Tuesday, May 25, 2010

Vacation to Genting Highland

On 7.5.2010 was the lucky day for me because have a chance to honeymoon at genting highland with my luvly wife. After get leave from my Boss, I drove to lebuhraya pantai Timur from Rompin at 2:30pm, it's a long jouney + rest at hentian gambang + solat = arrive around 7:30pm at Genting Highland . I got tired because I think when I go on vacation at Genting , I will easily get the room at nearly Hotel, but I'm mistaken. Until around 9:00pm, I turn back to Goh Tong Jaya where is locate SERI MALAYSIA Hotel. Luckily, I'm get 2nd floor room ( RM110 - gov rate ) , it's so cheap, but the 2nd day I must pay around RM160( I forgot) because weekdays rate, the room rate will increase. Hehe.. Interesting place in Malaysia is Genting highland .

Let me story about Genting highland. Genting Highlands is located at an altitude of 1,800 metres above sea level and is one of the most developed hill holiday resorts in Malaysia. Its temperature ranges from 15 °C to 24 °C throughout the year and is a place for one to escape the heat of the cities. This place is a popular destination for local as well as foreign visitors.

The Genting Skyway is the longest cable car in South East Asia. You will be able to enjoy the beautiful scenery of the mountains and valleys from the cable car.

Oh ya..It's about ticket to get to the genting theme park.
a)Genting Outdoor Theme Park ;Features numerous rides typical of an amusement park, mostly suitable for children. Day pass 38 RM (off-peak), 44 RM (peak); express-lane 57 RM (off-peak), 66 RM (peak)
b)First World Indoor Theme Park, (located in the First World Plaza). Features numerous rides. Day pass 26 RM (off-peak), 30 RM (peak). This day pass does not cover Signature Attractions such as Ripley's Museum (30 RM), Snow World (17 RM), Genting Sky Venture (simulated sky diving) (50 RM), etc.
c)A combined day pass for the outdoor and indoor theme parks cost 51 RM (off-peak) and 59 RM (peak)

If I story all of my vacation I think this blog will not enough space to write about my experience in there. But, I advice u if u want to get there, u must plan 1 month before. It's a good place for couple of bride to get honeymoon together.

My vacation starting 7 until 9.5.2010 was successfull, after this maybe I plan to go to overseas.. Yeahooo

My memory never end..

Monday, May 24, 2010

Kawasaki ZX10R 2010

Kawasaki’s ZX-10R liter-class sportbike gets an array of small upgrades for 2010. Although the aim is to offer maximum performance on the racetrack, “the same power and handling that provide such amazing on-track performance also make it more fun for riding on the street,” says Kawasaki’s PR team.

Inside the engine the 10R receives the same transmission technology used on the 2009 ZX-6R. These internal modifications are designed to reduce play in the shift mechanism and give the rider a more precise feel through the lever. The Ohlins twin-tube steering damper also receives internal modifications for improved performance. A separate spring and free piston were added to the reservoir tube for more damping, while a titanium finish
This is the new green colorway for 2010.and laser-etched logo highlight the external differences.

Other external differences include a lighter, single-piece front fairing, said to “reduce the visual weight of the ZX-10R’s front end.” New inner panels also provide a “tidier look” around the handlebar area, while sharper side panels now feature more black in their design, further helping the bike look more compact. This is rounded out with a new muffler that has a dimpled surface pattern, metallic grey finish and a more compact end cap – all aimed to make it look smaller and more “sinister” according to Kawasaki.

Key New Features:
• Upgraded Öhlins Twin-Tube Adjustable Steering Damper
• Upgraded Transmission for Smoother, More-Precise Shifting
• Upgraded Bodywork for Appearance and Aerodynamic Improvements

KAWASAKI Z1000 2010

After a year hiatus, Japanese motorcycle manufacturer Kawasaki returns to its high-performance street bike roots by bringing back the Z1000 to its U.S. motorcycle line-up for the New Year. And while the name remains the same, the 2010 Kawasaki Z1000 has been overhauled from top-to-bottom to deliver an easier and more entertaining ride for motorcyclists seeking a fun and civilized sport-oriented street bike.

Why Bring it Back?

The Z1000 is a Streetfighter-style motorcycle, which is essentially a sportbike stripped of some of its bodywork and fitted with a standard handlebar. While they’re the rage in Europe (I’ve seen them everywhere in Italy), here in the US of A, this style of motorbike continues to struggle on the sales floor compared to their full-fairing sportbike brethren. In spite of this, Kawasaki feels it has something special with the redesigned Z1000. So once again it is being imported into the States.

What’s So Special About It?

The previous Z1000 was a quirky bike. While there were certain attributes we enjoyed, including its spunky engine personality and sporty-yet-relaxed riding position, there were also elements that were just plain funky—the biggest complaint being its peculiar handling, excessive engine vibration and love-it-or-hate-it styling. The latest Zed-1 does away with those flukes, plus, it builds upon its fundamental fun-loving traits thereby delivering a fast, easy, and ultimately amusing motorcycle to operate.

Skin Deep

Based on its similar exterior profile, one might assume that the new Z1000 is simply a modified version of the old bike. But that’s not the case. The new bike uses a purpose-built engine, frame and rear suspension (more on those later).

Visually designers gave it a thorough nip/tuck. The lines of the bike have been sharpened to give it a more contemporary shape. Additional bodywork was added in the form of the razor-sharp belly fairing and fork guards. The front fairing was also stretched and houses an updated double beam headlight. Towards the back, it retains a sleek high-mounted tail section with bright LED-style taillight and signature trapezoid-shaped quad exhaust pipes. The Z1000 comes in two color choices: Metallic Spark Black and Pearl Stardust White.

The controls are also upgraded and are highlighted by a thick tubular aluminum handlebar, compact LCD instrumentation, and stylized brake fluid reservoir. Furthermore, the angle of the instrument display can be adjusted in three positions via a tiny plastic adjustment knob. This gives the Z1000 an elegant, yet sporty cockpit similar in appearance to the Ducati Streetfighter.

Under the Hood

The Zed-1 now uses its very own 1043cc liquid-cooled Inline-Four engine. Kawasaki claims this new engine utilizes its own architecture and is not based off either the previous bikes’ 953cc ZX-9R-derived motor or the current one found in the Ninja ZX-10R. The 90cc bump in displacement is calculated via a slightly smaller bore (77.0 vs. 77.2 mm) and a larger stroke (56.0 vs. 50.9mm). Despite the added piston stroke, the engine’s exterior dimensions are almost the same as before. Fuel charge is compressed to a ratio of 11.8:1 and the engine features hot rod tuning tricks including a 16-valve cylinder head operated via dual overhead camshafts. An internal counter balancer, driven by a gear on the crankshaft, reduces engine vibration.

Intake air is captured via an air induction system that utilizes intake scoops on each side of the machine. Air funnels into the resonator chamber-equipped airbox which produces a similar sound effect to a person blowing over the top of an open glass bottle. This greatly enhances the intake sound while riding and ultimately creates a more thrilling riding experience. Air and gas are then mixed within a set of larger oval bore Keihin throttle bodies and injected into the engine via four fuel-injectors.

Exhaust is handled by a 4-2-2 exhaust system with a belly-mounted pre-chamber. This allows the mufflers to be lighter and more compact than before. A valve in the right muffler maximizes performance through its 11,000-plus rev range. Lastly, three emission-reducing catalyzers are also fitted within the exhaust. Engine power is shifted to the rear wheel through a cable-actuated clutch without slipper functionality and a 6-speed transmission paired to a chain/sprockets final drive system.


The engine is hung within a lighter aluminum frame via a four-point mounting arrangement (one more than before). This is claimed to increase chassis rigidity and stability, as well as giving the pilot an enhanced level of feel at speed. The frame is constructed out of five pieces of aluminum and is almost nine pounds lighter than the previous model’s steel piece. Similar to the frame used on the Ninja ZX-10R and ZX-14, the Z1000 frame wraps up and over the engine which dramatically reduces the width of the bike at the seat. A new three-piece aluminum subframe complements the set-up.

In the suspension department, the Z1 utilizes an innovative horizontally-mounted back-link hydraulic shock absorber.
The two-way adjustable shock (spring preload and return damping) attaches between the main frame via a fixed linkage mounted on top of the aluminum swingarm. This allows the shock to be kept away from the engine and exhaust heat thereby giving it more consistent damping performance without compromising ease of adjustment. Up front a conventional Showa 41mm inverted fork offers independent three-way adjustment for spring preload, compression and rebound damping

New five-spoke cast aluminum wheels measure 3.5 x 17-inch at the front and 5.0 x 17-inch at the back. Both rims are painted silver and black and feature machined and polished edges on the spoke where it attaches to the rim giving the Z1000 a custom look. The wheels are shod in OE-spec Dunlop Sportmax Qualifier D210 tires (120/70-17 front, 190/50-17 rear).

Braking components are a mix of old and new. At the front, the same 300mm diameter petal-style discs are controlled via a pair of Tokico radial-mount four-piston calipers as used on the Ninja ZX-10R. A radial-pump master cylinder augments the set-up through rubber brake lines. A single-piston rear caliper mounts below the swingarm (provides a less cluttered look of the rear wheel) and pinches a 250mm disc, again through rubber brake lines.

Street Riding Impression

Hop in the saddle and the first thing one notices is just how low the 32.1-in. seat height feels. This aids the rider in keeping both feet firmly planted on the ground at a stop. Equally as impressive is how narrow the machine is between the rider’s legs—a clear benefit of the reengineered aluminum frame and subframe.

On the road, the Zed-1 retains its signature sporty-yet-relaxed riding position, which proves a sport rider can have the best of both worlds. The frame and fuel tank feature ergonomically correct cut-outs for the pilot’s knees. The location of the footpegs and handlebar in relation the seat contribute to the commanding seating position and were well received by tall and short riders alike during the course of our ride.

During the course of our street ride, the pace was never hot enough to find out if ground clearance issues plague this bike. Nonetheless, the tires complement the bike’s handling well, offering outstanding and predicable grip on both wet and dry pavement.

During acceleration, braking or cornering, the suspension offers excellent balance front-to-rear. Even more impressive is the way in which the rear suspension performs. It’s equally adept at soaking up rough broken pavement as it is a spirited smooth corner attack—offering the rider the best of both worlds in terms of cornering performance and ride comfort. Even though the shock doesn’t allow for compression damping adjustment, we never felt the need to change anything.

Instrumentation is legible; however, we’re not big fans of the small font of the bar-style LCD tachometer. We also would appreciate the addition of a gear position indicator. The mirrors, however, offer a clear, buzz-free view of what’s happening behind you regardless of speed, which is a remarkable attribute for any street bike.