Wednesday, December 8, 2010

The Power of Light . . .

In case yesterday's video didn't satisfy your urge for seascapes, here are some stills I took at the same time. It was so stormy, but suddenly there was an exorbitantly gorgeous scene as light broke through the clouds. I grabbed my Nikon SLR and rushed out into the rain and wind in my pjs and slippers, but when I tried to snap, nothing happened -- aaargh, dead battery.
Convinced the light would disappear again at any moment (especially the way those clouds were scuddering around in the wind), I rushed back in to grab my wee pocket Canon (a PowerShot ELPH). I think it did a pretty decent job, actually, even managing to grab some of that surfspray illuminated mid-air.
Powerfully beautiful, isn't it? Almost makes up for the septic woes. Almost. (Fellow's supposed to arrive this afternoon. Crossing my fingers that diagnostic and repair visit are all one.)

Suspension - Front Forks- Ohlins Upside-Down - Ducati 848 / 1098 / 1198

Ducati 848 / 1098 / 1198 Ohlins Upside-Down Front Fork Kit

Öhlins upside-down front fork kit with TiN coating for improved sliding action and increased wear resistance. Adjustable compression and rebound damping enable customized set-up to suit your riding style.

* Will not fit 1098S, 1098R  or 1198S *

DUCATI FRONT FORK

OHLINS FRONT FORKS DUCATI 848 & 1098 FRONT FORK DIA 43MM, FITS STRAIGHT INTO STANDARD TOP YOKE, INCLUDES NEW CALIPER CARRIER PLATES AND BOTTOM YOKE

Ducati 848, Ducati 1098,The DNA of this front fork originates in the most prestigious race series in the world and the front fork is weight optimized as a result of that fact. Ohlins have used exclusive racing components from their R&D department to increase the performance of the front fork and a lot of work has been done concerning friction reduction. Their engineers that work on a daily basis with the top riders in the world often hear the word "feeling" and "control" when they debrief after tests and races. Ohlins wanted to pour as much of these important factors into your front fork and as a result, the new rigid design with new fork bottoms, outer and inner tubes gives you an unparalleled feedback when riding. For all of you that have your mind set on doing some serious racing, Ohlins have some really good news. The new front fork is easy to rebuild into a 130 mm stroke which we recommend if you want to go for the No. 1 spot. Ohlins have of course optimized the design so that you can easily have it maintained in a proper way and every single front fork is individually tested with an optimal setting, spring and top-out spring. The new top-cap design will send a signal to all curious spectators when you pull over next to your favourite café or local race track… it's a signal that says that the owner of the bike has made his choice to go straight for the podium. Ohlins now raise the Road & Track front fork to a new level. Image is for illustration purposes only and may not be an exact representation of the shock you receivePOA, please call our sales line on 01992 532501 to discuss your requirements

Bikes

Ducati (Con't 2)
 Forks

The front fork maintains the stiffness of the latest 2003 version, but uses 42mm instead of 50mm forks, which enables weight to be saved 

Frame

Tubular steel frame, typical of all Ducati production. The 2004 version is different in the engine mountings, making it easier to assemble and remove the engine itself. The dimensions are the same as the 2003 version

Fuel Tank

This extends under the seat to improve centralization of the masses. It sports an indentation in the front part, which contains the main electrical components. This modification has also been made to centralize the masses


Swing Arm

In pressed aluminium, this has been completely redesigned and is lighter than the previous version while retaining the same stiffness

Stormy Seas -- but no scarf-tying. . .



This is for Lisa, who requested some sea action -- I captured some of this morning's stormy drama, and, at the end of the video, evidence that I ran outside in my pj's and slippers just to grab you all a bit of Neptune's excitement -- Enjoy!

**the scarf-tying, negatively featured in my post title, is a reference, of course, to Une Femme's much more fabulous videos which are both entertaining and stylishly informative.

How To Maintain A Ducati Motorcycle Chain

Motorcycle Chain Maintenance

Mikuni VM33 Smoothbore Sales - Call ($539)

Mikuni VM33 assemblies were originally sold for racing applications or big-bore modified street engines. These carburetors offer the ultimate in top end horsepower and provide all the fuel your motor can use when under extreme loads. These carburetors also need tuning for each application in almost every case. We totally disassemble, clean ultrasonically and then by hand and replace any part that needs to be replaced. After reassembly, setting the float levels and bench synchronization , we jet the carbs for our stock test bike using pod air filters and aftermarket, baffled exhaust and road test. We verify the operation of the carburetors in a road test. You can either start with our baseline jetting or we will rejet these carburetors at no additional charge to your specifications. Our baseline jetting is #130 main jets, #30 pilot jets, 6DJ30-4 jet needle, 261 0-6 needle jet, .6 air jet.

 

Mikuni VM29 Smoothbore Sales - In Stock - $689

From time to time, wiredgeorge Motorcycle Carburetors will have Mikuni VM29 carburetor assemblies in stock. We will generally auction these sets on eBay but are willing to sell the sets directly, if requested. If interested, please fill out a Customer Contact Form.
Why buy from us? Some sellers make claims that the carburetors in their auction are in fine shape and that they came from running bikes. While this MAY be true, experience tells us (we buy dozens of sets of carburetors each year via eBay auctions) that this isn't true in all cases. This is why we offer Our Guarantee which takes the worry about buying used parts out of the sale.
The next time you consider bidding on an auction where the seller ultrasonically cleans a set of VM29 smoothbore carburetors, consider that without FULL disassembly, the orings on the fuel rails, for instance, are not replaced. With this large a purchase, does it make sense to have gasoline dribbling?

When you add the labor involved in disassembling each set, cleaning the set ultrasonically and then by hand and then tuning each VM29 assembly, you can feel very confident that our sets are actually a bargain. We jet our sets for pods and aftermarket pipes. We use #122.5 main jets, #17.5 pilot jets and the jet needles 5DL31-3. If you require different jetting, that is included in the sales price.
(Your old carburetors of any type will work for a core exchange)

 

Mikuni BS34 Carburetor Upgrade Special!

PRICE REDUCTION!!!
Converting your VM series carbureted motorcycle to Mikuni BS34 constant velocity carburetors is an economical way to add to the performance of your motorcycle. BS34 carburetors out perform VM series aftermarket smoothbore racing carburetors in almost all street applications. While we sell BS34 carburetors on a stand alone basis, many buyers prefer to buy all the needed parts in a "kit" form. Our kit includes not only the BS34 carburetors but all parts and custom rejetting to make installation is a snap! See the link on our home page titled "Mikuni BS Carburetor Install" under the "Tech Stuff Index" for step by step instructions for making this conversion. Note that the throttle cable is the type that screws into your right hand switchgear and is the type used on the KZ1000P (82-05). The length is appropriate for the majority of Kawasaki models but some modification MAY be needed for some models. We can not test the throttle cable's appropriateness for every motorcycle model.
Price: $579 (Your old carburetors of any type will work for a core exchange)
Parts Included:
  • Mikuni BS34 Assembly with Custom Rejetting for the pods and your pipes!
  • New Emgo brand pod air filters.
  • New Motion Pro throttle cable.
  • New K&L intake manifolds with vacuum caps.
  • New high-flow fuel filter.
  • Assembly tuned and road tested using these same components.

Kawasaki Front Disc Brake Pads

43082-1172 Kawasaki Front Disc Brake Pads
Product Information

Price: $30.19

Product Code: 43082-1172 In Stock: 1 
Quantity: Add to Basket
New Genuine Kawasaki Front Disc Brake Pad Set (Pads). Part Number 43082-1172

Fits These Models:
KDX200-H1 KDX200 (1995)
KDX200-H10 KDX200 (2004)
KDX200-H11 KDX200 (2005)
KDX200-H2 KDX200 (1996)
KDX200-H3 KDX200 (1997)
KDX200-H4 KDX200 (1998)
KDX200-H5 KDX200 (1999)
KDX200-H6 KDX200 (2000)
KDX200-H7 KDX200 (2001)
KDX200-H8 KDX200 (2002)
KDX200-H9 KDX200 (2003)
KDX200H6F KDX200 (2006)
KDX220-A4 KDX220R (1997)
KDX220-A5 KDX220R (1998)
KDX220-A6 KDX220R (1999)
KDX220-A7 KDX220R (2000)
KDX220-A8 KDX220R (2001)
KDX220-A9 KDX220R (2002)
KLX300-A10 KLX300R (2005)
KLX300-A2 KLX300R (1997)
KLX300-A3 KLX300R (1998)
KLX300-A4 KLX300R (1999)
KLX300-A5 KLX300R (2000)
KLX300-A6 KLX300R (2001)
KLX300A6F KLX300R (2006)
KLX300A7F KLX300R (2007)
KLX650-D1 KLX650R (1996)
KX125-K2 KX125 (1995)
KX125-K3 KX125 (1996)
KX250-K2 KX250 (1995)
KX250-K3 KX250 (1996)
KX500-E10 KX500 (1998)
KX500-E11 KX500 (1999)
KX500-E12 KX500 (2000)
KX500-E13 KX500 (2001)
KX500-E14 KX500 (2002)
KX500-E9 KX500 (1997)
KDX220-A10 KDX220R (2003)
KDX220-A11 KDX220R (2004)
KDX220-A12 KDX220R (2005)
KLX300-A7 KLX300R (2002)
KLX300-A8 KLX300R (2003)
KLX300-A9 KLX300R (2004)
KX500-E15 KX500 (2003)
KX500-E16 KX500 (2004)
KX500-E7 KX500 (1995)
KX500-E8 KX500 (1996)

Suzuki Genuine Motorcycle Oil Filter 16510-03G00-X07

Suzuki Genuine Motorcycle Oil Filter 16510-03G00-X07 is an O.E.M. (Original Equipment Manufacturer) Product
Fits all modern Suzuki Motorcycle models including;

GSF1250 Bandit 2006 onwards
DL650 V-Strom 2004 onwards
DL1000 V-Storm 2002 onwards
GSF600 Bandit (Faired) 1995-2004
GSF600 Bandit 1995-2004
GSF650 Bandit (Faired) 2005 onwards
GSF650 Bandit 2005 onwards
GSF1200 Bandit (Faired) 1997 onwards
GSF1200 Bandit 1997 onwards
GSXR600 1992 onwards
GSX600 1988 onwards
GSX750 1988-2002
GSX1100 1988-1991
GSXR1300 R Hyabusa 1999-2004
GSX1400 2001 onwards
GSR600 2006 onwards
GSXR750 1988 onwards
GSXR1100 1986-1997
GSXR1000 2001 onwards
RF600 1993-1997
RF900 1994-2000
SV650 1999 onwards
SV650 (Half Faired) 1999 onwards
SV1000 2003 onwards
SV1000 (Half Faired) 2003 onwards
TL1000S 1997-2000
TL1000R 1998-2002

Motorcycle Maintenance

There are times that my new Honda XRM motorcycle is neglected. I forgot to wash it. Maybe in a week, I wash it just twice.
However, it might be true its cleanliness is not maintained, but I can�t afford to neglect its maintenance. During the break-in period, I changed engine oil when it reaches the first 500 kilometers mark, next when it reached the 1,000 kilometers mark.
When the mileage marked 2,000 I changed again the engine oil and brought it to the motorcycle mechanic for tune-up and check-up. Then after that, the schedule of the change oil will be during the time when the mileage marks every 1,000 kilometers.
As of writing this post, the mileage marked already its 4,000 kilometers travel. I already changed the engine oil and will bringing it again to the motorcycle engine mechanic for another tune-up process and check-up.
Just take a look at the photo below. That�s my dog, �Jurus� watching
Okay, just for your information, I am using the Honda 4T motorcycle engine oil.
I better use the oil carrying the Honda brand just to be safe. I just don�t want to take the risk of using other engine oil although they have the same quality which are made for the 4-stroke engine motorcycle.
But not only the maintenance for the engine that I never missed to do. I also frequently apply chain oil for the chain. And I am using here the Singer oil.
I really want to use oil which is intended for the chain. But the mechanic said that it�s just fine to use the Singer oil.
So, everyday before I drive the motorcycle, I first check the chain and its looseness and then apply some oil for better lubrication and to lengthen the life of the chain and the chain�s gear.
This is to make sure that the motorcycle is safe to ride on, to avoid any accident.
Just want to remind you�. Learn to drive defensively.

Yamaha Genuine Motorcycle Oil Filter 5JW-13440-00

Yamaha Genuine Motorcycle Oil Filter 5JW-13440-00 is an O.E.M. (Original Equipment Manufacturer) Product
ThisYamaha Genuine O.E.M. Motorcycle Oil Filter is designed to fit the Yamaha FJR1300 Motorcycle for all years.

Ducati Complete Oil Cooler Kit

Ducati Complete Oil Cooler Kit

MOTORCYCLE VESPA LX50 4V 2010

Motorcycle VespaMOTORCYCLE VESPA LX50 BROWN


Vespa LX504VVESPA LX50 4V YELLOW

MotorcycleVESPA LX50 4V BLUE NIGHT

Motorcycle Vespa LX504VVESPA LX50 4V SILVER

Ducati Desmosedici Lubrication

Shell Advance and Ducati
Shell Advance Ultra 4’s tailored blend of lubricant plays a key role for Ducati in lubricating the engine’s rotating and oscillating parts and the constantly moving components of the gearbox.
Shell says that the oil has been optimized to deliver maximum performance and liberate new power, while maintaining its protection properties throughout each session on the track.
Of course, engine reliability is a key marker in the success of Ducati Corse.
The Shell technical partnership with Ducati began in 1999 and the pairing achieved immediate success and fame that same year when Ducati won the World Superbike Championship.
In 2003, the technical partnership was renewed and expanded to include MotoGP.  Just four years later, Ducati took the triple MotoGP World titles (riders’, manufacturers’ and team) and in January 2008, Shell and Ducati signed a new agreement through until the end of 2011.
“In MotoGP, engine lubricant has three key functions,” explains Shell Lubricant Development & Ducati Project Manager, Michael Knaak.
“Firstly, it is designed to reduce friction in order to increase power, secondly, it maintains gearbox performance and thirdly and perhaps most importantly, it has to protect the moving parts, all to ensure the bike is reliable and reaches the finish line, ideally in first place!”
It takes a good engine lubricant to achieve just the right balance of these characteristics, while ensuring the bike’s performance is optimized, no energy is wasted and maximum power is delivered by the engine.  The implementation of a mix of highly effective 'friction modifiers' in the latest blends of Shell Advance has allowed the Desmosedici to produce even more horsepower, just by changing the oil.
“Lubricant is critical,” continues Knaak.  “Shell Advance Ultra 4 motorcycle oil plays an integral role in powering and protecting the Ducati engine.  It has been optimized to deliver maximum performance and liberate new power, while keeping the engine clean.  All of these characteristics can now be found in Shell motorcycle oil for the road, which is developed from the learning Shell makes on track.” 
Ducati Desmosedici Engine Oil Anti-Friction Blends and Additives
In the age of the limited fuel tank size, maximizing fuel efficiency has also become the most important goal for Shell and Ducati in MotoGP.
Fuel efficiency and power can be in direct opposition to each other, so the challenge for the Shell technicians is to meet this fuel economy goal while balancing the delivery of performance.  The latest version of Shell Advance racing oil has been optimized to work with Shell V-Power race fuel, with the aim of reducing fuel consumption and maximizing power output from the bike.
Shell has an entire team dedicated to the Ducati Corse effort.  “At Shell we have a team dedicated to tailoring Shell Advance engine oil for the Ducati Desmosedici,” says Knaak.
“The team has grown significantly in recent years. In 2008, 12 chemists, engineers and technicians will contribute to Shell’s technical partnership with Ducati.  These same people are also tasked with developing motorcycle oil for the road, so that new technology can be transferred quickly.”
Development of race oil for Ducati is a complex process.  The Shell engineers start with a pre-candidate oil and modify it at their laboratory in Hamburg, Germany, to produce a Shell Advance race oil candidate.
The development process ensures that the oil candidate has the exact qualities desired for the race bikes. Following this, the oil is passed to Ducati Corse for testing on the Borgo Panigale test bench, from which successful candidates are supplied to the team for testing on the track.  Only when Shell and Ducati Corse’s engineers are fully satisfied with an oil candidate, the new blend is used in competition.

2011 Honda CB600F unveiled

Honda Hornet Anspruch der CB600F ist zweifellos einer der einflussreichsten Mittelgewicht Europas Naked Bikes. Umm ... Ja, gut, wie wir das Fahrrad auch. Es war schon immer seine eigene einzigartige Paket aus Sportlichkeit und Licht, benutzerfreundliche Bedienung vorgestellt. Die CB600F vielseitige Leistung, Komfort und Bequemlichkeit machen es populär unter Fahrern, die einen praktischen Motorrad, das sowohl einfach und angenehm ist zu reiten wollen, während die zeitgenössische nackt Styling sorgt für ihre Beliebtheit bei den modebewussten Reiter , sagt einer Pressemitteilung von Honda, und wir stimme mit den meisten davon.

Für 2011 haben Honda kleinere Verbesserungen an der CB600F Paket, das jetzt eine neue integrierte Einheit für die Scheinwerfer und Instrument Pod überarbeitet, Verdünner Leitwerk und neue Farben, weiß und gelb sind gemacht. Honda C-ABS als Option auf dem CB600F Verfügung.

Ducati Oil and Filter Change

Changing the Oil and Filter - Ducati 1000DS Engine
We often rant about motorcycle owners who bring their rides to the dealer for the most basic maintenance tasks rather than doing it themselves. 
The ranting has boxed me into a figurative corner, so to speak, when it comes to maintenance on my own bike.
So I'm calling my own bluff (is that possible?) by personally taking on the all-important first maintenance task on the GT1000: the 600-mile oil and filter change.
After looking things over, I figured that an oil and filter change on a Ducati GT1000 should be a relative piece of cake and it is, but there are some issues that I discovered which made me yearn for the guidance of a good shop manual -- you know, the one that doesn't yet exist for the GT1000? 
Without it, I am basically flying blind on any and all maintenance or customization projects.  And since the GT is such a new-to-the-market bike, there isn't much in the way of help that can be offered by my fellow GT owners either.
When my heart bought the bike, my brain wasn't thinking about a shop manual.  But since I'm an inveterate tinkerer (my wife was ready to have me committed on more than one occasion after I purchased a new motorcycle and proceeded to completely tear it apart in the garage to make sure it was put back together according to my QC standards), it sure would be nice to have some written guidance that at the very least would inform me of the correct torque settings for the many nuts and bolts.
But, never one to fear a job that might necessitate the purchase of new tools, and in the interest of science, I dove right in.
The GT1000 uses the same 1000DS (dual spark), two-valve, air-cooled engine found on several other Ducatis, including the Multistrada 1000, the Monster and, of course, the other Sportclassics. 
I could probably buy the shop manual specific to one of those bikes, which would at least provide a minimum of information about the shared engine, but I've been holding off, hoping that the GT1000 CD-ROM based shop manual will become available sooner, rather than later.
I must confess that I did get some basic information via a couple of pages from what appears to be a Haynes shop manual, faxed over by a fellow Mid-Atlantic Ducati Owner's Club member.  The pages describe the basics of a 1000DS oil and filter change, and they indicate that in addition to changing the oil filter, the tubular-shaped oil pre-filter screen that should also be removed and cleaned at each oil change.  More on that in a bit...


One of the nicest things about changing the oil on the GT1000 (and, I assume, all of the other Ducati models using the 1000DS engine) is that the oil filter hangs right out in the open on the bottom of the engine on the right-hand side. 
Whether this exposure helps or hurts the off-road pretensions of the Multistrada, I don't know.  Actually, I guess one could say that maybe the oil filter doesn't hang right out in the open, but the top 1/8 or so of the filter hangs out enough to grasp and remove. 
Easy, that is, if you have the right tool for the job, which brings us to problema numero uno.
Of course, of the 5 different oil filter hex end cap oil filter removal tools I have collected over the years, not a single one would fit the strange Ducati 74mm diameter oil filter with the eight-sided hex top. 
I searched all over, looking for a tool that would fit, but without success.  I ended up using a modified version of the "universal" oil filter friction band grip tool (don't know what else to call it; it's the tool with the orange handle in the photo above) I had on hand. 
A few days later, I did find the correct hex end cap tool at Pro Italia for $10.95, which seems like a slightly exorbitant price, but I suppose it's not bad actually, considering the rarity of the thing. 
Ironically, it's labeled "Made in USA" by a company called Vector, part number 17030.  I have not been able to find a company called "Vector", even when searching through the Thomas Register, but I did discover that this oil filter wrench (and possibly the same oil filter) is commonly used by Moto Guzzi owners. 
If anyone knows of another source for this oil filter wrench, please drop us a line at the email address noted at the end of this page.  UPDATE: see suggestions for oil filter wrench sources in the Visitor Comments section below.
In any case, the small diameter metal band grip wrench shown above actually works fine -- in fact, I've now discovered that for gripping, removing and installing the new filter, the band grip wrench works better than the Ducati hex cap tool (photo directly below).  It's also pretty much the only tool that will fit on the original factory larger-diameter filter, because the thin band of the strap easily fits between the filter and the engine casing that surrounds 7/8 of the filter body. 
By the way, don't forget the rubber gloves!  I use the heavy-duty, pre-formed type found at Home Depot, but mine recently wore out and I'm using these el Cheapo dishwashing types (photo above), found in the local grocery store, until I can replace them with a better pair.
Ducati 4A filter and special filter end cap removal tool.
By the way, while I was looking for the correct oil filter wrench, I also found a couple of others that work.  The Klein Tools "Grip-It" universal strap wrench (6", part number S-6H) shown in the photo directly above is also made in the U.S.A. and it fits the smaller diameter, 4A Ducati oil filter.  
It has a grippy rubber-like strap, but all the pressure is put on the tip of that pot-metal handle against the oil filter body, so this wouldn't be my first choice to unfasten a stuck filter, because I think all that pressure on one point might collapse the filter.
K-D Tools universal 3-Jaw oil filter wrench works only one way: to remove the filter, but not replace it.
Another oil filter wrench that works is the KD Tools Universal "3-Jaw" wrench, part number 3288, which expands from 2.5" to 3.75".   It has three arms that grip the filter and the more torque that is placed on the wrench, the tighter it grips.  This wrench is usually available or can be ordered in a local auto parts store. 
Note that it will only remove the filter, it does not spin the other way, i.e., clockwise, to screw the filter back on!
OK, enough about the oil filter wrenches, let's get down to business.  
The oil drain plug under the engine uses a 10mm Allen wrench, sometimes referred to as a "hex key".  This plug, indicated by the red arrow in the photo directly above, requires a crush washer, which must be renewed whenever the plug is removed.
The photo above also shows the space between the oil filter, in this case the narrower 4A, and the engine case, looking up from underneath the engine.  The yellow arrow indicates the cover for the oil screen, which is supposed to be removed and cleaned at each oil change.  More on that later...
The blue arrow indicates another drain plug; I'm not sure what this one does, I assume it drains the chamber with the oil screen (Note: see visitor comments below).  I did not remove this plug, but if it is removed, it appears to have a crush washer also.
Here's another photo (directly above), looking at the right side of the engine.  The oil level window can be seen and just below it is a yellow arrow, indicating the hex cap for the oil screen.  The wire is attached to the tip of the hex cap and is easily removed.  I think this wire sends information about the oil temperature up to the dashboard.
Oil Pickup Screen
It's obvious from this photo that the oil screen hex cap is difficult to access on the GT1000.  The right side exhaust pipe is in the way.  I could not fit a box wrench or open end wrench up in back of the exhaust pipe to access the hex cap, which I believe is either 21mm or 22mm, relatively rare sizes for motorcycle fasteners.
If Ducati had only lowered the exhaust pipe by about a tiny 1/8", a socket could fit over the hex cap, but noooo.... 
I tried dropping the exhaust pipe by loosening the 10mm nuts that hold the pipe on to the front cylinder.  This allowed me to fit a 12 point, 22mm socket on to the hex cap, but either the socket is not the correct size or the 12 points don't provide enough grip and/or the hex cap metal is very soft AND it's really torqued down tight, because the socket immediately slipped and bunged up the corners of the hex.
[UPDATE:  "The size of hex head to remove the oil screen on the Ducati 900 is 14 mm.  I found a socket type with a half-inch drive extension is the best way to remove it."  From "S.B."]
Since I don't have the shop manual, I don't know how much torque to use on the 10mm exhaust pipe nuts, but they came off rather easily, so I didn't overdo it and will check them again once I learn the correct torque values.
At that point, I gave up and I have since ordered 20mm, 21mm and 22mm deep six-point sockets and will try again next time.  I've asked around but no one seems to have the answer to removing this cover, so if anyone can provide any insight into this, please contact me via the email address at the bottom of this page. 
By the way, the dealer sold me a special crush washer for this cap also, and he reminded me that the screen should be removed and cleaned at each oil change, so this is, apparently, an important maintenance item.
This is (ironically I suppose) one of those reasons why I'd rather do it myself than leave it up to an unknown mechanic.  I'd rather run into these problems and figure out a way to get them resolved because -- and I apologize in advance if I offend anyone -- I just don't trust that a shop mechanic will take the time and energy to successfully resolve these type of challenges. 
The double irony is that I didn't successfully resolve it myself, but I now understand what is required to fix it and I will resolve the problem by the next oil change, of that you can be sure.  I'd rather take the extra time to fix the problem, unlike the owner who uses a shop to change the oil and both the owner and the mechanic may not even be aware that this problem exists or they may never get it successfully resolved.
In this case, if the screen really does collect large bits of metal before they get to the filter, I want to make sure the screen is cleaned and not to assume that the job has been done correctly.  The lesson here is that if you don't change your GT1000's oil yourself, make sure you ask the servicing mechanic some questions about the filter screen issue and the answers will either make you feel comfortable that the job was done correctly or not.
UPDATE ON OIL PICKUP SCREEN
A visitor wrote "I just called my dealership (DeSimone Ducati/BMW/Victory) and they said I should definitely not be cleaning the screen on my own and it only needs to be done, at the most, every 12,000 miles. Your thoughts?"
Interesting.... It's my understanding that the screen (or "oil intake mesh filter") should be cleaned at every other oil filter change.  Here's the information taken directly from the Multistrada shop manual, Section D4, page 14; that bike has the same 1000DS engine:
"Every two oil changes, clean the oil intake mesh filter. Unscrew the outer plug (3) with seal (5). Unscrew the screws (B) and remove the guard (A) before proceeding. Remove the spring (D) to release the horizontal exhaust pipe mouthpiece, unscrew the screws (E) and remove the pipe (F) from the balance pipe (G). Release and withdraw the mesh filter (4). Clean the mesh filter with gasoline and compressed air. Care must be taken not to break the filter mesh.
Refit the mesh filter (4) and its seal (5) on the plug (3) and tighten to the specified torque (Sect. C 3). Remove the filler plug (6) and fill with the recommended oil (Sect. C 2). Fill until the oil reaches the MAX mark on the sight glass. Refit the filler plug (6).
Run the engine at idling speed or several minutes. Check for oil leaks. Check that the oil pressure light on the instrument panel switches off several seconds after the engine has been started. If this is not the case, switch off and trace the fault. Switch off the engine and allow several minutes for the oil to settle. Check the oil level and top up to MAX mark, if necessary. Refit any parts you have removed."
But I went back and checked the GT1000 owner's manual, page 64 in the English language section, which claims that the "engine oil pick-up filter" only needs to be cleaned once every 22,500 miles or 36 months:
Ducati GT1000 Maintenance Schedule for Oil Changes
If anyone has more information on this subject, please let me know.  Possibly the Multistrada's screen needs to be changed more often because the bike could be used in harsher environments?

MOTORCYCLE URAL RETRO SOLO 2010

Motorcycle Ural RetroURAL RETRO SOLO RIGHT SIDE


Ural Retro SoloURAL RETRO SOLO LEFT SIDE

Motorcycle UralMOTORCYCLE URAL RETRO SOLO

The Retro has the look motorcycle days gone by, but many facilities provided by modern technology.

Engine
Type Air cooled 2-cylinder 4-stroke Boxer engine
Bore / stroke 78 mm x 78 mm
Capacity 745 cc
Rated output 29 kW at 5600 rpm
Max. torque 52 Nm at 4,000 rpm
A Twin Keihin carburator L22A
Max. Approx.130 speed km / h
Electronic ignition

Power transmission
Clutch Dry double disc
Gearbox 4 speed plus 1 reverse
Final drive Bevel gear with drive shaft
Starting Electric plus kickstart













MOTORCYCLE TRIUMPH DAYTONA 675 SE 2011

Motorcycle Triumph Daytona 675 TRIUMPH DAYTONA 675 SE


Shuttle banya motorcycle very popular with many people, both parents, young people, children, adults, men and women
Best in the world supersport bike or class of its own? Designed for the racetrack, to compete with the best in class supersport, Triumph's Daytona 675 is the bike to beat on both road and track.
Engine

Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
675cc
Bore / Stroke
74 x 52.3 mm
Compression Ratio
12.65:1
Fuel System
Multipoint sequential electronic fuel injection with forced air induction and SAI

Transmission
Final Drive
O ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed, close ratio












MOTORCYCLE SUZUKI HAYABUSA 2010

Motorcycle SUZUKI HayabusaSUZUKI HAYABUSA WHITE


Suzuki HayabusaSUZUKI HAYABUSA BLACK

MOTORCYCLE SUZUKI Hayabusa 2010, Suzuki Hayabusa design a very handsome, the performance of the machine has been set as the hottest Husband sportbike on the planet, the Suzuki Hayabusa is designed to The Serious sport. Suzuki Hayabusa motorcycle is a combination of Best Power's regular unmatched, fresh and Extraordinary handling Main creating aerodynamic sportbike.

MACHINE:
Displacement 1340cc, 4-stroke, liquid-cooled, 4-cylinder DOHC,
Fuel System Suzuki fuel injection
Electric Starter
Ignition Electronic ignition (transistorized)
CHASSIS:
Overall Length 2190 mm (86.2 in)
Overall Width 735 mm (28.9 in)
Wheelbase 1480 mm (58.3 in)
Ground Clearance 120 mm (4.7 ins)
Seat Height 805 mm (31.7 in)
Curb Weight 260 kg (573 lbs)
Transmission 6-speed constant mesh
Final Drive Chain, RK GB50GSV Z4, 114 links
Suspension Front Telescopic upside down, coil spring, oil damped
Rear Suspension Link type, coil spring, oil damped
Brakes Front Disc brake, twin
Brakes Rear Disc Brake
Front Tire 120/70ZR17 M / C (58W), tubeless
Rear tire 190/50ZR17 M / C (73W), tubeless
Fuel Tank Capacity 21.0 L (5.5 U.S. gallon)
CA Fuel Tank Capacity 20.0 L (5.3 U.S. gallon)

Ducati Valentino Rossi

Ducati y Valentino Rossi juntos en 2011, probablemente lo harán oficial este fin de semana
El rumor del fichaje de Valentino Rossi por Ducati para la temporada 2011 no deja de estar ahí, como una insistente vuvuzela de esas que nos acompaña durante los 90 minutos de un partido del mundial. Es tan insistente el rumor que algunas publicaciones como MCN ya lo han puesto en portada, pero de momento y a día de hoy nadie ha confirmado nada.
El rumor insiste en que si Valentino se va a Ducati, Ben Spies entraría en el equipo oficial la temporada que viene, mientras que Cal Crutchlow, el ojito derecho de Yamaha en Superbikes y campeón del mundo de Supersport 2009, iria al equipo Yamaha Tech3. Pero esto no acaba aquí, ya que a la estela del fichaje de Valentino Rossi por Ducati ya se han empezado a oír también cosas como que Ducati retiraría el apoyo al Xerox Ducati Team de Superbikes para concentrar toda la inversión y el esfuerzo de la marca en MotoGP y conseguir que Valentino sea de los pocos pilotos del mundo en ganar tres campeonatos del mundo de la categoría reina con tres marcas diferentes. Si la memoria no me falla o hay algún piloto de los cincuenta-sesenta-setenta creo que no hay nadie que lo haya hecho todavía.
Si el rumor se acaba por confirmar, hay quién dice que lo van a formalizar este fin de semana aprovechando el GP de Catalunya, será uno de los bombazos del verano y seguramente condicionará el resto de la temporada de Valentino Rossi en Yamaha. Porque no creo que los japoneses estén muy por la labor de continuar desarrollando una moto para un piloto que ya haya fichado por otra marca para la próxima temporada. A mi de momento me gusta la imagen de una Ducati rojo Marlboro con el 46 en el frontal.

MOTORCYCLE ROYAL ENFIELD EFI DELUXE BULLET G5

Motorcycle Royal EnfieldROYALEN FIELD EFI DELUXE BULLET G5 REAR


Royal Enfield Bullet G5ROYAL ENFIELD BULLET G5 EFI DELUXE RIGHT SIDE


North American Specification. MOTORCYCLE ROYALENFIELD EFI DELUXE BULLET G5
U.S. MSRP: Starting at: $ 6,095 (49 countries), $ 6,395 (California) Tax, location, and other charges may apply.
Engine Single Cylinder, 4-Stroke, Spark Ignition, Air Cooled, OHV
Cubic Capacity 499 cc
Output engine / Torque BHP 27.5, 41.3 Nm @ 4000 rpm
Fuel System Electronic Fuel Injection (EFI)
12V Electrical System; Headlamp 60/55W; 21/5W Tail lights
Electronic ignition
Transmission 5-Speed gearbox with the gear shift left side
Suspension of gas filled shock absorbers
Brakes-Front Disc Brake 280mm
Brakes-Rear Drum brake 152mm
Tires - Front 3.25 x 19in
Tires - Rear 3:50 x 19in
Dimensions - L x W x 50in x 32in x 42in B
54-inch wheel base
Ground Clearance 5.5 inches
Weight (Wet) £ 412


MOTORCYCLE ROEHR 1250sc 2010

Motorcycle Roehr 125scCOMPONENTS ROEHR 125


ROEHR 125scMOTORCYCLE ROEHR 1250sc RIGHT SIDE

MOtorcycle ROEHRMOTORCYCLE ROEHR 1250sc LEFT RIGHT

ROEHRCOMPONENTS ROEHR 125 LEFT REAR

This spirit is the foundation of our brand and expressed through our products, MOTORCYCLE ROEHR 1250sc 2010. high-performance machine made in the United States. The "can do" spirit that makes America great are still alive and both at Roehr Motorcycles.
Engine:
2 Cylinder, Supercharged, Liquid Cooled, DOHC, counterbalanced, 60deg, V-twin
Displacement:
1250cc
Bore x Stoke:
105mm x 72mm
Compression ratio:
11.3 / 1
Transmission:
5-speed

Key Features
• Superbike is supported by a special version of the Harley-Davidson * Revolution * unmatched engine
• 180hp of supercharged American Muscle
• Innovative bimetallic composite beam frame
• a sense of sleek European design
• Uncompromising Performance
• Road or track
• Components of World-class motorcycle
• proudly handmade in the United States
• A true thoroughbred American Superbike