladen weight 875 - 895 mm (adjustable rear shock length)
Inner leg curve 1,920 - 1,960 mm (adjustable rear shock length)
Unladen weight, road ready, fully fueled 1) 195 kg
Dry weight 174 kg
Permitted total weight 391 kg
Payload (with standard equipment) 196 kg
Usable tank volume 13 l
Reserve approx. 3 l
Length 2,190 mm
Height (not inc. mirrors) 1,225 - 1,245 mm
Width (inc. mirrors) 895 mm

K&N Airfilter and a ReCyclizer (just click on the link)

Due to the emission demands the fuel mixture is very lean.
With this ReCyclizer you wil give the bike more torque, horsepower and make it run much smoother.

I installed the BMW LED Turnsignals.
They are much brighter the Husqvarna turnsignals.
You can change them without upgrading your flasher and without using resistors.

Carbon Hugger from HF Carbon parts witch is slightly longer than the original one.



R&G Licence Plate Holder

Sealing of the rear sub frame otherwise water will collect in your frame and could cause corrosion and eventually damage to the sub frame.

If you want to see how click on the link

zondag 11 oktober 2015

SUZUKI GSX R750 F 1985 "Slabby" "Slabside"

Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985.
The ‘Gixxer’s development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s and early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow.
One of the modern era’s few instant classics and the sole surviving Japanese 750cc sports bike, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today.

Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, with anodised fastenings, tinted screens and after-market pipes among the commonest modifications, a state of affairs that has resulted in original examples of the first version – such as this machine – becoming increasingly sought after by collectors. 

1985 ‘F’ model, the first one made. 

Thirty years after the fact, how many sportbikes still look purposeful, lean, and serious?
The Suzuki Gsxr hit all the critical points: unique profile, unquestioned intent, superb execution.

The GSX-R750 entered the market in March 1985. There's not many bikes out there in mint condition, most of them are ridden very hard and seen their best days. Nevertheless the evolution of modern sports bikes started with the GSX-R750. 
It's a real classic.

With the 1983 RG250 Gamma, Suzuki was the first factory to deliver a true racer replica using race-bred technology to the public.
The next step was to build a 4-stroke 400cc machine for the Japanese home market and a year later a 750cc machine, culmination to the Suzuki's racing experiences in the World Endurance, AMA Superbike and Championship.
The GSX-R750 was first presented at the 1984 IFMA Cologne Show in West Germany. Although it was fully street legal, it was clear that it was built even to compete in the various Worldwide Championships. 

The GSX-R750F entered the market in March 1985. It was considered as the first production motorcycle to offer race-bred technology and performance at an affordable price.
The design philosophy centered mainly on weight reduction. Suzuki went counter to the conventional design by developing SACS (Suzuki advanced cooling system) whereby the cylinder head and the pistons are oil cooled via the engine oil injection, achieving cooling efficiency as good as water-cooling without its weight increase. The computer designed engine package was 10% lighter than the water-cooled versions.

The GSX-R750 also featured the new TSCC (twin swirl combustion chamber) cylinder head, DAIS (direct air intake system , flat side carburetors, six-speed gearbox and hydraulic clutch engaged the power. The chassis featured the finest multi-rib extrusion molded aluminum box section piping and cold-cast aluminum alloy components, MR-ALBOX frame, that weighted 8,1 kg less than half of the conventional steel frames.
These and other weight reduction measures gave the bike sensationally low dry weight of 179 kg, 20% lower than the competing 750s, resulting a superior power-to-weight ratio for much easier power control and quicker handling. 

Nice detail: only the first examples had 3 dials
- Speedo stops at 180 KM/H while the bike goes much faster
- Tachometer starts at 3000 RPM
- Large Fuel gauge

This bike has the optional Duo Seat Cover to make it look like a Endurance Racer

Completing the GSX-R750 design was the endurance racer theme: dual headlights on the aerodynamics full fairing and 18-inch tyres both front and rear.

This particular bike is a ”survivor” all original, driven like it should be and almost 20.000 km on the Speedo.
No. 452 of the first GSX-R750’s ever build.

1985 Suzuki GSX-R750 Specifications

Engine Type: 16-valve, 4-stroke, DOHC in-line four
Power: 106.00 HP (79.04 kW) @ 10500 RPM
Torque: 73 N.m (53.8 ft. lbs.) @ 10000 RPM
Displacement: 749cc (45.71 cubic inches)
Compression: 9.8:1
Bore x Stroke: 70.0mm x 48.7 mm (2.8in x 1.9in)
Fuel System: Carburetion
Ignition: Full transistor
Cooling System: Air-Cooled
Gearbox: 6-speed (1 down, 5 up)
Final Drive: Chain
Dry Weight: 176 kilograms (390 lb)
Seat Height: 755 mm (29.7 in)
Overall Height: 1,200 mm (47.2 in)
Overall Length: 2,130 mm (83.9 in)
Overall Width: 620 mm (24.4 in)
Ground Clearance: 140 mm (5.5 in)
Wheelbase: 1,425 mm (56.1 in)
Front Tire: 110/80-18
Rear Tire: 140/70-18

Suzuki Endurace Racer: 

vrijdag 5 juni 2015


How it started
I bought a Laverda 1200 which was originally a Blue 1200 Sport from 1979.
It had been restored in 1999 and was then painted black and gold as the 30th anniversary model at the time it had done 32000 kilometres.
By the time I bought the bike, it had been standing in a shed for the last 12 years and had done 36381kilometers.
The Carbs were clothed up, dismantled and just laying around as some of the parts.

I Dismantled the bike in one weekend and started to build the bike from the ground up.
I will convert this bike into a Laverda Mirage like the one the Slater brothers build for the British market.

The Laverda's legendary Jota was a British creation. 
Slater Brothers, the UK importers of the day, added the heat. 
A few years later they did the same thing again with the factory's new 1200, turning the big soft tourer into a much more potent missile.
The Jota might have been the most famous of the Seventies laverdas, but the Mirage was in many ways the best of the bunch. 
Like the Jota, it was essentially a tuned-up version of the Breganze factory's standard triple. 
Slater Brothers, the British Laverda importers of the day, created the Jota by uprating the standard 3Cl triple with high compression-pistons, endurance race cams and aloud pipe, lifting the power output to 90bhp and producing a mighty machine that was a match for anything on the road or production-race track.

In 1978, when Laverda bored out the dohc three cylinder lump to 1116cc and fitted flat handlebars and a larger dual-seat to produce the softer, more practical model they imaginatively called the 1200, Slaters struck again. 
With no production racing plans this time they left the compression ratio at the standard 8:1, but added the endurance race camshafts and the Jota exhaust system, increasing performance considerably.
The Mirage was born.

"The 1200 was a soft and woolly tourer to start with, but the cams and pipes really transformed it," recalls Richard Slater, who still runs the business today although brother Roger has lived in America for many  years. 
One of our dealers came up with the name Mirage. 
Laverda also used the name for other markets, but without the tuning bits -they manufactured badges and did a bit of a marketing job on it.

I have made some modifications to the frame to make it better and stiffer all by the experience of Gijs Van Dijk (son of the Dutch Laverda importer) 

Completely overhauled engine by Gijs van Dijk, in his workshop.

First start-up after 3 years of work (Off and on)
For the rest of the restauration:

Check everything after a 50 kilometer ride,