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BERBAGAI MACAM MODEL BOX

<div dir="ltr" style="text-align: left;" trbidi="on">BOX MOTOR MERK GIVI <div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIGUPLTHu7lpqlXa8xDnbv44zFJHjaFLbw08qC_JBXO2xo0Qvh7rybaJq2XMVmKucOcI3tPgYuEGGxMwd8lAKC9TsBNXuOBuWw_iYvfL7JveA1bPJ3WIcPnGATsgdZQrvofQIjxZsn/s1600/box+givi+1.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="146" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIGUPLTHu7lpqlXa8xDnbv44zFJHjaFLbw08qC_JBXO2xo0Qvh7rybaJq2XMVmKucOcI3tPgYuEGGxMwd8lAKC9TsBNXuOBuWw_iYvfL7JveA1bPJ3WIcPnGATsgdZQrvofQIjxZsn/s200/box+givi+1.jpg" width="200" /></a></div> 1 <div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjj4Ig2u6ouAWZdXJOcUmUupDZ792bsh5BieNQq7Hy4zAi1nogLbSm10pJupBkvQJXuiGkTEaRW2qaBQZLioue8u0zAMfy0MlubVcQhGCZRMg5lo5twtqKMZyLYeAGMj5ZhRHmKN1l3/s1600/box+givi+2.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="146" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjj4Ig2u6ouAWZdXJOcUmUupDZ792bsh5BieNQq7Hy4zAi1nogLbSm10pJupBkvQJXuiGkTEaRW2qaBQZLioue8u0zAMfy0MlubVcQhGCZRMg5lo5twtqKMZyLYeAGMj5ZhRHmKN1l3/s200/box+givi+2.jpg" width="200" /></a></div> 2 <div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7wOuzLOlgtVcSMjNhCHqEwW3R8IXJyYYRrAUQfd90gnyS8bHX1HqZ7OK0LVUSBmPNwcGQCajKJRP3jgua8tzQt89ZOlhQJYEB46EyfqdQdFi-CIOieo4df6EreA8d2_7cjWOp2uOE/s1600/images1.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="182" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7wOuzLOlgtVcSMjNhCHqEwW3R8IXJyYYRrAUQfd90gnyS8bHX1HqZ7OK0LVUSBmPNwcGQCajKJRP3jgua8tzQt89ZOlhQJYEB46EyfqdQdFi-CIOieo4df6EreA8d2_7cjWOp2uOE/s200/images1.jpg" width="200" /></a></div> 3 <div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwI0spXuSOTwc5CxUJIeJMebgNx8Ef8RzJqcJp78NpNSyMBf5pSym6Uj8vYVf3NsvDArB_lKj3H9snSxwtDk7cj6yt45zrEfXIlYqSdKWKG-yQ51l5IWd7j_nGVExiis4HIG9AoHmK/s1600/images.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="147" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwI0spXuSOTwc5CxUJIeJMebgNx8Ef8RzJqcJp78NpNSyMBf5pSym6Uj8vYVf3NsvDArB_lKj3H9snSxwtDk7cj6yt45zrEfXIlYqSdKWKG-yQ51l5IWd7j_nGVExiis4HIG9AoHmK/s200/images.jpg" width="200" /></a></div> 4</div>

BERBAGAI MACAM MODEL BOX

BOX MOTOR MERK GIVI 1 2 3 4

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Bocoran 2014 Honda Brio MPV - Indonesia

23.05 Deva 0

<div class="separator" style="clear: both; text-align: center;"></div>Ajang pameran International Indonesia Motor Show yang rencananya difelar tanggal 19 September rupanya akan menjadi target dari pabrikan mobil  Honda Indonesia untuk meluncurkan Entri Level Small MPV yakni  Honda Brio MPV. Honda Brio MPV ini melengkapi Varian dari Honda Brio yang telah beredar dI Indonesia <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgchG1Ez1-HE_yqm6Gn9iGZi_Emtf2nkBNGzO9O-lM5JtnaPJhGm4EP9w7bSdhQak6xUqsng92JSaHG7pc1UNqYTvNtI9zNKenrilQjlR6DXI2rU6Opm6yY0ce6x2xtQFL2e0WnNS-reB-F/s1600/honds++brio+mpv.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="392" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgchG1Ez1-HE_yqm6Gn9iGZi_Emtf2nkBNGzO9O-lM5JtnaPJhGm4EP9w7bSdhQak6xUqsng92JSaHG7pc1UNqYTvNtI9zNKenrilQjlR6DXI2rU6Opm6yY0ce6x2xtQFL2e0WnNS-reB-F/s640/honds++brio+mpv.jpg" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">rendering 2014 Honda Brio MPV - Indonesia</td></tr></tbody></table> Honda Bio MPV dikembangkan secara kusus untuk memenuhi kebutuhan konsumen dan karakteristik jalan di Indonesia. Produk ini akan diproduksi di Indonesia dan menjadi produk pertama dari Pabrik Baru Honda yang kedua yang berlokasi di Karawang, yang segera peroperasi awal tahun 2014. Produk terbaru Honda Brio MPV akan menjadi Produk spesial untuk Honda di Indonesia. Demikian Penjelasan Tomoyuki Uchida - Presdir dari PT. Honda Prospect Motor, Mobil ini akan mengambil basis mesin 1,5 liter berbahan bakar bensin dan bertenaga sekitar 100 HP. Kemungkinan akan berbagi mesin dengan sang kakak Honda Jazz. Semakin marak aja sejak launcing Datsun Go di India. Hampir Semua Pabrikan  seakan terbangun dari tidur panjangnya dan mulai memperhitungkan potensi konsumen di Indonesia dan dengan regulasi Low Cost Green Car dari pemerintah, mereka berlomba-lomba menawarkan konsep LCGC pada publik Satu keuntungan bagi konsumen yakni luasnya pilihan model dan harga tentunya. Selamat menunggu. Sumber: autoevolution

2014 Honda BRIO mpv Indonesia 5 L indonesia Datsun Go Honda Jazz indonesia Honda prospect Motor mesi 1 mobil baru indonesia mobil honda mobil LCGC mobil murah Tomoyuki Uchida Bocoran 2014 Honda Brio MPV - Indonesia

Ajang pameran International Indonesia Motor Show yang rencananya difelar tanggal 19 September rupanya akan menjadi target dari pabrikan mobi...

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Gambar Motor Vespa Modifikasi

02.40 Deva 0

MODIFIKASI Gambar Motor Vespa Modifikasi

Untuk motor yang satu ini memang bisa dikatakan sebagai motor antik, karena memang pengguna dan pemilik motor vespa yang mulai langka, palin...

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Gambar Motor Kawasaki KLX 150

01.07 Deva 0

Kawasaki Gambar Motor Kawasaki KLX 150

Bagi para penggila biker apalagi yang senang dengan tantangan dan petualangan, jangan pernah anda lewatkan motor yang satu ini Kawasaki KLX ...

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Camshafts Demystified

11.11 Deva 0

<div class="postTitle"> <h2> </h2></div>By Mike Petralia Camshaft Lobe Separation Angle Matters When finding the perfect cam for a street engine, Lobe Separation can help do the trick. Could you take two cams that are ground with EXACTLY the same lift and duration and still get one to make more power than the other? Of course, and if you picked the wrong lobe separation angle you might lose power. I think the cam companies do this just to keep us guessing. It’s an area where camshaft design gets very confusing. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_01.jpg" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> LSA and LC Lobe Separation Angle (LSA) is NOT the same as Lobe Centerlines (LC), although the two are directly connected. The Lobe Separation Angle is measured as the degrees that the crankshaft rotates BETWEEN the exhaust valve’s maximum lift point (aka: Exhaust Centerline) and the intake valve’s maximum lift point (aka: Intake Centerline). Check the lead illustration in this story from COMP Cams to show this effect. The highest lift points on the lobes are referred to as the cam “Lobe Centerlines” and are usually ground somewhere between 102 and 122 crankshaft degrees. Since Lobe Centerline is referenced in relation to crankshaft degrees as well, it can be moved around, depending on where you install the cam. When you degree the cam, you’re usually checking to see if it’s installed at the cam manufacturer’s recommended Intake Centerline point. Let’s say your cam manufacturer recommends installing the cam at a 112-degree Intake Centerline. Using the degree wheel you check the intake’s highest lift point to be exactly at 112-degrees. That means you’ve now installed the cam “Straight Up”. If the degree wheel shows an intake max lift point of 110-degrees, the cam is now INSTALLED 2-degrees advanced from the manufacturer’s settings. If the degree wheel showed an installed position of 114-degrees, the cam is now INSTALLED 2-degrees retarded. Lobe Separation Angle, on the other hand, is ground into the cam and it cannot be changed (see red arc in illustration). To check your LSA you calculate it by adding the intake and exhaust Lobe Centerline figures together and dividing their sum by two (Ex: 112 intake Centerline + 116 exhaust Centerline = 228 / 2 = 114-degree LOBE SEPARATION ANGLE). There’s more. These are also the figures used to indicate how much the cam’s intake lobe was ground “advanced” or “retarded” from the factory. To find intake lobe advance/retard, simply subtract the Intake Lobe Centerline from the Lobe Separation Angle (i.e.: LSA 114 – IC 112 = 2-degree advance). This difference is how far advanced or retarded your cam was ground at the factory, 2-degrees in our example here. You cannot change Lobe Separation Angle because it is ground at the factory. But you can advance or retard the cam in relation to the crank when it’s degreed-in. Valve Overlap Lobe Separation is not the same as valve overlap either. Valve overlap (see small red triangle in middle of illustration) is often ignored, but it is critical to making power. Overlap is the degrees that both intake and exhaust valves are open at the same time. All cams have some amount of overlap and certain engines respond differently to it. A good intake tract will not need as much overlap, while a restricted intake tract would suffer from a cam with too much overlap. When you observe the valve train events at their most basic levels, the closing of the intake valve has the most effect on power. Close it too late and you’ll lose power because the piston will force the incoming fresh intake charge right back out through the carb from an effect known as “Reversion.” Close the intake valve too soon and the cylinders won’t breathe in all that fresh air and fuel. A perfect engine would shut the intake valve precisely as the air/fuel column stops filling the cylinder. However, finding that point is difficult because the entire intake tract, from the air cleaner to the cylinder head, and even the exhaust system all have an effect on it. Engine vacuum, which is something all our street engines need, is directly controlled by overlap too. Typically, a wider lobe separation angle of 112-116 degrees will mean less overlap and higher vacuum at idle, while a narrower lobe separation (102-108) provides just the opposite. Big race cams may be the exception, because they can have a wide lobe separation angle like 118-degrees and still have lots of overlap and make little vacuum because the intake valve opens very early in the cycle and it stays open long past when the exhaust valve begins to open. That’s what you’re hearing in stout race engines. The intake and exhaust tracts working together give it that wicked tone, particularly at idle. With street cams, the wider you move the lobe centers apart, such as 116-degrees, the less overlap you typically have. Although both wide (112-116) and narrow (102-110) lobe separation angles do have an effect on overlap, it’s still possible to get a lot of overlap with very wide lobe separation angle cams. It’s the scavenging effect of the high velocity exhaust gases rushing out that pulls the fresh fuel/air charge into the chamber. Why is all this important? It has to do with the cylinder heads, exhaust system, and how well the engine breathes. If you’ve got bad cylinder heads or a weak exhaust system the wrong LSA might not put enough fresh charge into the cylinders. Separating the Numbers Several years ago I asked COMP Cams to help me with a very detailed analysis of cam LSA. COMP ground up five street rollers for me with exactly the same lift (.495” intake, .502” exhaust), and the exact same duration (at 0.050”: 235 intake, 240 exhaust), and the exact same advance ground into the intake lobes (+4-degrees), but each one had a different Lobe Separation Angle (LSA). I spent two days on the dyno testing them all in a 10:1cr, 350ci GM Performance Parts crate engine that had been tweaked a little to yield a bit more power. The reason I ran solid roller cams for this test was to eliminate the break-in period flat-tappet cams required between each test. Installed position and valve lash were checked very carefully for each cam so as not to be a factor in the results. Check out the torque curves for the five cams I tested. See how the 106 and 110 Lobe Separation Angle cams are practically identical. COMP Cams engineers told me that since the engine I tested featured a single-plane intake manifold and open headers without mufflers, it was able to breath fairly well and had no trouble scavenging its cylinders. Consequently, the 106 LSA cam probably over-scavenged the cylinders, which cost some power, and the 110 LSA cam most likely under-scavenged an equal amount so the dyno runs from both of these cams looks almost identical. In between was where the 108 LSA cam performed substantially better in this engine. It’s kinda’ like the Goldilocks and the Three Bears fable. The 106 LSA cam scavenged too much, and the 110 LSA cam couldn’t scavenge enough, but the 108 LSA cam scavenged just right. This conclusion is further supported by the relatively poor performance of the wider 112 and 114 LSA cams. Their weak numbers meant the this engine wanted to breath with some overlap to make its best power. Pay close attention to the average and max power figures because they tell the biggest tale. Another benefit to running a higher LSA cam is a better idle quality with more vacuum, so I’ve listed vacuum at 1,000 rpm with no load on the engine for each cam as well. Lobe Separation Angle Torque <table border="1" cellpadding="1" cellspacing="1" style="width: 200px;"><tbody><tr><td>LSA</td><td>106</td><td>108</td><td>110</td><td>112</td><td>114</td></tr><tr><td> </td><td> </td><td> </td><td> </td><td> </td><td> </td></tr><tr><td>RPM</td><td>TQ</td><td>TQ</td><td>TQ</td><td>TQ</td><td>TQ</td></tr><tr><td>3600</td><td>375</td><td>380</td><td>379</td><td>383</td><td>378</td></tr><tr><td>3800</td><td>387</td><td>391</td><td>388</td><td>390</td><td>384</td></tr><tr><td>4000</td><td>407</td><td>407</td><td>403</td><td>402</td><td>395</td></tr><tr><td>4200</td><td>414</td><td>421</td><td>414</td><td>411</td><td>404</td></tr><tr><td>4400</td><td>419</td><td>430</td><td>423</td><td>418</td><td>412</td></tr><tr><td>4600</td><td>426</td><td>435*</td><td>426</td><td>424</td><td>419</td></tr><tr><td>4800</td><td>429*</td><td>434</td><td>427</td><td>425</td><td>420</td></tr><tr><td>5000</td><td>428</td><td>434</td><td>428</td><td>425</td><td>422</td></tr><tr><td>5200</td><td>429</td><td>434</td><td>431*</td><td>427*</td><td>423*</td></tr><tr><td>5400</td><td>427</td><td>432</td><td>430</td><td>421</td><td>422</td></tr><tr><td>5600</td><td>423</td><td>427</td><td>424</td><td>415</td><td>416</td></tr><tr><td>5800</td><td>414</td><td>419</td><td>415</td><td>404</td><td>407</td></tr><tr><td>6000</td><td>404</td><td>410</td><td>405</td><td>393</td><td>395</td></tr><tr><td>6200</td><td>395</td><td>400</td><td>395</td><td>381</td><td>384</td></tr><tr><td>6400</td><td>383</td><td>389</td><td>383</td><td>367</td><td>370</td></tr><tr><td> </td><td> </td><td> </td><td> </td><td> </td><td> </td></tr><tr><td>Avg</td><td>411</td><td>416</td><td>411</td><td>406</td><td>403</td></tr><tr><td>Max</td><td>429</td><td>435</td><td>431</td><td>427</td><td>423</td></tr><tr><td>Vac</td><td>10.2"</td><td>11.9"</td><td>13.1"</td><td>14.5"</td><td>14.9"</td></tr></tbody></table> *Note how the narrower (numerically lower) LSAs made peak torque 400 to 600 rpm lower than the higher LSA cams. However, in all tests, horsepower peaked at almost the same RPM (between 6,200 and 6,400 rpm) for every cam. Most engines will respond similarly to increased overlap from a narrow LSA cam. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_02.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> Even though this story is about camshafts lobe separation, the power really starts here. Your intake tract will help determine what the best Lobe Separation Angle is for your engine. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_03.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> Next in the path is the intake port. This 220cc Dart port is a good candidate for lots of power when combined with the right camshaft. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_04.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> The cylinder head’s chamber also depends heavily on camshaft LSA to help achieve maximum filling capacity. A weak chamber might need a radically different cam than a good chamber would. <img alt="" height="390" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_05.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" /> To swap five different cams in a short two days on the dyno I utilized a COMP Cams belt drive unit. This also gave me the ability to fine-tune each cam’s installed position for ultimate accuracy. <img alt="" height="390" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_06.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" /> You can see that after removing the timing pointer and cam gear, the cam slides out of the engine without having to pull off the harmonic dampener. This really saves time. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_07.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> Each cam was carefully lashed to the exact same specs. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_08.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> Once the lash was set, each cam was checked to be installed at the correct Intake valve opening point at 0.050” lift. Note dial indicator on top of pushrod. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_09.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> With the Tavia timing pointer reattached we checked to see where the intake valve opened. <img alt="" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_10.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="390" /> Six-degrees before Top Dead Center is what the cam’s spec card called for the “Intake opening at 0.050” for each cam. The ATI dampener really helped out checking this important step. <img alt="" height="390" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_11.JPG" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" /> Since not all cams can be ground exactly the same, we used the belt drive to further equalize the installed position of every cam for each test. <img alt="" height="297" src="http://www.cartechbooks.com/media/wysiwyg/techtips/camshafts1/LSA_12_B.jpg" style="border: 1px solid black; display: block; margin-left: auto; margin-right: auto;" width="481" /> Sources

Camshafts Demystified

By Mike Petralia Camshaft Lobe Separation Angle Matters When finding the perfect cam for a street engine, Lobe Separation can hel...

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Yamaha Mio Fino 2012, Kuat Napas Bawah!

10.13 Deva 0

<div class="details-subtitle">Modif Yamaha Mio Fino, 2012 (Jakarta)</div><h2 class="details-title"> </h2><div style="text-align: justify;"> <div style="text-align: center;"><img alt="" border="0" src="http://gambar.otomotifnet.com/Kanal%20MOTOR/Modifikasi/2012/07-Juli/20120713_FINO-1.jpg" /> </div>Yamaha Mio Fino geberan Bram Prasetya ini seakan ‘terbang’ setelah keluar tikungan. Power bawah yang diusung tergolong dahsyat. Turun di kelas FFA s/d 350 cc, podium kerap diinjaknya. Padahal, kapasitas engine baru sentuh 232 cc, lho. Volume silinder yang tergolong kecil untuk kelas FFA ini, muncul dari pemakaian diameter piston Honda Tiger. “Pakai punya Tiger yang diameternya sudah 66 mm,” ujar Mansuri, selaku tunner tim CLD Em-Push Jet-Up Apry Yostar, tempat Bram bernaung. Tetapi piston Tiger itu juga tidak dibiarkan bentuknya. Suri melakukan sedikit modif di dinding piston. Tepatnya di sekitar lubang. Tujuannya buat menambah jalur oli. Sehingga friksi antara piston dengan liner jadi minim. Selain dari piston, kapasitas 232 cc ini juga dikejar lewat langkah naik stroke. Stroke dinaikkan melalui metode geser big end. Pen kruk as alias big end digeser maju 5 mm. Total, naik-turun jadi 10 mm. Tapi, Suri, begitu tunner ini ingin disapa, tetap mengaplikasi setang seher standar milik Fino. Akibatnya, doi kudu membobok dinding crankcase bagian bawah. Tepatnya, dekat pompa oli. “Kalau enggak dibobok, bisa mentok kruk as dengan crankcase,” sebut pria yang kental logat Betawi ini sembari bilang crackcase itu dibobok sekitar 4 mm. Toh cara ini lebih dipilihnya setelah melakukan beberapa percobaan. Iya, sebelumnya doi pernah pakai setang seher yang punya diameter big end lebih kecil. Jadi, posisi pen tak terlalu maju. “Tapi, cara itu enggak awet. Kruk as sering melintir. Namun kalau tetap pakai setang Mio, enggak ada masalah tiap habis balap,” sebutnya. <div style="text-align: center;"><img alt="" border="0" src="http://gambar.otomotifnet.com/Kanal%20MOTOR/Modifikasi/2012/07-Juli/20120713_FINO-2.jpg" /> </div>Besarnya diameter piston dan volume silinder yang diaplikasi, Suri mengimbanginya lewat pemakaian klep gambot yang punya diameter batang klep 5,5 mm. Pakai klep EE5, diameter payung klep in bermain di angka 34 mm. Sedang klep buang alias ex, 29 mm. Kinerja buka-tutup klep pun diatur ulang lewat kem CLD yang bagian bumbungannya dipapas 1,5 mm. “Kalau untuk durasi klep in 278º dan klep ex 277º,” kata tunner kelahiran 1979 itu. Lewat pemapasan kepala silinder 1,5 mm, kini rasio kompresi yang diusung bermain di 13,8 : 1. Wah, pantas aja power bawahnya besar! Sebagai pengabut bahan bakar dan udara, Suri andalkan karburator Mikuni TMR 28 mm. Pilot-jet pakai 35 dan main- jet 135. Wah, kenapa tak pakai Keihin PE aja? “Kata jokinya, keluar tikungan jadi lebih spontan,” tutup Mansuri. <a href="http://motorplus.otomotifnet.com/">(motorplus-online.com)</a>  DATA MODIFIKASI Ban: Battlax 80/90-16 Disc brake: Daytona Sok belakang: Daytona Roller: CLD 10 & 12 gram Knalpot: Jet-Up  </div>

Yamaha Mio Fino 2012, Kuat Napas Bawah!

Modif Yamaha Mio Fino, 2012 (Jakarta) Yamaha Mio Fino geberan Bram Prasetya ini seakan ‘terbang’ setelah keluar tikungan. Power ba...

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Yamaha Jupiter-Z, Jagoan 15 Ribuan

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<h3 class="post-title entry-title"> </h3><div class="postmeta-primary"> </div><div style="text-align: center;"><img alt="" border="0" src="http://www.otomotifnet.com/spaw/uploads/image/Kanal%20MOTOR/Modifikasi/2011/12-Desember/20111220-jupiterjagoan_1.jpg" /></div><div style="text-align: justify;"></div><div style="text-align: justify;">Khusus main 15 ribuan. Itu bahasa gaul anak balap liar. Kalau diterjemahkan, artinya khusus melayani taruhan Rp 15 jutaan. Jadi, kalau tidak berani, enggak usah menantang. Mundur aje! </div><div style="text-align: justify;"></div><div style="text-align: justify;">Itu angka minimal taruhan menggunakan Yamaha Jupiter-Z korekan Bambang ini. Dia pemilik bengkel Putra Raja Sport (PRS) di Jl. Raya Pondok Gede No. 3 Bekasi. </div><div style="text-align: justify;"></div><div style="text-align: justify;">Untuk meningkatkan power mesin, sudah pasti langkah bore up dan stroke  up ditempuh. Di Yamaha Jupiter-Z milik antok ini, Bambang memasang seher kepunyaan Kawasaki Eliminator.</div><div style="text-align: justify;"></div><div style="text-align: justify;">Diameter seher motor asli keluaran Thailand ini dipilih yang punya ukuran 66 mm. Bambang kemudian memadukan dengan naik stroke agar jadi square. Artinya diameter seher dan langkah sehernya tidak jauh berbeda alias sama.      </div><div style="text-align: justify;"></div><div style="text-align: justify;">Antok yang tinggal di Jakara Timur itu juga setuju dengan konsep ini. Bro yang tidak tanggung menyerahkan 2 motor,  salah satunya Jupiter Z ini, manut saja. Yang penting motornya kencang.</div><div style="text-align: justify;"></div><div style="text-align: justify;">Agar mesin jadi square, stroke atau langkah piston yang asalnya 54 mm dibuat jadi 66 mm. Geberan Asep Bajaj ini, untuk naik stroke dipadukan dengan setang seher punya Yamaha RX-King.</div><div style="text-align: justify;"></div><div style="text-align: justify;">Dipilih pakai yang punya motor 2-tak, karena ukuran pen bawah lebih kecil. Diameter pen hanya  20 mm. “Kadang setang seher gonti-ganti antara setang piston Force 1 atau RX-King. Tinggal disesuaikan sedikit," akunya. </div><div style="text-align: justify;"></div><div style="text-align: center;"><img alt="" border="0" src="http://www.otomotifnet.com/spaw/uploads/image/Kanal%20MOTOR/Modifikasi/2011/12-Desember/20111220-jupiterjagoan_2.jpg" /></div><div style="text-align: justify;"></div><div style="text-align: justify;">Dengan aplikasi seher 66 mm dan stroke 66, bisa dihitung. Kapasitas silindernya kini naik jadi 225 cc. Namun supaya pas, Bambang yang beken disapa Tolet ini harus mengganjal blok silinder dengan paking aluminium setebal 7 mm. </div><div style="text-align: justify;"></div><div style="text-align: justify;">Karena kapasitas silinder juga bengkak, suplai gas bakarnya harus melimpah-ruah. Tolet percaya menggunakan katup EE yang diameter payung klep isapnya 31 mm.  </div><div style="text-align: justify;"></div><div style="text-align: justify;">Termasuk kem sebagai pengatur buka-tutup aliran gas bakar diatur ulang.  Meski pakai standar namun diubah. Klep isap dibuat membuka 25 derajat sebelum TMA (Titik Mati Atas) dan menutup 60 derajat setelah TMB (Titik Mati Bawah). </div><div style="text-align: justify;"></div><div style="text-align: justify;">Sedangkan klep out diseting membuka pada 55 derajat sebelum TMB  dan menutup 30 derajat setelah TMA. Jadi, durasi klep isap dan buang sama-sama 265 derajat.  </div><div style="text-align: justify;"></div><div style="text-align: justify;">Untuk karburatornya,  mekanik kalem ini tetap mengandalkan karbu standar Jupiter-Z. Namun harus dilakukan reamer. Termasuk skepnya, mengandalkan milik Honda GL-Pro. Asalnya skep 19 mm kini jadi 24 mm. </div><div style="text-align: justify;"></div><div style="text-align: justify;">Untuk bermain di trek panjang, rasio dilakukan penggantian pada gigi 1, 2, dan 4.  Gigi 1 13/36, gigi 2 26/27 dan gigi 4  20/24. Sproket depan-belakang fleksibel sesuai trek. </div><div style="text-align: justify;"></div><div style="text-align: justify;">Hasilnya terbukti, racikan Tolet mampu menang berkali-kali di trek lurus malam hari. Kalau dihitung, sudah banyak hasilnya. Enggak hanya di wilayah Jabodetabek saja, bahkan sampai luar Jabodetabek. “Rata-rata main di atas 15 ribuan," bisik Tolet yang singkatan dari Ngentholet, seperti nama pemain dari Srimulat. </div>

Yamaha Jupiter-Z, Jagoan 15 Ribuan

Khusus main 15 ribuan. Itu bahasa gaul anak balap liar. Kalau diterjemahkan, artinya khusus melayani taruhan Rp 15 jutaan. Jadi, kalau tid...

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Yamaha Jupiter-Z, Jagoan 15 Ribuan

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