Freedom from Asthma and medication

Freedom from asthma and medication

By Tom Ryan

Asthma is of the greatest personal interest to me. This is as a result of helplessly seeing my mother suffer excruciatingly from Asthma for 36 years. She finally died at the age of 68. My contention is that the Asthma medication took many years from her life. I would like to share with you and your subscribers a very simple and effective Asthma treatment that gives permanent results, naturally and cost effectively.

The family connection with asthma does not stop here. The first inhaler was developed, invented or created by a relative of mine. Jim Ryan the founded of Rybar Laboratories. Jim was young farmer who suffered from Asthma. In the late 1930s he was on medication which came from Germany. The war came in 1939 and his supply of medication was cut off. In desperation he went to the UK by ship a hazardous journey in those days. He had a chemical analyst in London analysis the contents of his German medication. He then asked if they could make up a years supply for him. On returning to Tipperary in Ireland he told his Asthmatic friends of his good fortune. One after another they asked him for some. His generous nature soon had him on his way back to London for another supply.

He returned this time with a large supply. He explained to his asthmatic friends that the London trip was expensive and perilous so they would have to pay for a supply of medication. They were desperate for relief and soon he had a nice little business in operation.

One day while taking his medication he noticed his mother applying perfume with an atomiser. He thought I am taking this stuff by spoon and very little of it is going where asthma is affecting me. On request his mother gave him a spare atomiser. He tried his Asthma Medication in the perfume atomiser. It didn’t work because it was two thick. He boiled some foxgloves (Digitalis) and used the liquid to thin the medication until he could spray it with the atomiser.

To the best of my knowledge this was the world’s first Asthma inhaler. He modified the atomiser and patented his new inhaler. He had his chemist find a better way to thin his medication. He then patented this new substance. Eventually he bought out the chemical analysts business and Rybar Laboratories was born. When I visited Rybar Laboratories in Kent in the early 1970s by then it was a huge complex. An Asthma monster had grown beyond all expectations. Ryan did the best he could in a time of war and poverty. Has mankind not matured enough since then in the sense of new information and materials to open a new and more efficient page in the treatment of asthma?

In 1997 I inadvertently opened a letter to a previous occupant of my home. It was an invitation to bring his 9 year old Asthmatic Daughter for a treatment which it claimed could eliminate her Asthma symptoms and her need for medication. “What kind of quackery is this” I thought. I was livid knowing there was no relief for asthma as a result of searching for years on behalf of my long suffering mother. Christopher Drake from Australia was visiting Ireland to work with Asthma patients with something he called “The Buteyko Method.” I felt that he was preying on the misery of asthmatics.

I picked up the phone and called him. A heated exchange took place. I told him to take himself and his quackery back to Australia. His reply was a cool challenge. He said “Come and observe my workshop where I will be treating a number of Asthmatics. If you don’t see their breathing normalise in less than a week and their need for medication disappear I will go back to Australia but if you see all that I claim coming true then I challenge you to become my student and learn the method. I took the challenge and I saw miracles taking place before my eyes. How I imagined what the quality of my mothers life could have been with this treatment. The result is I became a Buteyko Practitioner to add a new and exciting addition to my Hypnotherapy practice. I was going to cure the world of Asthma.

Christopher warned me that it was not going to be as easy as I thought. He said “You have no idea of the resistance you will encounter. In the mid 1990s a highly publicised TV presentation of the Buteyko miraculous relief from Asthma was watched by a record 38 million UK viewers. A team of 6 Buteyko Practitioners manned the phones to answer the resulting calls. The results were dismal. They got very few calls. The world of asthma brainwashed by medical orthodoxy was not ready to embrace this medication free treatment. Christopher said this would be a long slow process and so it proved to be.

It was easy to deal with the Asthma. It was very difficult to deal with the prevailing beliefs about it. There is a lot of secondary gain, fear and dependence on medication that needs to be overcome by educating Asthmatics. The competition has had a head start with all the years of medication together with the power of the pharmaceutical and medical establishments. It takes a few seconds to write a prescription. It takes hours of work to teach the Buteyko Method. Guess which one the doctors will opt for every time?

Although I have treated thousands of clients for a wide variety of reasons only a small minority of them are asthmatics. However I have seen the most dramatic changes in the quality of their lives. One example is the story of Amy. (Not her real name) Amy’s mother brought her 13 year old daughter whose Asthma was causing her to miss a lot of school as well as having to contemplate giving up her favourite pursuit. She was a champion Irish dancer. Amy came for 6 sessions during which I taught her how to control and normalise her breathing with the Buteyko Method. Her transformation was dramatic. Soon she was breathing normally and was free of all medication. I kept in touch with her mother over the years. There were no relapses. She remains completely asthma free. She continued to be a champion Irish dancer and featured on a number of TV shows. Now at the age of 25 she runs her own successful Irish Dancing school. What would her life have been like if she had continued to be medication dependent asthmatic? Amy’s story is not unique as virtually all of those I have treated in this way have had similar results.

The Buteyko method can be modified for a wide variety of reasons. We breathe more than we do anything else. Consequently breathing is the most important thing to do right. The following is a chapter from my forthcoming book “The Stress Buster” which describes the method in detail. It shows how it can be used to deal with a wide variety of common problems and disabilities.

Excerpt from “The Stress Buster” which will be available this fall.

Chapter 5 

Dealing with Physical and External sources of Stress

                                  De Stress Your Physiology                                                              

                                       De Stress Your Body

Incorrect Breathing                                              

The commonest source of stress:

What if you could voluntarily lower your pulse and blood pressure? What if you could apply physiological processes to stop your nervous system from becoming stressed and tired and from draining your energy? What if you could voluntarily stop anxiety or panic in its tracks every time? What if you could voluntarily control and deliver elevated levels of oxygen directly to the brain to improve your physical and mental capacity? What if you could wake up full of energy and enthusiasm every morning? What if you could increase your endurance hundreds of percent? What if you could control the efficiency of the functioning of your mind and body? These are a few of the refinements you can learn to engage in once you have mastered breathing control. How can you accomplish this?

The practical ability to control the breathing enables you to control the brain and the nervous system. You can maintain a state of relaxed calmness and a rock steady state of clarity of mind even in a crisis.

There is little awareness of the relationship between brain, mind and body in relation to breathing. We have already seen how brainwave frequencies have a profound impact on our lives. To successfully master the ability to maintain Alpha and lower brain waves long term it is necessary to control and optimise the quality of your breathing. Otherwise it is next to impossible to maintain Alpha for long or go much beyond it. Once you normalise and optimise your breathing with the exercises in this chapter you are well on the road to physical and mental excellence as well as freedom from stress.

 ”The removal of outside stimuli and the suspension of the breath within the nostrils controls the mind, and the transcendentalist becomes free from desire, fear and anger, and the one who is always in this state is certainly liberated.”                           Bhagavad-Gita

              Freedom from stress and suffering

No one who breathes within the optimal physiological norms experiences stress or mental problems. On the contrary, they are of an invariably relaxed disposition. Their mind is invariably clear and they are at peace. They can control their mind instinctively and effortlessly. Anyone can observe how the mind can excite breathing, but very few realise how breathing can excite or calm the mind. Those who breathe optimally have some interesting tendencies.

The Physical Characteristic of a Healthy Breather

They don’t suffer with any of the ‘diseases of civilisation’.
Physically they tend to be lean, muscular and mobile.
They eat sparingly and prefer simple and natural food
They require less sleep, around four to six hours a day and wake more rested.
They can relax easily and maintain states of relaxation with ease.
Their level of energy is consistently high and their stamina remains significantly above average. They enjoy physical activity.
Their posture tends to be naturally upright and elongated.

The mental characteristics are equally dramatic

From a mental perspective, those who breathe optimally tend to be logical and calm.
They are not given to paranoia, consuming anger, or greed.
They can sustain long periods of intense concentration with little effort.
They do not experience mood swings or hyperactivity.
They input, process and retain information with ease.
Their natural demeanour reflects calmness, self assurance, confidence and ease.

“Mind and breath have the same source. Hence breath is controlled when mind is controlled and mind, when breath is controlled. Breath is the gross form of the mind.”       Bhagavan Sri Ramana Maharshi

The more stressed people become, the more they tend to hyperventilate, and the more they hyperventilate the more stressed they become. This becomes a vicious downward spiral going beyond stress and into anxiety, panic and depression.

Our body is an organism animated by mind and is not a machine or a mechanical device, but the state of our breathing determines our state of mind and vice versa. Consequently our breathing habits and our stress levels are directly interlinked.

Breathing is absolutely vital for our survival. Any disturbance to our breathing can profoundly affect our health and state of mind. Breathing starts from the moment of our birth and continues to the end of our life. During this process we inhale air which contains about 21% oxygen. We are told that as a result of our breathing our blood gets oxygenated and we exhale carbon dioxide as a waste gas but it is not as simple as that.

An average human breathes some 10 times per minute, 600 times per hour, or 14,400 times per day and 5,256,000 times per year. Some people’s breathing rates are nearly treble that. Do you think the people who breathe 10 times per minute function at the same rate as those who breathe at 35 times per minute?

Less than 10% of people breathe within healthy normal breathing parameters. The medical norm for breathing established about a century ago is no longer the norm today. People breathe about twice as much or more air than people did 100 years ago. This is a disaster from a stress and general health perspective.

Death By Breath

We now have new conditions which have come about as a direct result of intolerable amounts of stress caused primarily by hyperventilative breathing being inflicted on our physical organism such as ‘Sudden Adult Death Syndrome’. When autopsies are conducted the cause of death is attributed to where the organism broke down. It will always break down at its weakest point, but hyperventilation is what created the level of stress that triggered the breakdown. We can live a relatively healthy life with those weaknesses if we learn to breathe properly. A similar occurrence takes place with the tragedy of ‘Cot Death Syndrome.’ The real cause is Hyperventilative mouth breathing. No autopsy can accurately measure or detect the kind of breathing – and its effects – that was going on prior to death in either instance. Only when this is taken into account can tragedies such as these be prevented.

“The perfect man breathes as though he is not breathing”. Lau Tzu, 604-521 B.C.

Since we breathe more than we do anything else, it stands to reason that how we breathe must have a profound effect on every aspect of our lives. This includes our stress levels. Yoga has recognised this fact from time immemorial. However, most modern yoga breathing that advocate deep breathing have little or nothing to do with healthy – stress free – breathing.

There is absolutely no scientific evidence to support the deep breathing for health myth. Hundreds of published studies have clearly shown that hyperventilation (or breathing more than the medical norm) reduces oxygen supply to the brain, heart, liver, kidneys, and all other vital organs. Hence, it is only people who are uneducated about breathing who say, ‘Take a deep breath to get more oxygen.’

                 The Physiology of Breathing

Let us look at breathing in a completely new – and very ancient – way from a stress perspective. Before we are born we live in a near perfect environment in our mother’s womb. Therein you got 2% O2 per litre volume of blood and 8% CO2 the rest being primarily embryonic fluid.

Our first breath intake after birth dramatically changes to 21% O2 and 0.03% CO2.  No living organism could survive such a drastic atmospheric change. However we have lungs which are designed to convert that ratio back to something similar to what we experienced in the womb. Contrary to the popularly held belief, the lungs are not primarily for breathing in O2 and breathing out CO2. They are also storehouses for maintaining the vital life requiring levels of CO2 that we manufacture in our bodies for survival. There isn’t enough CO2 in the atmosphere to keep us alive.                                                                                                                    

Not enough CO2 available in the atmosphere.

Contrary to the current popular pseudo scientific nonsense, there is not enough CO2 in our atmosphere to sustain human life. The body needs a minimum of 6% CO2 to sustain healthy life. If it drops too much below that level, stress builds up and the quality of life in general deteriorates. When it reaches a critical level we die.

When you breathe through your mouth it is like bypassing the carburettor or breather in a car. The mixture of fuel and oxygen is wrong and the result is the car will backfire or splutter and stop. In humans – when we bypass the nose and breathe through our mouth – the process is similar except we are much more resilient than cars and the body will compensate in many ways, but always with serious negative consequences to the brain and the body in general. The first of those symptoms is stress.

We breathe more than we eat, drink or sleep. Consequently, breathing is the most important of all processes for well-being, stress control, for general health and indeed for life itself.

People who habitually mouth breath are NOT functioning efficiently and cannot be in – or maintain – a state of optimum health. When the body does not have its appropriate amount of carbon dioxide, it cannot process oxygen efficiently and therefore the body doesn’t get enough oxygen at the cellular level so at best sluggishness of every cell, every organ and every bodily system is the result.

Properly balanced gases in the body are essential to control stress levels, for health and for quality of life. The efficient functioning of the brain is dependent on proper breathing.

“The brain, by regulating breathing, controls its own excitability” Balestrino & Somjen, 1988.

When, due to inappropriate breathing CO2  levels fall below 6% an alarm message goes to the brain saying ‘help… help, body in distress CO2 reaching critically low levels – too low to sustain healthy life’.

Alarm is raised and the stress mechanism is immediately activated. This is a recurring theme experienced by habitual mouth breathers whose stress levels are being constantly triggered and maintained at critically low levels.

As a result constant messages are being sent to the brain triggering off alarm and stress reactions. This in its most extreme form gives rise to panic attacks. Asthma attacks are essentially the same thing. A lesser reaction would result in an anxiety attack, and a lesser degree still causes tightness and constriction in the chest and the breathing areas causing tension and stress. Generally when people talk of having stressful jobs or work it’s more about how they perceive their work and how they are breathing rather than the intrinsic stress of the job.

How people process alarming information triggers hyperventilation breathing, which triggers stress/anxiety/panic. This could be related to stress thresholds, negative anchors, work, training, home life or virtually any activity.

                       Sleep & Stress

“Hyperventilation leads to spontaneous and asynchronous firing of cortical neurons”.            Huttunen ET. Al. 1999.

When mouth breathing becomes dominant during sleep it gives rise to sleep apnoea. Consequently the body is flooded with adrenalin and cortisol, and the person wakes up gasping, frightened and disorientated and can’t get back to sleep again. It’s the equivalent of drinking 6 or more black coffees with 3 sugars in each cup. Their heart is thumping, the head is throbbing; adrenalin and cortisol are poisoning the system, and the toxic residue that is left behind puts pressure on the liver and other organs. The result is ‘Toxic Sleep Syndrome’. When arising in the morning the toxic body leaves the person feeling like they have a bad hangover. That is how and why so many people start the day in a state of stress even before they get going.

The Simple Solution

When the breathing is regularised by the simple process of placing a strip of surgical tape from the chin to the upper lip to keep the chin up and the mouth gently closed (not gagged) during sleep the person will breathe through the nose all night and the above reaction won’t happen. It’s also an effective way of dealing with snoring. Those who do this will have a restful rejuvenating sleep and wake up refreshed in the morning free of stress.

PANIC ATTACKS/ BLUSHING/     ADDICTIONS/DEPRESSION/OBESITY/

INSOMNIA

Regardless of what triggers a panic attack or phobic reaction (i.e. flying, enclosed spaces, animals etc.) unless the hyperventilation process takes place, it is physically impossible to trigger the mechanisms to create a panic attack or anxiety. 

Hyperventilation causes the body to lose CO2 which sends a message to the neo-cortex which releases its gases to the body and then temporarily closes down, followed by more hyper-ventilation which depletes the released CO2 resulting in the midbrain closing down – by the same process – leaving the reptilian part of the brain dominant which continues to compensate for the deficit of CO2 by stimulating adrenalin production and constriction of the bronchi giving rise to distress and panic.

This is why the old principle of breathing into a brown paper bag works to alleviate a panic attack as it allows the person to breathe much needed CO2 back into the body, which would be otherwise depleted by hyperventilation.

Mouth Breathing causes Stress

Mouth breathers are always stressed or ill, all of the time. One of the primary symptoms of mouth breathing and CO2 imbalance in the body is what we call depression. Because the old reptilian part of the brain lives in a black and white primitive state of fear and alertness it is limited to the flight/fight response to fear, anger, defensiveness and aggression. Depression is all of those, directed inward. The reptilian brain has no capacity to experience happiness, joy or real pleasure – other than the pleasure of overeating or over indulgences in alcohol or drugs.

Insomnia and Sleep Apnoea

 Mouth breathing is the primary cause of insomnia as it causes anxiety and hyperactivity and is the only cause of sleep apnoea because of the gases imbalance it causes in the body. Snoring is a symptom of nocturnal mouth breathing and leads to a condition called ‘Toxic Sleep Syndrome’ where the person wakes up after an apparently full night’s sleep feeling tired, exhausted, hung-over and even in pain. This condition – while being very common – has never been recognised or understood before I identified it.

Mouth breathing is also the cause of Reynaud’s disease (cold extremities) because when the body is not properly oxygenated it withdraws blood from the extremities to give to the essential organs- hence Reynaud’s disease. Up to 150 other diseases and conditions including asthma can be directly attributed to mouth breathing.

“Can you control your mind so that it never strays from the way of Tao? Can you control your breathing so that it is soft and gentle like a new born babe?”                        Lau Tzu

Breathing Practices For Excellent Health

For excellent health and stress free living breathe through the nose – gently engaging the diaphragm – throughout the day and night.

Learn to Breathe Properly

Become aware of your breathing and practice breathing gently through your nose at all times. A healthy breather should be able to breathe out through the nose and hold it out for 60 seconds. Do not attempt this yet as you will learn to do it properly shortly. The chart below shows the health levels people experience in relation to their ability to hold their out breath.

Number of seconds one can hold the out breath

Consequent state of health related to breathing patterns

60 seconds out

Optimum Health

50 seconds

Good

  40 seconds  

Reasonable.                                     Stress begins

30 seconds                            

Sluggishness.               At this level a person

may get asthma and panic attacks

 20 seconds

Ill and poor physical health

10 seconds or less

Barely functioning / Seriously ill

Breathing Exercise to Control Stress

When you practice the following breathing techniques accurately and diligently – in three lots of each exercise time – by three times a day, you will quickly experience a great reduction of stress and its effects. Your thinking will become much clearer. You will sleep much better and generally feel more energised, healthy and happier. Physically you will experience a slowing rate of pulse, lowering of blood pressure and the reversal of chronic conditions and ailments. Enhanced energy and all over well-being become the norm. Once you get started you can expect positive results within a few days.

Breathing Exercise

This exercise should be done three times, first thing in the morning on an empty stomach. Repeat it (three times each session with a two minute minimum time of relaxed nose breathing between each exercise) three or more times as described below, again on an empty stomach. Just before meals, is the best and indeed the only time to do this unless you are fasting.

Imagine there is a tiny feather dangling off the tip of  your nose
Breathe very gently and slowly – in and out – through the nose (from the diaphragm) so gently as not to disturb this feather. If you place your hands on your stomach you will feel it moving when you are breathing from the diaphragm. Breathe like this very gently and slowly for 1 to 2 minutes.
Now breathe out firmly but not forcefully – through the nose – with your mouth remaining firmly closed. Then at the end of the out breath immediately clasp your nose between your thumb and forefinger.
Now immediately start counting the number of seconds – on a watch or clock – as you hold on to the extended out breath for as long as possible.
When you really need to breathe in, remove your hand from your nose and hold it over your closed mouth and breathe in through your nose. Continue breathing through your nose until your breathing has normalised.
Make sure you take note of how many seconds you held the out breath for.
Continue breathing gently through your nose to regularise your breathing for two to five minutes.
Repeat this process two more times (three times in total), aiming to further extend the out breath each time.
Carry out this process three times or more per day before eating i.e. always on an empty stomach – until the extended out breath is consistently 60 seconds in length.

10. It becomes easier with practice.

Note that it’s normal that when you get up to 40 seconds or so that the length of time you can hold the out breath may dip. This is because – at this stage – your body is detoxing and once you persist with the exercise together with constant nose breathing during the day and night, you will quickly recover and be able to reach and maintain an extended out hold of 60 seconds.

Practice breathing through the nose very gently for the rest of the day and night. This breathing exercise is a method of eliminating stress and enhancing the quality of your life in every way. Its a self generating way to optimise the oxygenation of every cell that takes the body from a state of stressed defence and disease of a struggling existence, to living joyfully simply by correcting and optimising the quality of what you do most – Breathing!

“Carbon dioxide is the basic nutrition of every life form of earth. It acts as the main regulator of all functions in the organism; it is the main internal environment of the organism; it is the vitamin of all vitamins.”        Professor KP Buteyko

This (60 second out breath hold) can be achieved by almost anyone who applies themselves to mastering it. From a physical point of view the essence of stress control is breath control. Breathing and stress levels are inexorably linked. The cultivation of proper breathing can empower people to excel in all areas of life – by means of the simple and effective breath control method described here.

                       Bedtime Breathing

During sleep – for most people – the jaws relax and sag open. The result is mouth breathing. While everyone is aware of the consequences of poor or interrupted sleep, very few are aware that the main culprit is mouth breathing. Whether you think you are a mouth breather or not, do the following and if you notice a marked improvement in the quality of your rest and how you feel in the morning then you have been mouth breathing unknown to yourself. Unless you do it, you will never know how much better the quality of your sleep and your life can be.

Restful Quality Sleep

Tape your mouth closed with surgical tape before going to sleep. To do this comfortably, place a single strip of tape from the chin to the tip of the nose in a vertical position with the mouth gently closed. This is not about gagging you but about keeping your chin from sagging. Once the chin doesn’t sag you will automatically breathe through your nose all night. This will insure you breathe through your nose as you sleep and as a result you will wake up rested and refreshed in the morning. Do not do this if you have consumed alcohol in case you asphyxiate during the night. Otherwise it is perfectly safe.

Physical Exercise / Gym Training

You must retrain your breathing to take full advantage of fitness and training exercises. Desist from all physical exercise / gym training until you can hold a 60 second extended out breath, and are nose breathing effortlessly and automatically throughout the day and night. Once you can maintain a 60 second out breath hold you can start training again with better results than ever before with your new breathing practice included

Train in the following way

This is a simple but powerful track exercise that should only be performed on grass. It will give you amazing results once you master it. It is simplicity itself.

Warm up as normal breathing through nose only. Then rest and relax your breathing before continuing as follows: Breathe out fully as in the basic breathing exercise.
While maintaining the out breath during the exercise – sprint as fast as is humanly possible for as long as you can maintain the out breath. (The same will apply to all other forms of exercise.)
When you absolutely have to breathe, stop. Clamp your hand over your mouth and regularise your breathing through your nose as you did in the basic breathing exercise.
Turn around, breathe out and sprint as in point 2 until you have to breathe again. Then stop and repeat point 3.
Repeat the whole process a third time.

Repeat this process on alternative days no more than 3 times – on each round of exercise – for the 1st week, leaving one day free between exercises for total body recovery. Increase it to 4 repetitions per set of exercises on the second week, 5 repetitions on the 3rd week and so on until you are at 7 repetitions. Do not go beyond 7 repetitions. Maintain it at seven and endeavour to increase your distance and speed.

The same breathing regime can and must be applied for maximum benefit to all exercises in the gym. Otherwise you will undo all your good work. It will take a little time to become proficient with it, but I promise you it will be more than worth the effort.

Not only can efficient breathing minimise stress but it can also be used – by applying the above exercise – to achieve excellence in fitness, weight reduction, sleep improvement, general wellness and sports and athletic excellence. The benefits are endless. This is truly the breath of life.

 www.totalminddynamics.com

A Brief History of Classic American Muscle Cars

Appearing at the start of the 1960′s and making a big impact on roads throughout the World before disappearing from car showrooms during the mid-seventies, The Muscle Car was unique variety of US sports car which became instantly popular and sought after, particularly with younger drivers.

Muscle Cars were called this because of their powerful supercharged V8 or V12 high performance engines producing over 300 to 400 bhp and blindingly fast acceleration.

The Muscle car was invariably fitted with high performance engine parts such as specialist valves , overhead camshafts ,enhanced air-intake manifolds, advanced dual carburettors and free flowing double exhausts that generated the extra engine power.

Sports cars before the Muscle cars were often a rework of the Manufacturers large and heavy top end of the range motors.
The exception to the rule was the ‘first’ real Muscle car, the Chevrolet Corvette.

First manufactured 1953 it was America’s first real sports car as such . As the demand for more muscle from the public increased,  the Corvette was re-worked, redesigned and upgraded with a larger V8 327 hp engine which became the first of huge range of two seater American sports cars , replacing the much bulkier earlier versions .

In 1964 Ford entered the market and the now illustrious Ford Mustang became an instant hit with the US public, spurning many pop songs about the modern day classic.

The success of the Ford’s sales of Mustangs quickly led to other Marques following suit.

Other sports car manufacturers were quick to embrace the demand and developed by lightweight sportscars with V8 engines which became widely known as  ‘Pony Cars’.

To deal with the competition the older popular classic muscle cars, such as the Ford Thunderbird  and Dodge Charger were upgraded with even bigger V12 motors to compete with the ‘Ponies’ .

The Muscle car period came to an very quick end in 1974 with the global oil crisis and petrol rationing , which when coupled with very high insurance costs, led to a a lack of demand causing production to cease. The Muscle Car instantly became an American classic and today the rarer models can fetch in excess of 200,00 dollars to buy.

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Why You Should Buy a Rolls Royce Camargue If You Can Find One

The Rolls Royce Camargue was first introduced in 1975 by the renowned Italian studio Pininfarina. When this car first came out, it was the flagship of the entire line-up Rolls Royce had to offer; it was the most expensive production car in the world. There have only been 531 of these cars ever made. At the time of its release, a resident of the United Kingdom could buy five Jaguar XJ6s for the same price as a Camargue. The car gets its name from the Southern French Camargue region. Very few of these cars were sold in Australian and Asian markets. Finding a used example will prove to be very difficult.
The Camargue uses the same platform as the Corniche and the Silver Shadow. A used Rolls Royce Camargue is powered by the same 6.75 L V8 engine as is used by the Silver Shadow, but the Camargue is slightly stronger. The transmission, as well, was carried over; it is a General Motors Turbo Hydramatic 3- speed automatic. It is worth noting that the first 65 Camargues made had used SU carburettors, while the rest used Solex units. In 1977, Camargues were fitted with the Silver Shadow II’s pinion steering rack and power rack. Two years after, it began being fitted with the rear independent suspension of the Silver Spirit.
The pre owned Rolls Royce Camargue is very large for a coupe as it sits on a 3048 mm wheelbase. The car is actually the first Rolls to be designed using metric dimensions and is also the first one to feature a slanted grill which is inclined at an angle of seven degrees.
The company ceased production of the Camargue in 1986. These kinds of cars are very rare, and finding a used Camargue will certainly not be an easy task. The car actually made history by being the very first Rolls model to have air conditioning as a standard feature. The car uses the company’s own design of a split level automatic system which, unlike any other car of the time, allowed the driver to change the temperatures of both the upper and lower levels of the car.
A used Camargue is one of the most valuable cars out there as it is the most exclusive of any of the post war Rolls Royces. The Camargue even has its own loyal following and several people the world over consider this car’s sporting image as befitting of the Bentley badge.
The Camargue was, without a doubt, ahead of its time. It is already an all-time classic and if one were able to find a used Rolls Royce Camargue, then it’d be foolish not to buy it. The value of this car is only getting better and, suffice to say, it is a beautiful and innovative car which has been long sought after by many car enthusiasts all over the world.

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All you need to know about Chrysler

Are you considering buying a Chrysler vehicle but want to know more about the company you’re purchasing from? This article will tell you all you need to know about this prestigious brand of cars and where this global brand came from. Based in Auburn Hills in Michigan, the car company started out officially on 6th June 1925 when Walter Chrysler helped to reorganise the Maxwell Motor Company (previously founded in 1904) following his rescue of Willys car company. He ceased production of the former company and developed his own motors, developing a 6-cylinder car at a surprisingly reasonable price. It was one of the first models to include a carburettor air filter, full pressure lubrication and a high compression engine. Notably, they also developed a ridged rim to stop punctured tyres from coming off the wheel altogether – a feature that was then adopted by the car industry at large.

In the modern age they are famous for their passenger automobiles and minivans. The company is currently undergoing an entire overhaul following a take-over of the Fiat share of the US market. As the thirteenth biggest car manufacturer according to OICA, Chrysler can count itself among the American “Big Three” alongside the Ford Motor Company and General Motors. Some of its best selling cars include the Dodge Ram. They also have intentions of developing electric vehicles which they have recently showcased at the Detroit Auto Show. Solutions such as the ZEO concept (which stands for “Zero Emissions Operation”, the ecoVoyager design (which features a battery pack and motor powered by a small hydrogen fuel cell) and the Jeep Renegade idea (which is a lithium-ion battery pack) have all been considered as eco-friendly solutions to roll out to buyers and leasers of Chrysler vehicles. The company will be developing new models in line with current car manufacturer aims to cut down global emissions from CO2.

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Vincent Motorcycles

History

Vincent Motorcycles, “the makers of the world’s fastest motorcycles”, began with the purchase of HRD Motorcycles, less the factory premises, by Phil Vincent in 1928.

HRD was founded by the British Royal Flying Corps (RFC) pilot, Howard Raymond Davies, who was shot down and captured by the Germans in 1917. Legend has it that it was while a prisoner of war that he conceived the idea of building his own motorcycle, and contemplated how he might achieve that. It was not until 1924 that Davies entered into partnership with E J Massey, trading as HRD Motors. Various models were produced, generally powered by JAP (JA Prestwich Industries) engines.

Unfortunately, though HRD motorcycles won races, the company ran at a loss, and in January 1928 it went into voluntary liquidation. The company was initially bought by Ernest Humphries of OK-Supreme Motors for the factory space, and the HRD name, jigs, tools, patterns, and remaining components were subsequently offered for sale again.

Phil Vincent

Main article: Phil Vincent

Philip Vincent was advised to start production under an established name. He had built a motorcycle of his own in 1924, and in 1928 had registered a patent for a cantilever rear suspension of his own design. In 1928 Philip Vincent left Cambridge University with an engineering degree and, with the backing of his family wealth from cattle ranching in Argentina, acquired the trademark, goodwill and remaining components of HRD from Humphries for 450.

The company was promptly renamed Vincent HRD Co., Ltd and production moved to Stevenage. The new trademark had “Vincent” in very small letters above “HRD” written large. After World War 2 Britain had an export drive to repay its war debts, and the USA was the largest market for motorcycles, so in 1949 the HRD was dropped from the name to avoid any confusion with the “HD” of Harley Davidson, and the motorcycle became The Vincent.

In 1929 the first Vincent-HRD motorcycle used a JAP single-cylinder engine in a Vincent-designed cantilever frame. The earliest known example extant exists in Canberra, Australia. Some early bikes used Rudge-Python engines. But after a disastrous 1934 Isle of Man TT, with engine problems and all three entries failing to finish, Phil Vincent (with Phil Irving) decided to build their own engines.

Phil Vincent also experimented with three wheeled vehicles, amphibious vehicles, and automobiles. In 1932 the first 3-wheeler, “The Vincent Bantam” appeared, powered by a 293 cc SV JAP or 250 cc Villiers engine. It was a 2.5 cwt delivery van with a car seat and a steering wheel. The Bantam cost 57-10-0 and the windscreen and hood option cost 5-10-0. Production ceased in 1936.

Phil Irving

Main article: Phil Irving

In 1931 Phil Irving joined Vincent as chief engineer. His first engine design was an OHV 500 cc single-cylinder engine in 1934. The standard motor was known as the Meteor and the sports motor was the Vincent Comet; it was distinguished from earlier Vincent models of that name by the eries-A prefix. There was a TT replica & the Comet Special (basically a TTR with lights, horn etc), which used a bronze head. The Meteor motor produced 26 bhp (19 kW) @ 5300 rpm,

An unusual feature of the valve design for these motors was the double valve guides, and the attachment of the forked rocker arm to a shoulder between the guides, to eliminate side forces on the valve stem and ensure maximum valve life under racing conditions.

The Series-A Comet could do 90 mph (140 km/h), but Phil Vincent and his racing customers wanted more.

1936 Series A Rapide

Main article: Vincent Rapide

Legend has it that Irving accidentally put a side-view tracing of the Vincent 500 motor wrong way up on top of an equally sized drawing of the same view of the same motor, and saw, moving the tracing so the crankshafts and idler gears coincided, that the result looked like a possible design for a V-twin. This resulted in the 47.5 V twin which appeared in 1936. (The single leaned forward 23.75.)

With 6.8:1 compression, it produced 45 bhp (34 kW).

The Vincent V-twin motorcycle incorporated a number of new and innovative ideas, some of which were more successful than others.

The Vincent HRD Series A Rapide was introduced in October 1936. Its frame was of brazed lug construction, based on the Comet design but extended to accommodate the longer V twin engine. It continued the use of “cantilever” rear suspension, which was used on all Vincents produced from 1928 through 1955. Other innovations included a side stand.

Pneumatic forks were not to be a Vincent innovation, with both Phils believing girder forks were superior at the time. The Series-A had external oil lines and a separate gearbox.

The 998 cc Series A Rapide Vincent cost 0, produced 45 hp (34 kW), and was capable of 110 miles per hour (180 km/h).

The high power meant that the gearbox and clutch did not cope well.

Engine – 998 cc, 47.5 degree v-twin ohv four-stroke

Bore and Stroke – 84 x 90 mm

Compression Ratio – 6.8:1

Power – 45 bhp (34 kW) @ 5500 rpm

Produced – 1936-1939

Wheelbase – 58.5inch

Dry Weight – 430 lb (200 kg)

Carburettor – 1.0625inch Amal

Gearbox – Burman 4 speed, triplex chain primary, wet multiplate clutch

Frame – Brazed lug duplex tubular cradle. Cantilever rear springing

Front forks – Brampton girder forks

Top Speed – 110 mph (180 km/h)

World War II

In 1937 Phil Irving went to work for Velocette but returned to Vincent Motorcycles in 1943. Vincent primarily made munitions, but Vincent engines were trialled in boats and portable pumps during the war, and the end of hostilities saw Vincent ready to return to motorcycle production.

Vincent already looked to America for sales, and in 1944 Eugene Aucott opened the first USA dealership in the city of Philadelphia. Others followed.

1946 Series B Rapide

The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different from the A: now the oil pipes were internal, and the gearbox was part of the engine casting (Unit Construction). The angle between the cylinders was now 50 instead of the 47.5 of the Series A engine. This allowed the use of the engine as a stressed member of the frame, which consisted of an oil-tank spine with the engine hanging below, and the front and rear suspension attached at the ends. This was considered sensational at the time, and the arrangement was not seen again till the late seventies. The cantilever rear became the most widely used form of rear suspension for motorcycles after 1980, and the use of the engine-gearbox unit as a stressed member became more usual. Brakes were dual single-leading shoe (SLS), front and rear. The 55.5-inch (1,410 mm) wheelbase was three inches (76 mm) shorter than the Series A, and its dimensions were more like a 500 cc bike of the time.

A more modern hydraulic shock absorber and spring assembly later replaced the old twin springs and friction damper. The rear seat was supported by a sub-frame down to the rear frame pivot point, providing a semi-sprung seat with 6 inches (150 mm) of suspension. (Yamaha would rediscover this suspension system nearly 40 years later.)

The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.

The Series “B” incorporated an inline felt oil filter instead of the metal gauze of the Series “A”.

Vincent used quickly detachable wheels, making wheel and tyre changes easier. The rear wheel was reversible, and different size rear sprockets could be fitted for quick final-drive ratio changes. The brake & gear shift were adjustable for reach to suit individual feet. The rear mud guard was hinged to facilitate the removal of the rear wheel. These are things taken for granted on modern motorcycles whereas Vincent was a pioneer in their use.

From today’s perspective, it seems incongruous that Vincent could see the need for, and design, a cantilever rear suspension, as well as incorporate so many other new ideas, yet use Brampton girder forks with friction dampers up front. The two Phils felt that the telescopic forks of the time were prone to lateral flex, so they persisted with girder forks, and did use hydraulic damping in the Series C “Girdraulic” forks. Consider now the use of similar forks on the famous Britten (from New Zealand), the current BMW K1200 Series & the Honda Rune.

Vincent had sold bikes through Indian Motorcycles dealers in the US and in 1948 an Indian Chief was sent to Stevenage to be fitted with a Vincent Rapide engine. The resulting hybrid Vindian did not go into production.

1948 Series C Vincents, “Black Shadow” and “Black Lightning”

Vincent Comet from 1950 at the Zweirad-Museum Neckarsulm

The 1948 Series C Rapide differed from the Series B in having “Girdraulic” front forks which were girder forks with hydraulic damping.

The lack Shadow, capable of 125 mph (201 km/h), and easily recognised by its black engine and gearbox unit, and large 150 mph (240 km/h) speedometer, was introduced. The engine produced 54 bhp (40 kW) @ 5700 rpm in Black Shadow trim.

The Vincent Black Lightning was a racing version of the Black Shadow, with every necessary steel part on it that could be, remade in aluminium, and anything not essential removed altogether, reducing the weight from 458 lb (208 kg) to 380 lb (170 kg). Every bit the racer, it had a single racing seat and rear-set footrests.

The 500 cc Meteor and Comet singles were introduced, along with a 500 cc racer, the Vincent Grey Flash. The Grey Flash racer used Albion gears, for the greater choice of ratios available. The 500 cc bikes used a wet multiplate clutch, while the 998 cc V-twins used a dry, drum-type servo clutch.

Most Vincents were painted black. In 1949 a White Shadow (a machine to Black Shadow mechanical specification, with the Rapide colour scheme) was available, but only 15 were sold, and the option was dropped in 1952. In 1950 16 Red Comets were shipped to the United States. There were also 31 of the 1948 Grey Flash built.

In 1949 HRD was dropped from the name, and the logo now simply said “Vincent”.

Specifications

Make: Vincent HRD

Model: 1948 Series C Black Shadow

Engine: 998 cc (84 x 90 mm bore and stroke) 50 OHV V Twin, 7.3:1 CR, polished conrods

Carburetor: 2 x 1.125-inch (28.6 mm) type 29 Amals

Ignition: Lucas Magneto (1955 models: Kettering ignition)

Electrics: 6v 45w dynamo

Lubrication: Dry sump, 3 US quarts

Gearbox: Integral Vincent four speed, triplex chain primary, dry servo – drum clutch

Final Drive: 530 chain, 46/21 sprockets

Tyres: 3 x 20 in front, 3.50 x 19 in rear

Wheels: Front: 1.65 x 20 in.steel rim; Rear: 1.65 x 19 in.steel rim.

Frame: “Diamond Frame”.(Spine frame with engine as stressed member)

Rear Suspension: Cantilever rear springing

Front forks: Vincent Girdraulic forks, 3″ travel

Brakes: Twin drums, 7 in diameter in front and rear, single leading shoe 7/8″ wide.

Weight: 455 lb (206 kg) – 206 kg Wet – 500 lb (227 kg)

Wheelbase: 55.5 in. (1415 mm)

Seat height: 32.5 in. (826 mm)

Performance: 125 mph / 201 km/h – 55 bhp (41 kW) at 5500 rpm

Fuel Capacity 3.5 gallons / 16 litres

Manufacturer: The Vincent-HRD Co. Ltd., Great North Road, Stevenage, Herts

1954 “Series D” Vincents

The term “Series D” was not used by the factory, but was taken as a natural progression by the motorcycling world. With sales falling, Vincent tried building two new high-speed touring models; the fully enclosed Vincent Victor (an upgraded Comet), the Black Knight (an upgraded Rapide) and the Vincent Black Prince (an upgraded Shadow). They were poorly received by the public. A short-lived unfaired version of the Black Prince was then produced. There was still a Series D Comet. BTW. Russell Wright got the World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at 184.83 m.p.h.

Sales declined further after the post war motorcycling boom owing to the availability of cheaper motor cars, so not many “Series D” models were made.

Fireflies, Three Wheelers, and NSU

The Firefly was a 45 cc “clip on” engined bicycle built from 1953 to 1955 under licence from Miller, who were suppliers of electrical components to Vincent. It was also known as the Vincent Power Cycle. The Vincent Owners Club was predictably surprised by this new, cheap, entry-level Vincent.

By 1954, Vincent Motorcycles was in an increasingly difficult situation. In the quest for solvency, Vincent looked for ways to improve their position. The trike idea was revived. In 1932 the first 3-wheeler, “The Vincent Bantam” was first introduced. Powered by a 293 cc SV JAP or 250 cc Villiers engine, it was a 2.5 cwt delivery van which used a car seat and steering wheel rather than the standard motorcycle saddle and handlebars. The Bantam was priced at 57-10-0 with a windscreen and hood available for an additional 5-10-0. It ceased production in 1936 the first year of the Series A motorcycle.

In 1954/1955, due to falling sales of motorcycles, a one-off prototype 3-wheeler powered by a Vincent Rapide 998 cc engine was unofficially named “Polyphemus”. To keep development and production costs low, it used a parts bin-approach, including pieces from Vincent motorcycles, as well as wheels which came from a Morris Minor and a body based on the materials used in the Black Knight/Prince. With the standard Rapide engine the “Polyphemus” could reach 90 mph (140 km/h), and one reached 117 mph (188 km/h) with a Black Lightning engine in 1955.

After several more prototypes the then-named incent 3-wheeler was offered to the public in 1955 at 500 a high price for any vehicle at the time (the BMC Mini launched four years later for 497), especially for a vehicle with no reverse gear, self starter or hood. Vincent sold none.

NSU-Vincent Fox

Unfortunately Vincent motorcycles were hand-built and expensive – only a total of 11,000 machines were sold post-World War Two. A sales slump in 1954 forced the company to manufacture NSU mopeds. Only forty of the two stroke 1955 NSU-Vincent Fox 123 cc were built. There was also an OHV four-stroke NSU-Vincent 98 cc, and Vincent also sold the “NSU Quickly” moped; too well it appears (selling about 20,000 in one year a foot note to how the market had changed again), as NSU took control of its own sales after a year.

The Last Vincent Motorcycle

At a Vincent Owners’ Club dinner in the summer of 1955, Phil Vincent announced that the company could no longer continue in the face of heavy losses and that production of motorcycles would cease almost immediately.

In 1955, one week before Christmas, the last Vincent came off the production line and was promptly labeled “The Last.”

The factory then turned to general engineering, the manufacture of industrial engines, and there was the Amanda water scooter, possibly the first personal watercraft. A Vincent engineer lost his life testing it, drowning at sea.

Vincent tried for a government contract supplying motors for the ML Aviation U120D target aircraft. The motor had to be capable of passing prolonged full power operation tests. This was called the Picador project. The Vincent motor was upgraded with a better crankshaft, Scintilla magneto, double speed oil pump and fuel injection. They did not get a contract. (Russel Wright’s record breaking bike was fitted with a Picador crank and oil pump, by Vincent, while in England for Earls Court, shortly after the 1955 record attempt.)

The company went into receivership in 1959. It has since been bought and sold by other engineering firms. In 1955 Phil Vincent declared that Vincent parts would always be available and indeed they are still available, through the The Vincent H.R.D. Owners Club, The VOC Spares Company Limited, Vin Parts International and other sources.

Subsequent Developments

Egli Vincent

The Vincent Owners Club is the largest single-brand motorcycle club in the world. Vincents are among the most desirable of motorcycling classics. A Black Lightning, in immaculate condition, can bring 5,000.

Vincent engines have been fitted to other frames. The most obvious is the Norvin, using a Norton Featherbed frame, with or without the lower frame tubes. The Norvin is made in the UK by Hailwood Motorcycle Restorations Specialist frame manufacturers also made frames for the Vincent engine.

Fritz Egli, a specialist frame manufacturer based in Switzerland, produced an Egli-Vincent, and around 100 were produced between 1967 and 1972. Egli-Vincents are now being built under licence in France by Patrick Godet. Non authorized copies (by Fritz Egli) are also proposed in the UK by Hailwood Motorcycle Restorations (HMR)and JMR.

In 1996, a partnership was formed to launch the Australian RTV motorcycle. It used a slightly modernised reproduction Vincent engine in an Egli-style frame in capacities of 1000 cc and 1200 cc. They had electric start. After four bikes were built, the company went into voluntary liquidation towards the end of 1998.

Vincent Motors USA founder and president, Bernard Li, acquired the Vincent trademarks in 1994, and formally launched Vincent Motors USA in 1998, spending about million building prototypes that resemble the original Vincent, but utilising modern components, like the Honda RC51 V-twin engine. Vincent Motors is based in San Diego. A resurrection of the Vincent name now seems unlikely as the Honda engine now out of production, and Li was killed in a motorcycle accident.

See also

List of Vincent motorcycles

HRD Motorcycles

Vincent Black Shadow

References

H.R.D. Motor Cycles. Produced by a Rider Auth: Geoff Preece; Publisher: J. Bickerstaff

Vincent Motorcycles: The Complete Story, David Wright Pub: Crowood Motoclassics, ISBN 1-86126-516-6

Vincent and HRD Motorcycles – How They Were Promoted and Sold’, David Wright, Limited edition of 998 copies

^ Ward, Ian (in English). Great British Bikes. Macdonald & Co. ISBN 0-7481-0020-2. 

^ a b 3Wheelers Vincent Three Wheelers (Retrieved 22 October 2006)

^ VincentMotors History (Retrieved 22 October 2006)

^ NTNOA Histories (Retrieved 22 October 2006)

^ Dropbears Histories (Retrieved 22 October 2006)

^ IanChadwick Vincent (Retrieved 22 October 2006)

^ TheVincent Models and Fittings (Retrieved 22 October 2006)

^ Is-it-a-lemon Vincent review (Retrieved 22 October 2006)

^ The Vincent Grey Flash Information (Retrieved 22 October 2006)

^ Vincent production figures

^ Globalnet Vincent Firefly (Retrieved 22 October 2006)

^ The History of Mini – MiniWorld

^ VincentMotors History Page3. (Retrieved 22 October 2006)

^ IanChadwick Vincent (Retrieved 22 October 2006)

^ MindSpring 1953 Works Visit (Retrieved 22 October 2006)

^ The Vincent Picador Drone (Retrieved 22 October 2006)

^ Hailwood Motorcycle Restorations HMR Norvin (Retrieved 3 July 2007)

^ GodetMotorcycles Egli (Retrieved 22 October 2006)

^ Hailwood Motorcycle Restorations HMR Egli-Vincent (Retrieved 22 October 2006)

^ UnionJack RTV Vincent (Retrieved 22 October 2006)

^ Vincent Motors San Diego (Retrieved 22 October 2006)

^ Bernard Li, 1946-2008 (Retrieved 11 November 2008)

External links

Vincent Motors USA

Hunter S Thompson article on the Vincent Black Shadow

Listen to Richard Thompson’s song Vincent Black Lightning 1952

Vincent Motors history, Motorcycledaily.com

v  d  e

British motorcycle manufacturers

Current

AJS  Broom Development Engineering  CCM  Greeves  Megelli  Mtisse  Norton  Triumph

Defunct

ABC (19191923)  Abingdon (AKD) (19031925)  Advance (19051947)  AER (19371940)  Ambassador (19461964)  AJW (19281976)  Ascot-Pullin (19281930)  AMC (19371966)  Ariel (19021970)  Armstrong (19801987)  Baker (19271930)  Bat (19021926)  Baughan (19201936)  Beardmore Precision (19141930)  Blackburne (19131922)  Bradbury (19021924)  Brough (19081926)  Brough Superior (19191940)  BSA (19191972)  Calthorpe (19091939)  Chater-Lea (19001936)  Clyno (19091923)  Corgi (1946-1954)  Cotton (19181980)  Coventry-Eagle (19011939)  Coventry-Victor (19191936)  DMW (19451971)  DOT (19081978)  Douglas (19071957)  Dunelt (19191935)  Duzmo (19191923)  EMC (19471977)  Excelsior (18961964)  Francis-Barnett (19191966)  Greeves (19531976)  Haden (19121924)  Healey (19711977)  Hesketh (19811988)  Humber (18981930)  HRD (19221928)  Ivy (19111934)  James (19021966)  JAP (19031939)  Levis (19111939)  Martinsyde (19191923)  Matchless (18991966)  Montgomery (19021939)  Ner-a-Car (19211926)  New Hudson (19031958)  New Imperial (19011939)  Norman (19351963)  Norton-Villiers (19661972)  Norton Villiers Triumph (19721978)   NUT (19121933)  OEC (19011954)  OK-Supreme (18821940)  P&P (19221930)  Premier (19081921)  Panther (19041967)  Quasar (19751982)  Quadrant (19011928)  Raleigh (18991967)  Rex-Acme (18991933)  Rickman (19601975)  Rover (19021924)  Royal Enfield (1893-1971)  Rudge (19111946)  Scott (19081965)  Silk (19761979)  Singer (19001915)  Sprite (19641974)  Sun (19111961)  Triumph (18851983)  Sunbeam (19121964)  Velocette (19041968)  Villiers (1898-1966)  Vincent-HRD (19281959)  Wilkinson (19111916)  Wooler (19091954)  Zenith (19051950)

Categories: British brands | Companies established in 1928 | Motorcycle manufacturers of the United Kingdom | Defunct motor vehicle manufacturers of the United Kingdom

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Suzuki launches Slingshot 125 today in India

Suzuki Motorcycle India Pvt. Ltd.,Suzuki SlingShot a subsidiary of one of the world’s leading two-wheeler manufacturers Suzuki Motor Corporation, Japan, today launched the much awaited Suzuki Slingshot. The 125 cc Suzuki SlingShot was launched in the presence of senior Suzuki Motorcycle India officials. Targeted at the mass segment, the Suzuki SlingShot is positioned to fill the void that currently exists between the 100 cc and the 150 cc segments without compromising on the key parameters that a customer aspires for – style of a 150 cc and the efficiency of a 100 cc bike.

The Suzuki SlingShot underscores Suzuki’s commitment to introduce products of global standards that meets an Indian customer’s requirement. At the launch of the Suzuki SlingShot, Mr. Katsumi Takata, Chairman, Suzuki Motorcycle India Pvt. Ltd. said, “Suzuki is a brand trusted worldwide for its superior technology and uncompromised quality and we have amply displayed this to our commitment to India by launching products, from the GS150R to the Hayabusa, Gixxer and Bandit, that have generated tremendous response from customers. The same global promise of Suzuki ensures that our customers in India get same uncompromising quality, style, performance and comfort in the Suzuki SlingShot.

Mr. Atul Gupta, Vice President (Sales and Marketing), Suzuki Motorcycle India Pvt. Ltd. said, “It has been our constant endeavour to capitalize on emerging opportunities in the Indian motorcycle market and the Suzuki SlingShot is a direct result of us listening to what the customers want and delivering a world class product that meets their requirements. The Suzuki SlingShot offers a complete package in terms of Style, Comfort, Performance and Practicality – all combined in a 125 cc bike. The customer wanted a bike that was as frugal on fuel as a 100 cc bike, yet had the looks to match a 150 cc premium bike combined with a price point that made the product affordable yet met all requirements – which the Suzuki SlingShot offers.” Inspired by its bigger siblings the GSX-R series, the Suzuki SlingShot boasts of sharp edgy head lamps, an all new front fender design and a convenient gear position indicator for ease in riding in city traffic.

A state-of-the-art engine fed by a BS carburettor with a Throttle Position Switch (TPS) optimizes the ignition timing coupled with a DC – CDI along with the Suzuki Pulsed-secondary AIR-injection (PAIR) system results in obtaining high combustion efficiency for enhanced mileage and reduced emissions. With a newly designed sturdy upswept frame construct with a longer swing arm coupled with a preload adjustable rear suspension and a race inspired light weight alloy provides the Suzuki Sling Shot with the perfect balance and agility for varied road conditions without compromising on comfort and ergonomics. The Suzuki SlingShot is available in four colours – Metallic Mustard Yellow, Metallic Fox Orange, Candy Antares Red and Pearl Nebular Black.

VW boxer 1200cc com zero horas. Pistões/cilindros AA, cames Scat C35 com molas mais duras, touches Scat, bronzes novos na cambota e bielas. Escape duplo canhão com tubos de igual comprimento. O escape vai ficar neste chassis, mas no motor 1600. Segue este video o mesmo chassis de 2 videos anteriores, em que estou a fazer um buggy com carroçaria da autoria Auto-Fibra de Sintra. Just rebuilt VW 1200cc boxer engine. AA piston/cylinders, Scat C35 camshaft, heavy duty valve springs, Scat cam followers, new small end bushings and main bearings. Dual cannon exhaust with equal length pipes.
Video Rating: 0 / 5

Suzuki launches Slingshot 125 today in India

Suzuki Motorcycle India Pvt. Ltd., a subsidiary of one of the world’s leading two-wheeler manufacturers Suzuki Motor Corporation, Japan, today launched the much awaited Suzuki Slingshot. The 125 cc Suzuki SlingShot was launched in the presence of senior Suzuki Motorcycle India officials. Targeted at the mass segment, the Suzuki SlingShot is positioned to fill the void that currently exists between the 100 cc and the 150 cc segments without compromising on the key parameters that a customer aspires for – style of a 150 cc and the efficiency of a 100 cc bike.

The Suzuki SlingShot underscores Suzuki’s commitment to introduce products of global standards that meets an Indian customer’s requirement. At the launch of the Suzuki SlingShot, Mr. Katsumi Takata, Chairman, Suzuki Motorcycle India Pvt. Ltd. said, “Suzuki is a brand trusted worldwide for its superior technology and uncompromised quality and we have amply displayed this to our commitment to India by launching products, from the GS150R to the Hayabusa, Gixxer and Bandit, that have generated tremendous response from customers. The same global promise of Suzuki ensures that our customers in India get same uncompromising quality, style, performance and comfort in the Suzuki SlingShot.

Mr. Atul Gupta, Vice President (Sales and Marketing), Suzuki Motorcycle India Pvt. Ltd. said, “It has been our constant endeavour to capitalize on emerging opportunities in the Indian motorcycle market and the Suzuki SlingShot is a direct result of us listening to what the customers want and delivering a world class product that meets their requirements. The Suzuki SlingShot offers a complete package in terms of Style, Comfort, Performance and Practicality – all combined in a 125 cc bike. The customer wanted a bike that was as frugal on fuel as a 100 cc bike, yet had the looks to match a 150 cc premium bike combined with a price point that made the product affordable yet met all requirements – which the Suzuki SlingShot offers.” Inspired by its bigger siblings the GSX-R series, the Suzuki SlingShot boasts of sharp edgy head lamps, an all new front fender design and a convenient gear position indicator for ease in riding in city traffic.

A state-of-the-art engine fed by a BS carburettor with a Throttle Position Switch (TPS) optimizes the ignition timing coupled with a DC – CDI along with the Suzuki Pulsed-secondary AIR-injection (PAIR) system results in obtaining high combustion efficiency for enhanced mileage and reduced emissions. With a newly designed sturdy upswept frame construct with a longer swing arm coupled with a preload adjustable rear suspension and a race inspired light weight alloy provides the Suzuki Sling Shot with the perfect balance and agility for varied road conditions without compromising on comfort and ergonomics. The Suzuki SlingShot is available in four colours – Metallic Mustard Yellow, Metallic Fox Orange, Candy Antares Red and Pearl Nebular Black.

History Of Bmw Motorcycles

Motorcycle history

BMW’s opposed engine and transmission unit in an R 32.

Pre-1921

BMW began as an aircraft engine manufacturer before World War I. With the Armistice, the Treaty of Versailles banned the German air force so the company turned to making air brakes, industrial engines, agricultural machinery, toolboxes and office furniture and then to motorcycles and cars.

The origin of the BMW roundel

The circular blue and white BMW logo or roundel is often alleged to portray the movement of an aircraft propeller, an interpretation that BMW adopted for convenience in 1929, which was actually twelve years after the roundel was created. In fact, the emblem evolved from the circular Rapp Motorenwerke company logo, from which the BMW company grew. The Rapp logo was combined with the blue and white colors of the flag of Bavaria to produce the BMW roundel so familiar today.

19211945

1939 BMW R 35

BMW Sahara, Poland 1944

In 1921, BMW began its long association with a 1886 German invention known to Germans as the boxermoter (see Karl Benz and flat engines). However, the first BMW motorcycle engine seems to have been copied by Max Friz, BMW’s famous chief designer, in four weeks from a British Douglas design.[citation needed] This 19211922 M2B15 boxer was manufactured by BMW for use as a portable industrial engine, but was largely used by motorcycle manufacturers, notably Victoria of Nuremberg, and in the Helios motorcycle made by Bayerische Flugzeugwerke. Friz was also working on car engines.[citation needed] The boxer design in a motorcycle is firmly linked to BMW, but has been used (not always in volume) by a number of other companies worldwide, including Honda in their Gold Wing from 1975 to the present.

BMW merged with Bayerische Flugzeugwerke in 1922, inheriting from them the Helios motorcycle and a small two-stroke motorized bicycle called the Flink. In 1923, BMW’s first “across the frame” version of the boxer engine was designed by Friz. The R32 had a 486 cc engine with 8.5 hp (6.3 kW) and a top speed of 95100 km/h (60 mph). The engine and gearbox formed a bolt-up single unit. At a time when many motorcycle manufacturers used total-loss oiling systems, the new BMW engine featured a recirculating wet sump oiling system with a drip feed to roller bearings. This system was used by BMW until 1969, when they adopted the “high-pressure oil” system based on shell bearings and tight clearances, still in use today.

The R32 became the foundation for all future boxer-powered BMW motorcycles. BMW oriented the boxer engine with the cylinder heads projecting out on each side for cooling as did the earlier British ABC. Other motorcycle manufacturers aligned the cylinders with the frame, one cylinder facing towards the front wheel and the other towards the back wheel. For example, Harley-Davidson introduced the Model W, a flat twin oriented fore and aft design, in 1919 and built them until 1923.

The R32 also incorporated shaft drive. BMW continued to use shaft drive in all of its motorcycles until the introduction of the F650 in 1994 and the F800 series in 2006, which featured either chain drive or a belt drive system.

In 1937, Ernst Henne rode a supercharged 500 cc overhead camshaft BMW 173.88 mph (279.83 km/h), setting a world record that stood for 14 years.

During World War II the Wehrmacht needed as many vehicles as it could get of all types and many other German companies were asked to build motorcycles. The BMW R75, a copy of a Zndapp KS750, performed particularly well in the harsh operating environment of the North African campaign. Motorcycles of every style had performed acceptably well in Europe, but in the desert the protruding cylinders of the flat-twin engine performed better than configurations which overheated in the sun, and shaft drives performed better than chain-drives which were damaged by desert grit.

So successful were the BMWs as war-machines that the U.S. Army asked Harley-Davidson, Indian and Delco to produce a motorcycle similar to the side-valve BMW R71. Harley copied the BMW engine and transmission simply converting metric measurements to inches and produced the shaft-drive 750 cc 1942 Harley-Davidson XA.

19451955

Tank roundel with Serif typeface

BMW R35, built in East Germany after World War II

The first postwar West German BMW, an original condition 1948 250 cc BMW R24

1954 500 cc BMW R51/3

1967 BMW R60/2 with 26 l (5.7 imp gal; 6.9 US gal) tank and large dual saddle

1969 R69US with telescopic forks

1964 250cc BMW R27, the last BMW shaft-driven single

1973 BMW R75/5 LWB

The end of World War II found BMW in ruins. Its plant outside of Munich was destroyed by Allied bombing. The Eisenach facility was not. It was dismantled by the Soviets as reparations and sent back to the Soviet Union where it was reassembled in Irbit to make IMZ-Ural motorcycles as is commonly alleged. The IMZ plant was supplied to the Soviets by BMW under license prior to the commencement of the Great Patriotic War. After the war the terms of Germany’s surrender forbade BMW from manufacturing motorcycles. Most of BMW’s brightest engineers were taken to the US and the Soviet Union to continue their work on jet engines which BMW produced during the war.

When the ban on the production of motorcycles was lifted in Allied controlled Western Germany, BMW had to start from scratch. There were no plans, blueprints, or schematic drawings because they were all in Eisenach. Company engineers had to use surviving pre-war motorcycles to copy the bikes. The first post-war BMW motorcycle in Western Germany, a 250 cc R24, was produced in 1948. The R24 was based on the pre-war R23, and was the only postwar West German BMW with no rear suspension. In 1949, BMW produced 9,200 units and by 1950 production surpassed 17,000 units.

BMW boxer twins manufactured from 1950 to 1956 included the 500 cc models R51/2 and 24 hp (18 kW) R51/3, the 600 cc models 26 hp (19 kW) R67, 28 hp (21 kW) R67/2, and R67/3, and the sporting 35 hp (26 kW) 600 cc model R68. All these models came with plunger rear suspensions, telescopic front forks, and chromed, exposed drive shafts. Except for the R68, all these twins came with “bell-bottom” front fenders and front stands.

The situation was very different in Soviet-controlled Eastern Germany where BMW’s sole motorcycle plant in Eisenach was producing R35 and a handful of R75 motorcycles for reparations. This resulted in one BMW motorcycle plant existing in Eisenach between 1945 and 1948 and two motorcycle companies existing between 1948 and 1952. One was a BMW in Munich in Western Germany (later the German Federal Republic) and the other in Soviet controlled Eisenach, Eastern Germany (later the German Democratic Republic), both using the BMW name. Eventually in 1952. after the Soviets ceded control of the plant to the East German Government, and following a trademark lawsuit, this plant was renamed EMW (Eisenacher Motoren Werke). Instead of BMW’s blue-and-white roundel, EMW used a very similar red-and-white roundel as its logo. No motorcycles made in East Germany after World War II were manufactured under the authority of BMW in Munich as there was no need for an occupying power to gain such authority. After the collapse of the Iron Curtain many EMW models have made their way to the USA. Sometimes it is found that owners of these EMW motorcycles have replaced EMW roundels with BMW roundels in an effort to pass them off as BMW models.[citation needed] It is possible to find find restored R35 motorcycles today parts of which are EMW and parts of which are BMW as many parts are interchangeable, making authentic identification quite difficult because all BMW R35 motorcycles were produced in Eisenach until 1952, when they became EMW.

19551969

As the 1950s progressed, motorcycle sales plummeted. In 1957, three of BMW’s major German competitors went out of business. In 1954, BMW produced 30,000 motorcycles. By 1957, that number was less than 5,500. However, by the late 1950s, BMW exported 85% of its boxer twin powered motorcycles to the United States.[citation needed] At that time, Butler & Smith, Inc. was the exclusive U.S. importer of BMW.

In 1955, BMW began introducing a new range of motorcycles with Earles forks and enclosed drive shafts. These were the 26 hp (19 kW) 500 cc R50, the 30 hp (22 kW) 600 cc R60, and the 35 hp (26 kW) sporting 600 cc R69.

On June 8, 1959, John Penton rode a BMW R69 from New York to Los Angeles in 53 hours and 11 minutes, slashing over 24 hours from the previous record of 77 hours and 53 minutes set by Earl Robinson on a 45 cubic inch (740 cc) Harley-Davidson.

Although U.S. sales of BMW motorcycles were strong, BMW was in financial trouble. Through the combination of selling off its aircraft engine division and obtaining financing with the help of Herbert Quandt, BMW was able to survive. The turnaround was thanks in part to the increasing success of BMW’s automotive division. Since the beginnings of its motorcycle manufacturing, BMW periodically introduced single-cylinder models. In 1967, BMW offered the last of these, the R27. Most of BMW’s offerings were still designed to be used with sidecars. By this time sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles.

The 26 hp (19 kW) R50/2, 30 hp (22 kW) R60/2, and 42 hp (31 kW) R69S marked the end of sidecar-capable BMWs. Of this era, the R69S remains the most desirable example of the dubbed “/2″ (“slash-two”) series because of significantly greater engine power than other models, among other features unique to this design.

For the 1968 and 1969 model years only, BMW exported into the United States three “US” models. These were the R50US, the R60US, and the R69US. On these motorcycles, there were no sidecar lugs attached to the frame and the front forks were telescopic forks, which were later used worldwide on the slash-5 series of 1970 through 1973. Earles-fork models were sold simultaneously in the United States as buyers had their choice of front suspensions.

19701982

In 1970, BMW introduced an entirely revamped product line of 500 cc, 600 cc and 750 cc displacement models, the R50/5, R60/5 and R75/5 respectively and came with the “US” telescopic forks noted above. The engines were a complete redesign from the older models, producing more power and including electric starting (although the kick-starting feature was still included). Part way through the 1973 model year, a long wheel base (LWB) was added to correct some earlier handling problems. These models are popularly called 1973 models. Most models were came with large 6-gallon tanks, but some came with 4-gallon tanks. These are called “toaster” models because of the tank’s resemblance to a kitchen toaster.

The “/5″ models were short-lived, however, being replaced by another new product line in 1974. In that year the 500 cc model was deleted from the lineup and an even bigger 900 cc model was introduced, along with improvements to the electrical system and frame geometry. These models were the R60/6, R75/6 and the R90/6. In 1975, the kick starter was finally eliminated and a supersport model, the BMW R90S, was introduced. In addition to “/” or “slash” models, other Airhead models such as the G/S (later, GS) and ST also have dedicated followings within BMW circles, while others favor certain earlier models like /5 “toasters.” Each has its merits which owners will freely debate with enthusiasm. Later BMW model types such as K-bikes (1983 on) and oilheads (1993 on) included technical innovations that made them more complicated though many owners still elect to service them personally.

1994 BMW R100RT

In 1977, the product line moved on to the “/7″ models. The R80/7 was added to the line. The R90 (898 cc) models, “/6″ and R90S models had their displacement increased to 1,000 cc; replaced by the R100/7 and the R100S, respectively. These were the first liter size (1,000 cc) machines produced by BMW. 1977 was a banner year with the introduction of the first BMW production motorcycle featuring a full fairing, the R100RS. This sleek model, designed through wind-tunnel testing, produced 70 hp (51 kW) and had a top speed of 200 km/h (124 mph). In 1978, the R100RT was introduced into the lineup for the 1979 model year, as the first “full-dress” tourer, designed to compete in this market with the forthcoming Honda Gold Wing.

In 1979, the R60 was replaced with the 650 cc R65, an entry-level motorcycle with 48 hp (36 kW) that had its very own frame design. Due to its smaller size and better geometrics, front and rear 18-inch (460 mm) wheels and a very light flywheel, was an incredibly well-handling bike that could easily keep up and even run away from its larger brothers when in proper hands on sinuous roads. BMW added a variant in 1982: the R65LS, a “sportier” model with a one-fourth fairing, double front disc brakes, stiffer suspension and different carburettors that added 5 hp (4 kW). A short stroke version of the R65, the 450 cc R45 appeared in some markets.[citation needed]

19832003

1986 BMW K100RS

BMW R1200C cruiser

1993 BMW K1100RS with aftermarket Hagon rear shock

1996-2004 BMW K1200RS

BMW R1150RT

In early 1983, BMW introduced a 1,000 cc, in-line four-cylinder, water-cooled engine to the European market, the K100. The K series comes with a simplified and distinctive rear suspension, a single-sided swingarm. (In 1985 the traditionally powered boxer R80RT touring bike received this monolever rear suspension system and in 1987 the R100RT got it).

In 1985, BMW came a 750 cc three-cylinder version, this one smoothed with another first, a counterbalance shaft.

In 1986, BMW introduced an electrically adjustable windshield on the K100LT.

In 1988, BMW introduced ABS on its motorcycles. ABS became standard on all BMW K models. In 1993 ABS was first introduced on BMW’s boxer line on the R1100RS. It has since become available as an option on the rest of BMW’s motorcycle range.

In 1989, BMW introduced its version of a full-fairing sport bike, the K1. It was based upon the K100 engine, but now with four valves per cylinder. Output was near 100 hp (75 kW).

In 1995, BMW ceased production of airhead 2-valve engines and moved its boxer engined line completely over to the 4-valve oilhead system first introduced in 1993.

During this period, BMW introduced a number of motorcycles including:

R Series (airheads) – R65GS, R80GS, R100GS,

R Series (oilheads) – R850R/GS/C, R1100R/RS/RT/GS/S, R1150R/RS/RT/GS/S, R1200C

F Series – F650 Funduro, F650ST Strada, F650GS, F650GS Dakar, F650CS Scarver

K Series – K1, K100, K100RS, K100RT, K75, K75C, K75S, K75RT, K1100RS, K1100LT, K1200RS, K1200LT, K1200GT.

The R1200C, produced from 1997 to 2004, was BMW Motorcycles only entry into the Cruiser market.

Since 2004

K series

On 25 September 2004, BMW globally launched a radically redesigned K Series motorcycle, the K1200S, containing an all new in-line four-cylinder, liquid-cooled engine featuring 123 kW (165 hp). The K1200S was primarily designed as a Super Sport motorcycle, albeit larger and heavier than the closest Japanese competitors. Shortly after the launch of the K1200S, problems were discovered with the new power plant leading to a recall until the beginning of 2005, when corrective changes were put in place. Recently, a K1200S set a land speed record for production bikes in its class at the Bonneville Salt Flats, exceeding 174 mph (280 km/h).

In the years after the launch of K1200S, BMW has also launched the K1200R naked roadster, and the K1200GT sport tourer, which started to appear in dealer showrooms in spring (March-June) 2006. All three new K-Series motorcycles are based on the new in-line four-cylinder engine, with slightly varying degrees of power. In 2007, BMW added the K1200R Sport, a semi-faired sport touring version of the K1200R.

In October 2008, BMW launched three new 1,300 cc K-series models: the K1300R, K1300S and K1300GT. The K1300 models feature increased in engine capacity of 136 cc, an increase in power to 175 hp (130 kW) and a new exhaust system.

Two BMW R1200GS

R series

In 2004, bikes with the opposed-twin cylinder “boxer” engine were also revamped. The new boxer displacement is just under 1,200 cc, and is affectionately referred to a “hexhead” because of the shape of the cylinder cover. The motor itself is more powerful, and all of the motorcycles that use it are lighter.

The first motorcycle to be launched with this updated engine was the R1200GS dual-purpose motorcycle. The R1200RT tourer and R1200ST sports tourer followed shortly behind. BMW then introduced the 175 kg (390 lb), 105 kW (141 hp) HP2 Enduro, and the 223 kg (490 lb), 100 hp (75 kW) R1200GS Adventure, each specifically targeting the off-road and adventure-touring motorcycle segment, respectively. In 2007, the HP2 Enduro was joined by the road-biased HP2 Megamoto fitted with smaller alloy wheels and street tyres.

In 2006, BMW launched the R1200S, which is rated at 90 kW (121 hp) @ 8,250 rpm.

F 800S

F series

BMW has also paid attention to the F Series in 2006. It lowered the price on the existing F650&GS; and F650GS Dakar, and eliminated the F650CS to make room in the lineup for the all-new F800 Series. The new motorcycles are powered by a parallel twin engine, built by Rotax. They feature either a belt drive system, similar to the belt drive found on the now defunct F650CS, or chain drive. Initially, BMW launched two models of the new F800 Series, the F800S sport bike and the F800ST sport tourer; these were followed by F650GS and F800GS dual-purpose motorcycles, both of which use the 798 cc engine despite the different names.

G650 Xchallenge enduro

G series

In October 2006, BMW announced the G series of offroad style motorcycles co-developed with Aprilia. These are equipped with an uprated single cylinder water cooled 652 cc fuel injected engine producing 53 hp (40 kW), similar to the one fitted to the single-cylinder F650GS, and are equipped with chain drive. There are three models in the series, all produced for BMW by Aprilia in their North Italian Scorz Plant, each focused on a slightly different market:

G650 Xchallenge hard enduro featuring 21 inch front and 18 inch rear spoked wheels

G650 Xcountry scrambler / adventure sports featuring 19 inch front and 17 inch rear spoked wheels

G650 Xmoto street moto / supermoto featuring 17 inch cast alloy wheels

In some markets the single cylinder F650GS has been rebranded as the G650GS.

HP2 Series

First was the the 175 kg (390 lb), 105 kW (141 hp) HP2 Enduro, followed by the road-biased HP2 Megamoto fitted with smaller alloy wheels and street tyres in 2007.

In April 2007, BMW announced its return to competitive road racing, entering a factory team with a “Sport Boxer” version of the R1200S to four 24-hour endurance races.. In 2008 they released this as the HP2 Sport.

S1000RR

Main article: BMW S1000RR

The S1000RR is a super bike launched to compete in the 2009 Superbike World Championship. It is powered by a 999 cc (61 cu in) inline-four engine producing 193 bhp (144 kW).

Husqvarna acquisition

In July 2007, it was announced that BMW had signed a contract to acquire Husqvarna Motorcycles, including its production facilities and staff, from Italian manufacturer MV Agusta.

Engine types

There are currently four lines of BMW motorcycles:

F & G series singles

F series twins

R series

K series

The series differ primarily in the class of engine that each uses.

F and G series singles

The F Series of single cylinder BMW motorcycles was first launched in 1994, as the F650, and was built by Aprilia around a carbureted 650 cc four-stroke, four valve, single piston engine, and chain drive. The mission for the F 650 was to provide an entry level BMW motorcycle. In 2000, the F650 was redesigned, now with fuel injection, and labeled the F650GS. An off-road focused F650 Dakar model was also launched that year. 2002 saw the addition of the F650CS ‘Scarver’ motorcycle to the line up. The Scarver was different from the F650GS variants in that it utilized a belt drive system opposed to a chain, had a much lower seat height, and was intended for on-road use. All F650 motorcycles produced from 2000 to 2007 used a 652 cc engine built in Austria by Rotax and were built by BMW in Berlin.

In late 2006, the G series of offroad biased bikes motorcycles was launched using the same 652 cc engine fitted to the F650GS, although that engine is no longer manufactured by Rotax.

In November 2007, the G450X sport enduro motorcycle was launched using a 450 cc single cylinder engine. The G450X contained several technological improvements over the Japanese off road racing motorcycles but the most unique and significant was the use of a single pivot point for the drive sprocket and the swing arm. This unusual configuration allowed for a very tense drive chain with no slop and eliminated acceleration squat. The former benefit saves on chain and sprocket wear and the later allows for a more consistent drive geometry and fully available rear suspension travel during heavy acceleration.

F series twins

In mid 2006, The F Series added two new motorcycles to the lineup, the F800S sports bike and F800ST sports tourer, both which use an 798 cc parallel-twin engine built by Rotax. Both motorcycles also feature a belt drive system similar to what was in use on the F650S. In 2007 the single cylinder F650GS was replaced with the twin cylinder F800GS and F650GS models. The latter uses a de-tuned version of the 798 cc engine fitted to the F800GS, marking a departure from BMW’s naming convention.

R series

Four different BMW valve covers.

1954 R68′s two-fin valve cover

The R series are built around a horizontally opposed flat-twin boxer engine. As the engine is mounted with a longitudinal crankshaft, the cylinder heads protrude well beyond the sides of the frame, making the R series motorcycles visually distinctive. Originally, R series bikes had air-cooled heads (“air heads”), but are now produced only with oil-cooled heads (“oilheads” and “hexheads”).

Photo of Four different BMW “heads”: How do you tell the different BMW valve covers (“heads”) since 1970 apart? The “airhead” cover on a 1973 R75/5 is upper left. The first “oilhead” cover, introduced in model year 1993 in Europe and 1994 in the US, is upper right. The “oilhead” cover on an R1150RT, with two spark plugs per cylinder, is lower left. The latest “hexhead” cover, with an optional valve cover protector, on an R1200RT, is lower right.

Photo of Pre-1970 valve cover: A common valve cover from 19521969 on models R50, R60, R50/2, R60/2, R51/3, R67, R67/2, R67/3 had six fins. The R50S, R68, R69, and R69S of this period had two-fin valve covers.

K series

The K series BMW’s have water cooled engines of three (K75) or four (K100, K1100, K1200, K1300) cylinders. Until 2005, although currently in use on the K1200LT, the engine was longitudinal, laid out on its left side with the cylinder heads on the left and the crankshaft on the right. It is called the “Flying Brick” because of the appearance of this layout. Sales did not meet BMW’s expectations, and production ceased with the 1993 model. By the end of the K series’ run, 6,921 units had been produced. In 2004, BMW introduced a new 4-cylinder water cooled engine that transverses the chasis and is tilted forward 55 degrees. The BMW K75, three-cylinder, models were produced from 1985 to 1996.

BMW K100 motorcycle engine circa 1986

BMW 2004 K 1200GT, style produced only two years

The first K-series production bike was the K100, which was introduced in the 1983. It was followed by the K100RS in 1983, the K100RT in 1984, and the K100LT in 1986. In 1987, the K100 (Mark II) was introduced with ABS brakes, the first ever on a motorcycle. In 1988 and until 1993, BMW produced the K1, a full faring version of the K 100 with the new paralever style rear suspension. It had the Bosch Motronic fuel injection system. Initially it cost 20,200 DM. Only 6,900 were produced.

In 1985, the K75, three cylinder, was introduced. The K75C was the first model with this new engine. It was followed by the K75S, the K75, and the touring version K75RT. The last year of production of the K75 motorcycles was 1996.

In 1991 BMW increased the displacement of the K 100 from 987 cc, and the model designation became the K1100 (1097 cc). The K1100LT was the first with the new engine displacement. In 1992, the K1100RS was introduced, ending the 8 year of production of the K100 models. In 1998 BMW increased the size again to 1170 cc. This upgraded flat four engine appeared in the K1200RS. In 2003, the fully-faired K1200GT, equipped with hard side cases and larger screen with electric height adjustment. The chasis of the K1200RS was extended and strengthened for BMW’s luxury touring model the K1200LT, which is still in production in 2009.

The later K1200 engine is a 1157 cc transverse inline four, announced in 2003 and first seen in the 2005 K1200S. The new engine generates a healthy 123 kW (165 hp) but the most striking detail, both visually, and on paper, is its 55 degree forward tilt and 43 cm (17 in) width, giving the bikes a very low center of mass without reducing maximum lean angles. The transverse K1200 engine is used in K1200S, R, R Sport and GT.

In October 2008, BMW announced the new K1300GT, K1300S and K1300R models, all of which feature a larger capacity 1293 cc engine producing up to 175 hp (130 kW). The new engine produces maximum power output 1,000 RPM lower than the previous engine, produces more torque due in part butterfly flap fitted in the exhaust.

Model designation

BMW motorcycles are named according to a three-part code made up of the engine type, approximate engine volume, and styling information (e.g., sport, sport touring, luxury touring, etc.). The three parts are separated by blanks.

Engine type

R – boxer engine, horizontally opposed flat twin cylinder

K – in-line 3 or 4 cylinder water-cooled engine

F & G – single or twin vertical cylinder water-cooled engine

Engine displacement in cc

Current models: 1300, 1200, 900, 800, 650 and 450. Previous models included 850, 1100, and 1150.

Older model BMWs divide the approximate engine displacement by ten for the model number. For example, K75 = approx 750 cc.

R1200RT-P police “motor”

Styling suffix designations:

C – Cruiser

CS – Classic Sport

G/S – Gelnde/Strasse Off-road/Street

GS – Gelnde Sport Off-road Sport (Enduro)

GT – Gran Turismo or Grand Touring

LT – Luxus Tourer (Luxury Tourer)

R – Road or Roadster – typically naked

RS – Reise Sport (Travel Sport)

RT – Reise Tourer (Travel Tourer)

S – Sport

ST – Strasse (Street) or Sport Tourer

T – Touring

Additionally, a bike may have the following modifiers in its name:

A – ABS

L – luxury

P – police

C – custom

PD – Paris Dakar

Examples: K1200S, R1200RT, F650GS, R1150RSL, K1200LT, K1200LT-C, R1200RT-P, R1200RSA.

Prior to the introduction of the K100 series and the R1100 series motorcycles, the letter prefix was always the same, and the numbers were either based on displacement, as mentioned above, or were just model numbers.

Technologies

BMW is a world leader in successfully innovating motorcycle suspension technologies.

Single-sided rear suspension

The first BMW monolever suspensions appeared in 1980 on the then-new R80G/S range. It had a single universal joint immediately behind the engine/gear-box unit. This system was later included on updated versions of the K & R Series.

Paralever

Paralever is a further advance in BMW’s single-sided rear suspension technology (photo right). It decouples torque reaction as the suspension compresses and extends, avoiding the tendency to squat under braking and reducing tyre chatter on the road surface. It was introduced in 1988 R80GS and R100GS motorcycles.

BMW’s revised, inverted Paralever on an R1200GS Adventure.

In 2005, along with the introduction of the “hexhead”, BMW inverted the Paralever and moved the torque arm from the bottom to the top of the drive shaft housing (photo right). This reduces underhang of components and tends to increase ground clearance in right lean.

It is believed[by whom?] that the term Paralever was developed due to the appearance of a parallelogram shape between the four items making up the rear suspension (rear drive, drive shaft, transmission, and lower or upper brace). Other motorcycle manufacturers have patented versions of this system, including Arturo Magni for MV Agusta and Moto Guzzi’s Compact Reactive Shaft Drive.

Telescopic front fork

In 1935, BMW became the first manufacturer to fit a hydraulically damped telescopic fork to its motorcycles.[citation needed] Nimbus of Denmark had been fitting telescopic forks since 1934, but its version was undamped until 1939.[citation needed] BMW still uses telescopic forks today on its F-series, G-series and HP motorcycles. The R-series and K-series use the Telelever and the Duolever front suspensions.

Earles front fork

Englishman Ernest Earles designed a unique triangulated fork that resists the side-forces introduced by sidecars (unlike telescopic forks). BMW fitted the Earles fork to all its models for 14 years from 1955. In the event, this was the year that use of sidecars peaked and quickly fell off in most European markets (eg the UK) but the Earles fork system was well-liked by solo riders too. It causes the front end of the motorcycle to rise under braking the reverse of the action of a telescopic fork. The mechanical strength of this design sometimes proved to be a weakness to the rest of the motorcycle, since it transfers impact pressure to the frame where damage is more difficult and expensive to correct.

Telelever front fork

BMW’s Telelever front suspension on a R1150R.

The Telelever system was developed by Saxon-Motodd in Britain in the early 1980s. The Telelever is a unique front fork, where the shock absorber is located between and behind the two primary tubes attached to a telelever arm.

This system both lowers unsprung weight as well as decouples wheel placement function of the forks from the shock absorption function – eliminating brake dive and providing superior traction during hard-braking situations. This system improves comfort and stability considerably while providing excellent and sporty handling.

In the photo to the left you can see the Telelever suspension unit. The two fork tubes provide no damping or suspension. The front of the light gray “A-arm” can be seen reaching forward from the side of the engine to the (hidden) cross brace between the fork tubes.

Duolever

The top of the Duolever suspension

In 2004, BMW announced the K1200S, incorporating a new front suspension based upon a design by Norman Hossack. BMW recognised this fact but paid Hossack no royalties. BMW named its new front suspension the Duolever. As of 2009, the Duolever is on the K1300S, K1300R and K1300GT.

The official BMW Motorrad explanation of the duolever is:

The Duolever front wheel suspension is kinematically regarded as a square joint, in which two trailing links made of forged steel are attached via rolling bearings to the frame. These trailing links, which visually resemble a conventional fork, guide the extremely torsionally rigid wheel carrier made of aluminium permanent mold casting. A central strut, which adjusts the suspension and damping, is linked to the lower of the two trailing links, and rests against the frame.

A trapezoidal shear joint mounted to the control head and the wheel carrier is coupled with the handlebar. This shear joint transmits the steering movements. Thus, the Duolever design in contrast to the telefork does not need sliding and fixed tubes. At the same time, it decouples the steering as well as the damping more consistently than the proven telelever.

The advantage of this front wheel suspension on the motorcycle market at present is its torsional rigidity. The BMW Motorrad Duolever front wheel suspension is not influenced by negative forces in the same manner as a conventional telefork whose fixed and take-off tubes twist laterally as well as longitudinally during jounce/rebound and steering. Its two trailing links absorb the forces resulting from the jounce/rebound and keep the wheel carrier stable. Thus, any torsioning is excluded and the front wheel suspension is very precise. The steering commands of the rider are converted directly and the feedback from the front wheel is transparent in all driving conditions.

A kinematical anti-dive effect is additionally achieved, just as for the Telelever, due to the arrangement of the trailing link bearings. While a conventional telefork during strong braking manoeuvres jounces heavily or locks, the Duolever still has sufficient spring travel remaining in this situation and therefore the rider can still brake into the corner extremely late yet directionally stable.

The obstacle-avoidance manoeuvre of the front wheel when riding over uneven surfaces can be converted with the Duolever similar to the behaviour of a telefork. In connection with the low unsprung masses and the small breakaway forces of the system, this results in more sensitive and comfortable response characteristics.

Restoration

This section does not cite any references or sources.

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Admirers of vintage BMW motorcycles are growing rapidly in number. As time marches on, that which BMW enthusiasts consider “vintage” is amended. Pre-war BMWs are the most coveted, as demonstrated during the Gooding & Company auction in California in October 2006, when a 1925 BMW R32 sold for ,000.[citation needed]

An R60/2 undergoing a frame-up concours restoration

A concours R50/2 goes on the stage at MidAmerica Auctions in Las Vegas in 2007

Plunger-frame models from the 1950s are the next most coveted, and then “Slash-2″ variants from 1955 to 1969. In recent years, the “Slash-5″ models from the 1970 to the 1973 model years have begun to join that exclusive club. Prices for historic BMW models have been rising quickly, fed in part by motorcycle auctions such as the massive Mid-America Auction held each January in Las Vegas, Nevada.

Opinions as to the treatment of vintage motorcycle varies according to their condition and their owners’ tastes. First preference tends to be for preserving the original machine if it is in reasonably good condition. Second preference is to do limited restoration, maintaining as much of the original fabric as possible. Third, when dealing with a machine in poor condition, is so-called frame-up restoration. In the latter case, the motorcycle is completely disassembled and each individual part is refurbished, and then the motorcycle is reassembled hewing as much as possible to the original design, but sometimes using modern replacement parts, such as stainless steel, or plating parts that were originally not plated. At the extreme end of restoration is the “concours” restoration in which only original parts are used and work is done with an obsession for originality in every minor detail. Unlike many other motorcycle brands, parts for vintage BMWs, though expensive, are obtainable from sources in Germany and the United States.

There are several professional BMW motorcycle restorers at work in North America and Europe. Two American membership organizations, Vintage BMW Motorcycle Owners and the BMW Veteran Motorcycle Club of America are dedicated to the preservation of vintage BMW motorcycles.

BMW C1 scooter

Main article: BMW C1

The BMW C1 is an enclosed scooter produced from 2000 to 2002, with a 124 cc or 176 cc engine.

References

^ “The Origin of the BMW Logo: Fact and Fiction” (PDF)

^ a b Norbye, Jan P. (1984). “The Origins of BMW: From Flying Machines to Driving Machines”. BMW – Bavaria’s Driving Machines. New York, NY, USA: Beekman House. pp. 1417. ISBN 0-517-42464-9. 

^ BM Bikes BMW R32 specifications

^ Harley XA, The Motorcycle Museum

^ BMW R51/3 boxer twin

^ EMW roundel

^ BMW Boxer Twins 1955-1969

^ BMW R69S

^ BM Bikes BMW R100RS Specifications

^ Sport Rider BMW K1200S specifications

^ K1200R Sport

^ “BMW Motorrad unveils new K-Series models – K Series celebrates 25th anniversary with 3 new models!”. BMW Motorrad UK. 7 October 2008. http://www.bmw-motorrad.co.uk/uk/en/individual/news/index.html?id=77. Retrieved 2008-10-22. 

^ a b Omorogbe, Jane (3 April 2008). “Ridden: BMW F800GS and F650GS”. MSN. http://cars.uk.msn.com/reviews/articles.aspx?cp-documentid=147873780. Retrieved 11 November 2009. 

^ “G650GS 2009″. BMW Motorrad USA. http://www.bmwmotorcycles.com/bikes/bike.jsp?b=2009g650gs&bikeSection=enduro. Retrieved 2008-12-17. 

^ Scoop BMW press release

^ Carroll, Michael (2008-04-16). “BMW officially unveils World Superbike contender”. Motorcycle News. http://www.motorcyclenews.com/MCN/News/newsresults/mcn/2008/april/14-20/apr1608bmwoficiallyunveilsworldsuperbikecontender/. Retrieved 2008-04-17. 

^ “BMW buys Husqvarna”. Motorcycle News. 20 July 2007. http://www.motorcyclenews.com/MCN/News/newsresults/mcn/2007/July/july16-22/jul2007bmwbuyshusqvarna/?&R=EPI-92852. Retrieved 2007-08-27. 

^ “BMW Motorrad acquires Husqvarna Motorcycles”. American Motorcyclist Association. 20 July 2007. http://www.ama-cycle.org/news/2007/bmwhusky.asp. Retrieved 2007-08-27. 

^ Richard Backus (May/June 2009). “1989-1993 BMW K1″. Motorcycle Classics. http://www.motorcycleclassics.com/motorcycle-reviews/1989-1993-BMW-K1.aspx. Retrieved 2009-08-04. 

^ BMW BMW technology site

^ BMW Motorrad Deutschland

^ BMW Motorcycles: Bikes: F 650 GS

^ BMW Motorrad International

^ http://www.bmw-motorrad.co.uk/com/en/services/techniquedetail/lexicon_view/duolever.html

Further reading

Holmstrom, Darwin; Nelson, Brian J. (June 2002). BMW Motorcycles. MotorBooks/MBI Publishing Company. ISBN 9780760310984. 

Ash, Kevin (May 2006). BMW Motorcycles: The Evolution of Excellence. Whitehorse Press. ISBN 9781884313578. 

Falloon, Ian (November 2003). The BMW story: production and racing motorcycles from 1923 to the present day. Sparkford, England: Haynes Publishing. ISBN 9781859608548. 

External links

Wikimedia Commons has media related to: BMW motorcycles

BMW Motorrad worldwide homepage

BMW motorcycles at the Open Directory Project

v  d  e

BMW Motorcycles

F & G Series

F650 & F650GS (single)  F650CS  F650GS (twin) & F800GS  F800R  F800S

K Series

K1  K75  K100  K1200GT  K1200R  K1300R

R Series

R27  R32  R51/3  R60/2  R65  R69S  R75  R50/5, R60/5 & R75/5  R80G/S  R90S  R1100GS  R1150GS  R1200C   R1200GS  R1200R   R1200RT

Other Bikes

S1000RR  GS family  C1

Misc

247 engine  BMW Motorcycle Owners of America  History of BMW motorcycles  Husqvarna Motorcycles

Categories: BMWHidden categories: All articles with unsourced statements | Articles with unsourced statements from May 2009 | Articles with unsourced statements from January 2010 | Articles with unsourced statements from June 2009 | Articles with unsourced statements from April 2009 | All articles with specifically-marked weasel-worded phrases | Articles with specifically-marked weasel-worded phrases from March 2009 | Articles with unsourced statements from January 2008 | Articles needing additional references from May 2009 | All articles needing additional references

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Vincent Black Knight

Development

Vincent Black Knight

Falling sales of the Series C Vincent motorcycles during 1952 and 1953 was partly attibuted to dated styling, so Phil Vincent sought to update the range and development began what were to become the Series D machines. The main change was innovative full enclosure and weather protection, with glass fibre panels that included leg shields and a handlebar fairing. This was not about streamlining for speed, as the Vincent was already powerful enough for riders of the day – it was instead about the idea that the rider could travel to work in a suit rather than full motorcycle kit. Care was taken to ensure that the engines were still easily accessible for general maintenance and the rear enclosure was hinged providing access to the rear wheel and drive chain..

Vincent also tried to make it easier for the rider to get the motorcycle on to its stand by adding a huge lever on the left of the machine that could be operated from the saddle and a single damper replaced the twin rear shocks. The frame was also modified with the strong steel ‘backbone’ was replaced with a single tubular strut bolted to the steering head (which proved much weaker).

Launch

The Black Knight was launched at the 1954 Earls Court motorcycle show, together with the 998cc Vincent Black Prince (an enclosed version of the Black Shadow ) and the 500cc Vincent Victor (which never went into production as only the prototype was ever built). There was a lot of interest but much of it was critical, and the Black Knight/Black Prince models were termed the motorcycle you either love or hate.

Production

Production of the Black Knight began in the spring of 1955. Lucas components replaced the less reliable Miller electrical system and ignition was upgraded to coil and distributor. The rear enclosure, which incorporated the oil tank, was hinged allowing access to the rear wheel and final drive chain. Amal Monobloc carburettors improved starting. The centre stand was operated by a lever accessible from the saddle and the lower front mudguard stay served as an emergency front stand to facilitate the removal of the front wheel. Delay in delivery of the fibre glass components from subcontractors held back the availability of the first production bikes until spring 1955. Approximately 200 of the enclosed models were built.

Financial collapse

Increasingly affluent customers may have encouraged Vincent to go for a ‘high end’ luxury touring model, but at the same time high volume and very affordable small cars were flooding the market. Vincent’s accountants suddenly realised that they were losing money on every Black Knight sold, so the last example of both the model and the marque left the production line on Friday, 16 December 1955.

Difference from Black Prince

The Black Knight is easily mistaken for the very similar Black Prince. For anyone other than a knowledgeable Vincent enthusiast, they would not notice the difference as externally, both models are nearly identical. The most readily noticeable difference is in the emblem on the front and rear fenders/wheel covers, and on the “dashboard”. The emblem consists of a Vincent scroll, with the model name (Black Knight or Black Prince) below the scroll and a graphic just above the scroll. For the Black Knight, the graphic is an axe; for the Black Prince, the graphic is a helmet.

References

^ a b c d e Currie, Bob (1993) (in English). Classic British Motorcycles. Chancellor Press. ISBN 1 85152 250 6. 

^ “1955 Vincent Black Knight”. http://www.jaylenosgarage.com/at-the-garage/motorcycles/1955-vincent-black-knight/. Retrieved 2009-10-29. 

^ a b c “Black Prince”. http://www.motorbase.com/auctionlot/by-id/515381513/. Retrieved 2008-11-22. 

^ Kemp, Andrew; De Cet (2004). Classic British Bikes. Mirco. Bookmart Ltd. ISBN 1-86147-136-X. 

External links

Vincent Black Knight at the Australian National Motorcycle Museum

Picture of Black Knight

Categories: British motorcycles | Vincent motorcycles

5 Quick And Easy Steps To Clean Your Engine

Cleaning your car engine is not something that you should undertake lightly. The truth is you can do a lot of damage to your engine if you do not take adequate precautionary steps. Having said that, there are some benefits which you will derive from having a clean engine. Things like increased resale value, detecting potential problems before they escalate out of control and keeping your car in good running order.

In this article we will look at each of these benefits and then go over some of the methods you can use to keep your engine in a pristine condition. Remember at all times that you should always consult with yourmechanic before embarking on a major cleaning program so that he or she can alert you to potential problems.

Every car has its own idiosyncrasies and you should be careful to follow manufacturer’s instructions.

Be careful when using water blasting equipment in and around your engine. It is much better to take a manual approach and wash each part of the engine carefully and ensure that you avoid sensitive engine components like the alternator, battery terminals or fuse box. Removing excess grease, dirt and oil will make your engine look well cared for to any potential buyers, but if you damage the engine when doing so, you will have lost more than you gain.
If you are cleaning around sensitive engine parts make sure you cover them with cling film and protect them against any water damage. Also make sure that the battery terminal has been disengaged and that it is also covered to protect from contact with water.
Make sure your car is parked in an area where you will not cause any environmental damage. As grease and oil is removed from the engine it should be contained in a manner which will allow you to dispose of it safely after you have finished. This means keeping it off the grass and away from any drains.
The carburettor and any air intake, especially on older vehicles, will need to be covered with aluminium foil to give it added extra protection from cleaning products.
Use a heavy duty brush and a strong solution of detergent and water to clean heavily impacted areas, being careful always to avoid excessive splashing the fluid on to any other engine part.

When you have finished you should carefully wash the area with clean water once again being careful to avoid contact with any sensitive engine part. It is best to use a wet cloth for this purpose and to avoid any high pressure equipment.

Remember that the electronics of most modern cars is highly sensitive requiring the utmost care. Any cleaning products or methods that interfere with this can easily cause damage, so it is best to leave this to the experts.

Now that you know the careful steps you should take when cleaning your engine, you may decide you can still do this for yourself or engage the services of a professional mechanic or car cleaning expert who can do it for you.