Kawasaki KZ200 Chopper Modification - MMC Outsider Jakarta

Kawasaki KZ200 as a 200 cc bike has a lot of options to be modified . One of the most favored by the owners of this bike is to turn it into a chopper . As performed by Axunx , owner 1983 Kawasaki KZ200 make this bike into Heiwa Custom style . That is one of Japan's modification workshops .

Japanese feel taste of the framework that adheres to the model order of the samurai . All proceeds custom -made builder. Then the characteristic appears next to the tank . Small form with a concave surface on the side next to strengthen the impression Heiwa . In the tank well covered with cartoon images of dogs and goats intangible which is the owner of the zodiac and Shio . The composition of blue and white in order to make the appearance of the body enough Binter Heiwa be looks " cute " .

Lead to further characterize the motorcycles electrical component box . Builder makes the bottom of the seat tube to secure all electrical devices . Great legs is certain to be a part of this one custom motorcycles . 16x34.5 -inch wheels stuffed in the legs and paired with Shinko tires on both wheels measuring 500-16 .

The front suspension has been retired , so that more matching Shockbreaker then adopted a Yamaha Byson. Shockbreaker back together with the rigid frame to the seat directly prop.

For more pictures and information you can go to this site.

www.blackxeprience.com

Picture are courtesy of BlackXperience

Tutu Takes A Ride - Indian Style

By : Steve McLaughlin

My story is simply what happened to me tonight. My life is rewarded in mysterious ways some times. This story is true.

I was unfaithful tonight.

I never knew who she was even afterward. It was a moving experience; I will probably take this feeling with me when I get to the after life. I hope they let us ride our Indian Motorcycles in heaven. I think she hopes so too.

It's Saturday night in Honolulu. Weather stunning as always, getting dark. When it get's dark in Hawaii, it get blue-dark blue-dark. You always say things twice in Hawaiian when it really is something special. It cools a bit in the evenings the air next to the ocean get's thicker and you can feel the Indians engine start to inhale, exhale, start to hum, come to life.

She likes the cold night air. She always runs best alone in the cool Hawaiian night. My bike is a woman. Not my choice I thought an Indian Chief was the epitome of male. She is a beautiful woman with old world feminine and womanly traits. She is 60 years old. Born in 1946, the very first baby boomer. The pride of a nation. At times she's cranky, and hard to get out the door, doesn't like the smell of the new fuel you give her, she can be hard to get started and hard to keep focused until she get's warmed up and hits her stride. Then her head perks up and she shakes her self good and stamps her feet by rattling her chain when I go too slow, wanting to go faster, smoother. She was born to run, it is a crime against nature not to give her the lead and let her stretch out.

When she runs she's hot. Hot to the touch, crackling hot, she hates waiting, dawdling, poking slow. She was made to sing the highway song. Not lope, chug, clutch or brake, but to run, run hard, run without mercy. She likes to win.

Was this the woman I was unfaithful with? No, you’ll meet her in a bit. I have to tell you why I met her and it starts with Sioux. If a woman could be reincarnated as a motorcycle, it would be Sioux. She can't get jealous, but she still has to be handled with firm kindness, or she'll do it her own way. Sometimes she'll surprise you with just how good she is at her own way. You always have to listen and feel for her feedback.

Every motorcycle has their sounds, their exhaust notes, idles and chain noises. Some grind, some potato, some rip through the air. The Harley, the only bike similar to an Indian, not much more than a copy of the great lineage, has its unique sound. They never could get that engine to run quite right with that V angle. It makes a potato-potato-potato sound. After a while people got used to the off tune and it became an icon of American individuality.

The Indian has a heart beat when she idles. Thumpa thump thump thump, thumpa thump thump thump, a perfect slow rhythm, the same one for making love some say. But when she get's her head, she makes "THAT NOISE", that special throaty gulping, more air!, faster, and that brilliant Merlin Rolls-Royce V-12 Mustang Airplane roar, turning fuel into noise to build speed, a sound no other motorcycle or car or airplane can make. It is an Indian coming to its peak of her life-force.

Other motorcycles rip down the highway, whine down the highway, tractor down the highways with ever increasing potatopotatopoto, but the Indian howls like a banshee, a buzz saw of perfect harmonics and motion. Everyone stops to look. Other motorcyclists, police, old ladies and babies, even the jaded punkers. Everyone stops to listen, Everyone can't help but feel that awesome sound they are experiencing whipping past them in elegance and pure raw power and speed.

Nonetheless. Isn't that an interesting word. None the less. I was taking Sioux for a leisurely stroll to the beach. She likes the beach and all the admirers; the thick salty air is her favorite. I had parked her and a thin elegant woman with long perfect white hair was sitting nearby on the curb by herself. No possible way to judge her age - 70-80? Women of Hawaii are beautiful and ageless. Composed, head turned just so. Looking at me and my steel pony with its fringe all around. Waiting for her children and grand children to finish parking and come gather her up.

She smiled. I smiled back. Sometimes they will tell you their Dad or Uncle used to have a motorcycle and how it would scare them. But she didn't. She stood up and walked over to the bike and gently caressed the headlight. Noticing the little Indian headlamp on the fender, "does he light up like they use to?" "Yes", I said. Light fingers trailing the seat and rail, walking around the bike never losing her touch on it, like a masseuse and her patient.

She began to tell me about her life. A young nurse in World War II. Injured in battle and sent home. Worked as a riveter for an airplane factory in California and met a soldier on leave. Indian was allowed to make motorcycles during the war, when no other vehicles were. The Indian was solid, dependable, fairly cheap and didn't use a lot of gas. Uncle Sam knew people had to get around. Her man had an Indian very much like this one.

His time with her was precious, they went everywhere on the Indian. Every place, every when, every big band dance, every movie, every picnic. He even taught her to drive it. The seat on the Chief is just an oversized single. It's called a chummy, and you will be intimate with your partner while there, no matter who sits where, the bike can be driven and someone can be held dearly from front or back. They bonded, loved and he left. He didn't come home. She found another life, had her children and outlived another wonderful man.

But she still missed "him". She missed him on his motorcycle. She missed the panic, and thrill, excitement, the love of it all. Her children stood there semi-patient. Come tutu it's getting dark.

She asked if she could sit on the seat. After that? Hell yes you can sit on the seat. Something made me say something stupid, "do you want to ride?" "Yes", she said in her quiet voice. Daughters and son in laws in a panic. I said "it's getting dark maybe tomorrow when it's nice." "No" she said, "in the evening when it's cool and you can smell the night jasmines and feel the wind on your face."

"Do you remember how?" "I know how to lean, I know how to hang on, I know where to sit." She said "I know how "cozy" it is - with a gleam!" If I wasn't already in love with a wonderful lady, I may have fallen in love with this elegant woman. I still didn't know her name.

I said "you get on first, you remember where your feet go?" She said "all of me sits behind you like a spoon" “how could I forget that?" She got on, her son's helping her and glaring at me. Where are you taking her? Where would you like to go? Its Kailua beach, maybe we could take a slow circle around Lanikai, a few miles and I'll bring you back to here. I am sure we can smell the flowers. Perfect. The family runs for the car. They are not going to let us out of their sight. Tutu still has her power. No one is arguing with her. "I will hold on to you like this" as she put her arms loosely around my waist.

She said "I forgot, you have to kick start the motor cycle. I used to help. I was so thin in those days I could stand on the pedal with both feet and jump up and down on it to start the motorcycle. His leg was injured in the war and it hurt, and I loved doing it. But I don't think I can now." I was in awe.

I have a secret tutu. I have an electric starter for it. She said, it was about time someone thought of that. Sioux chupped to life and settled down to her heartbeat, I got a squeeze and very, very gently off we went. Funny how you can forget how to drive when you have a lovely woman holding you. I nearly stalled it twice, she never said a word.

We made it over the first hill you could still see the ocean, I turned on Sioux's headlight and her Indian Lamp on the fender lit up. Her little white nose out there putting out about as much light as that old headlight I am sure. I found a gear that wasn't too fast or slow, smooth sailing. The squeeze got tighter. No more I hope or I won't be able to breathe.

We stopped a couple of times to let a train of cars by and to look at the flowers and the houses. She didn't say much. As we made the turn at the end of the 2 mile loop, trailing a van of family members that finally put their dims on, she put her head on the back of my shoulder. I could feel her sobbing. I stopped the bike, " are you ok", "yes, I am happy". Another squeeze and I took my cue, come on Sioux let's smell the roses down this part of the road.

"Stop." she said. We stopped - Sioux's heart beating a little bit faster for some reason.

"can we DO "that sound"? I thought for a minute. This woman knows "that sound" doesn’t she? She was not a wall flower, but a wounded veteran and in love. "Yes, we can do that sound, but you know what it takes don't you?" "Yes, I'll hang on very tight, when you lean forward I will lean with you." "Tutu, don't fall off or we'll never hear the end of this." I think this is going to shock all of them anyway. She said firmly "please".

I twisted the timing down into the gutter. The bike would barely idle, that thumpathumpthumpthump became disrhythmic. This is how the engine knows we are going to explode into motion. My heart was pounding I could feel her excitement. I said HANG ON and DON'T LET GO. She laid her head on my back, held me tight and squeezed, her signal. I wrapped the throttle up, timing struggling, thumping, cracking, Sioux shaking to be let loose.

It was a perfect launch. That doesn't always happen with a hand shifter and foot clutch motorcycle.

Wrenched the throttle open, stomped the clutch, twisted the timing, let off brakes. It is poetry - it is a deadly dance if you do it wrong. When you do it right, it doesn't lurch, no spinning wheels now wild weaving, the Indian lives for this moment. Pure raw acceleration produced by a pure raw perfect sound that only GOD and INDIAN can make. It makes the hair on your neck stand up, it sends chills up and down your body, it makes you ALIVE. It is terrifying and it is FAST. Speed most people can't imagine - for a split second time stands completely still.

I am whooping, she is screaming with delight and we move like lightning. The revs peak on the Indians first gear quickly, grab second gear and DO IT AGAIN. More delightful screams. The road is ending we have to haul it down, but why go gently into the night, grab the brakes, hold the front brake like death itself, let the back break loose and skid around. Show off, showing what an Indian can do.

So much laughter. So much panic in the van. Let's get going before they get out and run over here.

Back over the hill and down to the beach park, I feel a gentle loosening of her hold, a sigh and a small relaxed distance from the full body contact we had held all this time. Someone wiping her tears and straightening her hair, getting her face arranged.

We parked, disembarked, she nearly carried away bodily by family. It all came to a stop. She walked back and held me and gave me the Hawaiian heart felt hug and we touched cheeks. Then she tip toed up and kissed me lightly. A touch, a gesture.

And that was that. Grandkids screaming questions with delight, daughters and sons scolding, a smile from the window, and I was alone as I arrived.

I have been faithful and unfaithful in my life. Maybe this time it won't count against me.

Steve McLaughlin
Hawaiian 346

editor's note: Tutu couldn't have picked a safer driver for her memoriable ride. Prof. Sensai Steve McLaughlin is a 7th Degree Black Belt Bushidokan Federation and Author / Instructor HZBK Women's Assault Prevention Course. ###

PS : Many thanks to Mr. Steve McLaughlin to allow me share this article.

Source

Indian 101 Scout Restoration

The Indian 101 Scout was produced from 1928 to 1931, it was ahead of its time, differing from the other bikes of the era. It used front brakes, stiff frames, superior front suspension and low 26 inch (660 mm) seat heights. Despite the short production run and the fact that not many 101 Scouts survived to this day, there’s an online club that has over 400 members. For more information on the Indian 101 Scout club check out their website,they offer help and advice and even collaborate on finding suppliers for spare parts.

Original Look of Indian Scout 101

In 1931, Indian's management decided to rationalize production by designing a new corporate frame that, with some detail variations, would be used across their entire, new-for-1932 model range of Scout, Chief and Four.The economic hardship of the Great Depression forced Indian to discontinue the 101 Scout, since it was as expensive to produce as the 74 cu in (1,210 cc) Chief, and therefore had a small profit margin.The 101's replacement the Standard Scout found enough adherents to keep it in production until 1937, but it was not well received by fans of the 101, who found the larger-framed Standard Scout to be slow and heavy by comparison.

1930 Indian Scout 101 Restored

The 101 Scout was noted for its handling and was popular with racers, hillclimbers, and trick riders. It is still used in wall of death stunt exhibitions.

1931 Indian Scout 101 Restored

Enthusiasts have differing views on the replacement of the 101 Scout. Fans of Indian's technical achievements acclaim the 101 Scout as the pinnacle of Indian technology, while fans of classic Indian styling hail its replacement for bringing classic Chief styling to the Scout line.

Sources

V-Twin Kawasaki KZ 200 Vintage Chopper Style

This modification is unique and unusual. As we know that the Kawasaki KZ200 is a single-cylinder motorcycle. I was curious and find out about this bike.

V-Engine turns out that look at this bike is only as accessories, not really working properly. The bobber-style motorcycle built by Udivisianto which is a motorcycle designer from Puspa Kediri Custom workhop located in Pondok Gede, East Jakarta, Indonesia.

This bike belongs to Ariawan Wijaya, who is also the owner of the home modification New Motor Sport (BMS) in Jl. Palmerah West No.. 25, Central Jakarta. Ari wants to have another mascot. He wanted to touch different. So PKC workshop that used to build the motor with the concepts of old-school become partner.

So this project is the collaboration between the two modifiers. Ari greeting modifier and importers of used motor spare parts that allow creative Udivisianto board-tracker bobber with a trendy concept in the 1920s.

Source : Motorplus Online

Soft Tail Chopper KZ200 1984

This Kawasaki KZ200 is belong to Charles Iwan Tanaka. Builded by Mohammad Rifai also called Pei from 52 Custom at Kunciran, Pinang, Tangerang, Indonesia. They met when Charles looking for a chopper builder to modify his old Merzy motorcycle.

They both know if KZ200 chassis was comfort on it's standard form. So they don't do much renovation on the backbone and downtube.  It is precisely from the center to the back bone changes quite a lot. Most prominent in the swinging arm. Unusual construction, plus the outermost position is made longer than usual.

To achieve a comfortable riding position. Moreover, this bike is targeted comfortable, completely avoid the construction of hardtail. Double conventional rear shock uses Harley Davidson stock, while the front shock KZ200 standard.

Major appliances handmade, from tank to fender. For wheels they choose in accordance with the dimensions KZ200, as a medium-capacity motors, simply mix 110/80-18 front and 190/50-17 for the rear. Both use the same brand of tires, Dunlop.

Source : Motorplus On Line
Picture is owned and copyright by MotorPlus

Empowers you with Royal Enfield Classic Chrome

Author: wilson Roy

Royal Enfield Classic Chrome is fairly like in its previous story of the Classic 500. With the latest look, this bike has a British fashion of the year 1950, well-proportioned and pleasant-sounding. It has a great compact of diagram appeal due to the make bigger leather seat. The two-wheeler through a retro view is made up of old-fashioned metal. The traditional metal is highlighted with a combined archive of chrome and wealthy paint, which in reality gives a look of the motorcycle in the placement conflict era of the British. It is really imposing in looks, which makes the consumers for purchasing this wonderful bike with retro looks.

The features of an engine of this bike are a great deal higher than the bikes of other product. The stylish slick body graphics of the Royal Enfield Classic Chrome are very attractive. It has 499 cc displacement and 4 stroke. The maximum power of the steam engine is counted to be 27.2 Bhp @ 5250 RPM, while the torque is imaginary to be 41.3 NM @ 4000 RPM. It furthermore has 5 speed gears, which essentially provide fast speed to it. The worth of weary and stroke are 84 and 90 in that order. The grasp of the medium is wet multi plate. There is not carburetor in this reproduction, but the motor authority is about 12 V. The engine cooling system is manner cools it has tubular strengthen of bodywork type.

Picture is courtesy of HelmetStories

This two-wheel offers you a large deal of comfort and expediency level, while you are riding it. You can simply get to identify about the fuel, oil and steering of the bike. There are divide indicators for fuel, oil and sequence in the bike, which helps you to be watchful while riding. Then front deferment is telescopic by means of hydraulic damping. The brakes moreover provide a great deal of security dealings to the riders with disc brakes of 280 mm and beat brakes in the rear end of 152 mm. If you compare the price of this bike with model 500, Royal Enfield bikes price is slightly special from its before version Classic 500.

Royal Enfield Bikes Price has at all times been more than the prices of additional bikes, but this company provides you with a produce which will offer you a feel of the royal family when you are on the roads through it. With no fears this company is forever proving itself to be the master of motorcycle developed for an extended time and that's the rationale this deserves a necessity watch every time you are away for a new bike price. The bike gives a level ride, provides fantastic reassure and is in reality a trivial bike from Enfield. The Royal Enfield bike price is around Rs. 1, 00,000. Do check exposed for more bikes Price greater than the certified and non official websites. Here you can the new and specific facts in on paper format like features, requirement and price which willpower helps you in manufacture the right choice and as well offers you the most successful and beneficial deals.

Article Source

About the Author
Wilson Roy is a well known author and has written articles on Royal Enfield Electra 5 S price, Laptops store, Royal Enfield Classic 350 price in india, online shop and many other subjects.

Kawasaki KZ200 Café Racer

A very interesting idea and the original of the Agus Darizt trying to think back to the glory of the model cafe racer. Trying to break away from the style of the modern modifications. Agus it gives a classic touch to the motorcycle Kawasaki KZ200.

Most of the modifications are handmade with an artistic touch tank shown in detail. Combined with a modern twist that can be seen in his choice to put large tires. Making this bike looks dashing and charismatic.

Done in the garage Darizt Design in Java, Indonesia. These motors were calling "12th Attempt".

For more information you can visit their website http://dariztdesign.blogspot.com.au/

Classic Motorcycles - The Moto Guzzi S3

In the late 1960s and into the '70s, there was a Japanese motorcycle manufacturer's battle similar to the computer wars of the 1990s, in that the emphasis was on constantly increasing the power. This made for some exciting machines, particularly as the handling aspect came a distant second in their considerations. European manufacturers however, thought differently. The expression "power is nothing without control" was well understood by the likes of Moto Guzzi and their fellow European manufacturers. Whilst they understood power was important and a big selling point for any motorcycle at that time, their priority was in making powerful bikes with "usable" power.

The S3 had a top speed of 125mph and 748cc transverse 90 degree V-twin producing 72bhp. However, more powerful bikes such as Kawasaki's Z1 with a claimed 82bhp was considered no match for the S3 in the real world of twists and turns - in other words, where it mattered. The S3 had a revolutionary braking system. Twin discs on the front and one on the back was nothing new, but their operation was. They were linked. The foot pedal, normally the rear break, operated both the rear brake and one of the front discs, whilst the handlebar lever operated the other front disc.

Combine this with the long, low race developed frame (from the V7Sport) and you had an assured performer that gave the rider confidence in the corners and power with control when needed. There were two main drawbacks for the S3. One was the high foot pegs and clip on handlebars, making the machine difficult to get comfy on for long legged riders.

The second problem was that although the bike handled incredibly well and could show a clean pair of heels to other, more powerful superbikes of the time; it simply lacked the grunt to get it moving. In other words, it was slow from a standing start. However, the "lemon", was going to be arriving in the following year, 1976, and things would change.

Source

Author: puma673

Chopper Gothic Jepara

Chopper is one style modification KZ200 most requested by its users. As Kawasaki KZ200 made ​​in 86 belongs to Johan from Jepara, Indonesia. Applying the concept of Gothic Chopper on his beloved motorcycle.

Frame made ​​of tubular metal pipe 3/4 "galvanized plate combined with pieces that are all handmade. Front rim using size 18 with 80/90-18 Swallow tire and rear rim wearing a custom 16 with 130/90-16 Metzeler tire.

Get to Know When to Replace Your Worn Out Tires

Choosing the right tires is the first step in controlling tire wear. For instance, softer compounds are excellent in producing more traction though they wear out quickly. Harder compounds have enhanced wear but they may not cause a good grip. Manufacturers such as Pirelli Motorcycle Tires have a variety of tires for different terrains.

Author: Kadzo

Tires are part of safety measures which can affect your comfort, safety, handling and riding on the road. To be able to have best performance and efficiency of your motorcycle, it is critical to have good performance of your tires.

Choosing the right tires is the first step in controlling tire wear.  For instance, softer compounds are excellent in producing more traction though they wear out quickly. Harder compounds have enhanced wear but they may not cause a good grip. Manufacturers such as Pirelli Motorcycle Tires have a variety of tires for different terrains.

Tips to help you decide
-        It is difficult to know exactly when your tires need replacement. If you do not replace your tires in time, you might experience a blow-out. Warm climates make tires age faster than cold climate season. Tires become unsafe when they are worn out, and once the tread is down too, for instance, 1/32th of an inch, the tire is no longer safe and needs to be replaced.

-        Tire wear and age start from the date of manufacture. Tires can deteriorate even when in storage. One thing manufacturers like Pirelli Motorcycle tires consider is dealing with effective grip together with longer mileage when it comes to tires. This will extend the life of your tires. Replacement of your tires can be done at least every six years as recommended by NHTSA. This is regardless of the way you use them.

-        The ‘Penny Test':One way to know when to change your tires is through ‘penny test'. This can be done by outing the penny into the tire groove with its head pointing down. When you are able to see the top of the head of the person in the coin, then it is time to change your tires.

-        Front tire replacement: At times front tires may still need replacement even when there is still ample rubber. They may look fine even if they have gone through considerable heat cycles. When your tires react like this, get them replaced. Look at the owner's manual for specific recommendations related to your motorcycle.  Pirelli Motorcycle Tires manufactures provide such manuals for guidance when using tires.

-        To identify that your tires need replacement, you can use tread pattern test or use special tread depth indicator or gauge tool. Alternatively, you can go to your regular tire place and ask them to check if the tires are worn out.You can purchase at affordable prices from Pirelli motorcycle tires manufacturers. They have a proven track record for transferring torque from the engine to the road in the industry's most efficient manner.

When you are selecting new tires, it is important to ensure that the tire's load rating is at least as high as the tire you are replacing. The mistake that most riders make is selecting tires without considering its ability to hold on the road.

Source

About the Author
Charity Kadzo is a professional article writer. Working for 4wheelonline.com, a company that deals with wheels and motorcycle tires among other. For more information on 4wheelonline go to Pirelli motorcycle tires

Find the Right Motorcycle Helmets for Your Safety

In today's unpredictable world where numbers of road accidents rising very fast, wearing a helmet while riding a bike is essential to keep yourself safe and secure. Buy a helmet which is high on style content along with being safe and get benefited by it.

Author: Daniel Daly

A helmet that is well chosen and used properly can dramatically decrease the odds of suffering from a drastic brain injury in the event of a motorcycle accident. Most of the accidents which involve bikes cause serious damage to the rider's head and even irreparable brain damage. Therefore, it is obvious why wearing a helmet that fits properly is the single most vital thing that you can do. A motorcycle helmet must be DOT certified so that it is safe and can sustain an accident and protect your head. Other safety gear like a leather jacket, gloves, long leather trousers and boots can definitely help you avoid suffering from painful abrasions (road rash).

There are facilities all over the world that run a battery of tests on safety gear. Only the items that pass their tests should be released for sale, but this is not the case. There is unfortunately a lot of gear on the market that weren't able to withstand the quality control tests. One such test is the drop test. This tests shows whether the helmet would truly be able to protect your skull in the event of an accident. There are committees like the Department of Transportation which uses data from all these findings to certify gear that is adequate for safety. You will come across many uncertified "safety" gear, but it is in your best interest to avoid them.

The term safety gear retention is something that you should be conscious of. It basically means the ability of the safety gear to remain on your head securely. It is obvious that a helmet that comes off while you are involved in a crash is of absolutely no use. A simple check that you could perform to determine if the safety gear will retain its position on your head is to securely strap the safety gear by using the chin strap and then trying to roll the safety gear off your head using your hand. If the safety gear comes off easily, then it will certainly not stay on during an accident. Therefore the safety gear that you choose must pass this test.

Your helmet must be comfortable and the sizing needs to be perfect. It should fit snugly around your head with no strains around your cheek bone or jaw. Every manufacturer has a unique design style so their helmets will fit differently. A properly fitting safety helmet is essential for high retention in an accident. Riders will only wear safety gear that is comfortable, if it's uncomfortable it won't be worn and which is extremely dangerous.

These are some factors that one should keep in mind while deciding which motorcycle helmet to buy. BikerFan.com promotes safety for bikers. They only sell helmets that are DOT certified or Snell certified.  They offer a wide selection of the latest trends in novelty helmets which is why they've been a world leader for the past 10 years.

Source

About the Author
BikerFan offers Motorcycle Half Helmets, Biker Helmets, Motorcycle Novelty Helmets and replacement parts to the riders.

Papertrigger | Inspiring Site For KZ200 Modification

Plans to seek ideas for my Kawasaki KZ 200 motorcycle modification, I finally landed on a blog that is very inspiring. Not many posts on this site and almost all of them only contains images that most motorcycle modification.

This is some pictures from the blog, Maybe it could be an inspiration for those of you who want to make modifications to your Kawasaki KZ200.

The Pictures are owned and maybe copyrighted of papertrigger.blogpsot.com.

Kawasaki KZ200 Manual Service E-Book

I have a scanned manual book of Kawasaki KZ200 in JPEG files. Some enthusiast people asking me to shared the file but I think it's too large to stored on website. So I convert it to E-Book format while people can read it from their PC offline.

This book is originally created and owned by Kawasaki Motorcycle Manufacture and have their own license to publish. Since this motorcycle is not produced, it's so hard to find the guide of service. I hope what I'm doing is not violate the law or copyright. I just want to share with other Kawasaki KZ200 owner and lover. And I don't take any benefit from it.

The book is an exe file but there is no need to install, just run the file. You need to install Adobe Flash Player if you don't have it.

Download the Kawasaki KZ200 Manual Service E-Book here.

Sriwijaya Motor Club

Sriwijaya Motor Club or SMOC was a Kawasaki KZ-200 Motor club founded in Palembang, South Sumatera.

As one of the big clubs, they have great respect for the Kawasaki enthusiast Merzy. They always send some club members to attend events held by other clubs Merzy.

Contact :


SRIWIJAYA MOTOR CLUB PALEMBANG
Jl.Kapten A. Rivai / Bintan No.952 RT.015 RW.004
Lorok Pakjo Ilir Barat I, Palembang 30137
e-mail : smoc.palembang@gmail.com
Contact Person :
Maman Lesmana ~ 081958573680
Anto ~ 0819684829

Yew Emm Gee : Kawasaki KZ200 Review

Lovely little bike, innit, said the back street dealer. He went into a story about some old chap bringing in it, saying it wouldn't start any more. A change of spark plug and coil, it was ready for sale rather than being split into a million pieces. At 350 notes it seemed a steal, even the alloy still shone as if lovingly polished every day.

The Z200 is a small bike but one with nice proportions and a proper motorcycle look. If it had BSA on the tank it would've been declared a classic rather than a bag of old nails, as my mate reckoned. That comment was down to the rattling engine, a result of 31000 miles under the tender hands of just one elderly owner. And if you believe that, you'll believe anything.

The engine was a gem of OHC thumper technology, at least when new. Lacking any kind of balancer system, the 200cc's were the kind of pure engineering that the Japanese did so well in the sixties. By the time it fell into my hands there were minor rumblings at all revs with a heavy frenzy coming in when flat out at an indicated 85mph (probably 75mph in harsh reality). This wasn't a speed I'd like to hold for very long because the shining chassis hid the fact that all the suspension damping had a long time ago completely disappeared.

The result, the front end needed a very firm grip to stop the bike leaping out of its lane whilst the back end went into a pogo-stick routine even on the smoothest of roads. Being an optimistic and persistent soul, I actually went back to the breaker to complain. He was so shocked by this effrontery that he threw some shocks and fork springs at me before coming to his senses. After almost taking my nose off when the forks came apart with a bang and almost having an heart attack when I found the upper shock stud on the right-hand side was about to fail due to internal corrosion, I began to think about dumping the bike in the nearest canal. However, a mate with a welding torch fixed up the frame and a bit of brute force had the front forks reassembled.

Gods knows their source. My 200lb neighbour was instructed to leap up and down on the saddle, with about a millimetre's worth of suspension travel resulting. Fed with copious supplies of beer and allowed to watch my porno video's in the garage (you've got to find somewhere for a bit of peace and quiet, haven't you) he spent the day bedding in the suspension by bouncing up and down on the bike. Eventually, a couple of inches of travel were gained and I felt the bike was safe to take out into the world.
A right weird sensation it was too. Added to the engine's vibration, the stiff suspension allowed every minor road imperfection into my backside, feet and hands. It took a couple of weeks for all this to fade into the background, as it invariably does, and before I really began to enjoy the machine. At least the front end now had an unknown precision, even if the back still weaved around a touch. Further investigation revealed swinging arm bearings that were on the way out - some plastic rubbish that as soon as a little wear gets into them begin to rapidly go down. Figure a life of less than 5000 miles.

Wanting to pop along at 70mph, I decided to whack them out, upgrade them with some phosphor-bronze replacements. That sounds nice and easy but the swinging arm spindle was corroded in and destroyed the swinging arm by the time it popped out! The breaker charged me a reasonable fiver for a replacement and then lost my custom for life by calling me a shirt-lifter! Don't know why, as he was twice my size I let it go.

With all that fixed the Z finally handled as well as it looked but I was soon dismayed by the lack of top end go. It would top out at a reasonable 85mph but getting there proved a tiresome business. It'd buzz up to 60mph at a reasonable rate but after that it took ages to wind itself up. Torque seemed to peak at 60mph, it'd plod up hills and into head-winds at this velocity but either of these could knock any extra speed right off.
As could be imagined, 60mph on the modern roads was asking to be knocked off by speeding cagers. To make matters even more interesting, all I could see in the blurred mirrors was the vaguest of images. The only way around this potential death scenario was to take to the country lanes. Here, the Z made some kind of sense, plodding away at 50 to 60mph with a heavy blast out of what was left of the silencer. Smiles all the way, except that the brakes faded when used heavily in the corners and the bumpier roads threw me around in the saddle - it's quite easy to catch a very sensitive piece of the anatomy on the back of the tank.

The bike would've been brilliant for slicing through traffic had not the motor liked to stall at low revs if the throttle wasn't continuously blipped at junctions. The gearbox didn't like low revs either, and it was dead easy for the clutch to overheat - sometimes fading and sometimes slipping! Didn't know if I was coming or going. Apart from these minor imperfections, the bike could be weaved through the narrowest of gaps and even taken up on the pavement.

Low speed running was improved by fresh oil - I wouldn't want to leave the oil changes longer than 500 miles. The valves stayed resolutely within tolerances whilst the camchain needed a tweak every few hundred miles to keep the chainsaw blues at bay. The ignition system seemed a bit marginal, wet weather making the bike burp and backfire - you don't want to lose power when there's only one cylinder. In the wet, the tyres seemed like they were on a knife-edge but didn't actually slide down the road.

After approximately 6000 miles I began to tire of the Z. It lacked sufficient top end go for me to take it too seriously, and was becoming an increasing pain during the commuting chores. On the good side, 80mpg was regularly turned in and, once sorted out, consumables wore slowly, although the chain needed constant attention and the odd link removed (it could have been there from new for all I know, the sprockets certainly looked like they had been).

The bike was polished to a mirror shine and put on the market at 600 quid. The machine refused to start when the first punter turned up, only revived by a new spark plug - I nearly stripped the thread putting it in; crap Jap alloy doesn't age at all well. I had some fun hustling dealers for part-ex, getting test rides on an XJ600N, CB500S and CBR400. The most offered for the Z was 400 notes.

An old geezer in waders turned up with a mate who was on a Panther with huge sidecar. This dynamic duo looked upset when I refused to let them take the spark plug out as a prelude to whipping the head off. There were enough tools in the sidecar to make it a rolling workshop. After several test rides, lots of pushing and pulling, I was offered 500 notes in dirty fifties and grabbed it with both hands. I felt the Z wasn't far off going expensively terminal. They tottered off with the poor old Kwak sticking out of the sidecar - some people!

So there you go. A venerable little thumper but worn examples aren't really up to modern road speeds. Cue for someone to write in with tales of world travel on a Z200...

H.K.

Thanks to http://yewemmgee.blogspot.com

Black Mangoes 4th Anniversary

"Black Mangoes" is a club Kawasaki Z200 motorcycle enthusiasts who formed four years ago in Indramayu. Many activities already undertaken by this club. Like the greening programs and other social activities.

On the fourth anniversary, "Black Mangoes" calls for motorcycle users to comply with driving regulations and care for the safety of driving on the highway.

 

"Black Mangoes" was also invited some other motorcycle clubs to get together to express the attitude of denying the existence of a motorcycle gang is considered disturbing the public.

The event was also attended by Chief of Police and Chairman of the Parliament Indramayu Indramayu This lively entertainment with musical performances from members of motorcycle clubs.

Cafe Racer The Returning Style

Motorcycle styles and trends do not differ with fashion and fashion. Always changing and sometimes return to the previous period. such as Cafe Racer (Café Racer) style that was once popular in the 1960s is now back into the trend among bike lovers modification.

Courtesy of Weblog Surf

Cafe Racer that was popularized by the community of Rock N 'Roll in Britain during the 1960s favored because the style is simple and not too many accessories. Surely by removing some of the motorcycle accessories that are not too important to reduce the maximum load and simplify maintenance.

If you are interested in the Cafe Racer style, should be modified motorcycle-style Cafe Racer is a motorcycle that uses a medium-capacity engine. Because according to the purpose of the Cafe Racer is speed and agility.

Here I show some examples of modifications to the motorcycle with the Cafe Racer style that I got from the internet.

Courtesy of Motorivista

Making A Custom Motorcycle Seat

Author: Chris Yarbrough

Photo by Cyril Huze

After owning and restoring motorcycles for several years, I ran into the dilemma of finding a great resource for custom motorcycle seats. So I spoke to the kind folks at a local custom upholstery shop. The guys at Grateful Threads here in Austin were great and they showed me how I could create my own seats with the right tools and some practice. Luckily, I knew how to use a sewing machine (somewhat) and was able to invest in some tools to do the rest. It took some serious practice but I learned how to do it. I would like to share the process for any of you who are interested in restoring your bikes and need to do your own seats.

First, a big thanks to Grateful Threads Upholstery in Austin Texas for taking the time to show me the ropes. They are Austin's foremost in custom motorcycle seat repair and fabrication.

They custom tailor every motorcycle seat to meet the needs and exact specifications of their clients. I can attest to their focus on the overall aesthetics and comfort of your bike to match your style and create a truly unique statement while staying true to the superb artisanship of the craft. They also serve anyone in the US. Non-Austinites can ship their seat to Grateful Threads and they will do the work to your satisfaction and send it back. So for those of you who do not want to learn upholstery but still want to get a great seat and a great price, give them a call or visit their website to view some of their work. They will not disappoint you.

Now For the Process For every custom motorcycle seat, first evaluate your specific needs to determine the proper finished look and preferred materials. Consider things like comfort and support as well as the appearance. Then dismantle the existing seat to find exact dimensions of the cover to ensure perfect fit and finish. Start by removing the seat cover or whatever is left of it. Remove the old stitching and keep the pieces as a template for the new cover. Keep in mind that you may need to add material in some places if the size of the cushion needs to change. Set this aside and break out the old sewing machine.

If necessary, then repair, reshape or replace the foam making sure to preserve perfect shape and support. You can get new foam at any local material shops. New pieces will need to be glued in place using proper adhesives and cut and smoothed to the original shape. Depending on the type of seat, your body shape, and your riding style you will add foam in some places and remove it in others if necessary. To lower the seat, use a grinder or electric knife to remove foam from the middle or to narrow the front of the seat. If you want more comfort, use a spray adhesive to add foam in some areas where the current seat does not have the necessary support. Then again, shape the foam with a grinder or electric knife. Make sure there are no rough areas. Once the foam has been restored to the new shape, ensure that all pieces are joined firmly and smoothed to create perfection in shape and function before new covers are replaced or fitted.

Now you can begin to redesign and create the perfectly fitted cover with the finish material and style of your choosing. If you built up the cushion in some areas, you will need to adjust your material templates to accommodate the changes. Recovering the seat takes some skill. Using the original seat cover as a pattern, trace it out on your new cover material. Add a small margin on all edges to give yourself a little room to work and for error. Sew the new cover together with piping if necessary and check for fit. If you are like me, this may take you a few tries. For those of you who can sew, you may have an easier time.

Fit the new cover in place. Start with the front of the seat, pull the cover tight and staple it in place with a pneumatic stapler. Once the nose covering is placed properly, stretch the cover over the rest of the new seat and staple it in place as you go. Avoid wrinkling the material. Work your way back and forth across the seat from side to side and front to back. If there is any excess material after the cover is placed, trim it off leaving a small margin on the outside of the staples to keep from getting tears later. If it needs to be adjusted later after use, simply pop the staples out and stretch and reshape as before then replace the staples.

Good luck and remember that this takes some practice and a little investment of money and time. I planned to do this a lot so for me it was worth it to learn. For those of you who just want it done once, it may make better financial sense to give the nice people at Grateful Threads a call and let them deal with the hassle for you.

About the Author
Learn more about Custom Motorcycle Seats here: Click Here!

Motorcycle Tips for the Beginner Riding Enthusiast

Author: Jafrum

There are many options available to the burgeoning motorcycle riding enthusiast. There is help though. The following tips will help to point a beginner in the right direction. Hopefully you will come to enjoy motorcycle riding like so many other people in this world.

The smell of lightweight oil, the rumble of the seat, the slight hint of octane perfume lingers in the air as you slip on your motorcycle helmet. You have your motorcycle boots on, and a rain suit packed on your motorcycle luggage rack. You ease the clutch out slowly and rev the throttle slightly, gliding forward, like a large self propelled ice skate.



The moment is yours. You have all of your motorcycle gear and apparel and have taken off into the wild blue yonder on a journey for your soul. The road and you become one, with your motorcycle as the medium, for your transitive state of mind. Your blood begins to race through your veins, your heart racing in tune with the engine. The vibration of the engine massages every muscle in your body at once. There is really no other feeling that comes close to riding a motorcycle.



If you are a beginner rider there are some attributes about motorcycle riding that you should consider. The first is motorcycle gear, and motorcycle apparel. You should always wear a motorcycle helmet. Motorcycle boots are a nice addition as well. But why stop there? Buy a second set of motorcycle apparel as safe keeping in your motorcycle luggage rack. There may be times that you will need to change clothes on a long trek through the countryside.



You probably won't need to buy multiple motorcycle helmets, unless you have a partner with you for the trip. In which case, there is a definite reason to make sure that you have enough motorcycle luggage storage space. All of your motorcycle apparel can be stored neatly in a motorcycle luggage trailer. Other options available for motorcycle luggage are motorcycle sissy bar bags, motorcycle saddle bags, leather tool bags, and leather windshield bags.



Motorcycle boots have evolved over the century or so of motorcycling's history. There are many different styles and colors to choose from today. A popular style of motorcycle boot used to be WWII combat boots. They were durable, had high sides to help protect from muffler burns, and were water resistant to help protect against the occasional puddle.



Many types of motorcycle gear have been made for todays motorcycle riding enthusiast. From mechanical additions to the motorcycle itself, to additional motorcycle gear for the rider. There are leather and textile jackets, rain suits, leather sissy bar bags, leather tool bags, eye goggles, leather and textile gloves, leather and textile pants, chaps and boots. In sizes ranging from young to old, short to tall, a multitude of choices await you when you purchase your next set of motorcycle apparel.



When purchasing your motorcycle gear, motorcycle apparel and motorcycle boots, remember to get some leather cleaning products for all of your new motorcycle gear. This will help to ensure that the gear you have now, you will have for years even decades to come. There may be many types of leather cleaning products available, but talk to the owner of the shop from where you purchased the motorcycle apparel, and they should be able to point you towards a proven product. After all, they have to keep all of that leather clean while it waits to be boughten from a consumer.
Article Source: http://www.articlesbase.com/motorcycles-articles/motorcycle-tips-for-the-beginner-riding-enthusiast-256606.html
About the Author

Jafrum.com sells motorcycle helmets and motorcycle gear. You can find

articles and products at our website Jafrum.com

This article can be used, provided this copyright notice and Jafrum.com link appears on each copy. Copyright 2007 Jafrum International Inc.

Defend Your Head With A Traditional Motorcycle Helmet

Author: DennisRios

Picture by ConsumerReports.Org

Do you have a vintage street motorcycle? To achieve the looks, you must have a vintage motorbike helmet. Old style, timeless, ancient or whatever you decide and call it, it needs to satisfy the current standards for safety. They will also be of various helmet types for example open face, total face or half helmets and even quite a few also is available with the motorcycle goggles to compliment and finish the old-fashioned look.


You will find a lot of companies today that creates an old-fashioned look headwear just like Bell which generally looks like a classic motorcycle helmet however internally, has an approved by the Department of transportation, plastic liner.

Below are some guidelines on finding the great as well as reliable classic motorcycle headgear:

Good fitting - your helmet must fit you and need to be comfortable to wear all through extended trips. It has to fit snugly and shouldn't keep moving around whenever you move the head on all directions. If you are checking out pertaining to fit, attempt gripping the helmet with your hands and move it on different directions. Your head must follow and there will be no slipping between your skin/head and also the inside lining on the headgear.

Protection - Just about all vintage motorcycle helmets must be licensed by the Dot, CNS, ECE, and AS. For DOT or DOT, their accreditation necessitates to the motorcycle helmet to absorb a great amount of force and prevent punctures or penetrations coming from usual materials. It also rates the fasteners used by the helmet and being sure that it will handle a substantial degree of force and won't break up when subjected to a rapid pull pressure.

Face Protection - Many retro headgear are lacking on this in case you can get the one which covers up much of your top of your head, the better. The full face head protection has got the greatest protection. A good idea is to have 3/4 coverage on the head. You may also make use of your judgment when you drive and choose the kind of helmet you need to use. As an example, i am likely to make use of a full face helmet during long higher speed highway drives and also on rides around town, then, I use my retro helmet which often are half helmets or an open face one.

Appearance - Now this is an easy one. For this reason you are getting a retro motorbike helmet in the first place. Attempt not to exaggerate it though and even select safety and comfort first of all if there are lots of selections. Overall, the majority of people will look at the antique motorcycle in the first place and your old style helmet is simply completing your thing.

Cost/Price - This should not be a consideration however in my opinion, purchase a brand-new helmet than buying a second hand one. Furthermore take into account safety than anything else. A 20 dollar main difference because of enhanced safety measures justifies purchase as compared to a twenty dollar additional cost because the natural leather and chromed out and other additional add-on alternative. Don't think of buying very inexpensive and lose safety.

All of the tips earlier mentioned must be considered when selecting a vintage motorcycle helmet or even any helmet for your motorcycle. A helmet completes the looks and feel of your vintage motorcycle and isn't only for aesthetics but moreover for safety.

To get the very best value for these kind of vintage headgear, browse on the internet to Amazon . com for brand new for sale classic helmets or if you'd like the aged genuine one, go to EBay online auction on their automobile sections and you'll manage to find a classic beat up black leather helmet which will match your motorcycle. And then while you're now there, it is possible to complete the looks by looking for coordinating outfits like leather motorcycle overcoats as well as classic motorcycle footwear/shoes. Also check on consumer testimonials to get the best model for your classic motorcycle helmet.

Source

About the Author
No matter how much you think you know about vintage motorcycle helmet and even on half motorcycle helmet, read this informative site and be thrilled with truly top information.