MANEH

I can proudly say that since 14th June 2013 until this date I have over 30.400 views. My top 3 reffering sites are Facebook (of course, I am posting the links there on a daily basis... I have that even automated for my Facebook Page ;) ), Google and Bloglovin. The below printscreen was taken on the morning of 30th of December 2013 and as I have a daily count of at least 150 views (going up to 300 even, on good times) I believe it will not change much as my guests do not change that much ;) - here are the top countries that visit and the operating systems that they use:

This was a really fun and educational year when it comes to blogging and I hope I shall be sticking to this track :) Keeping my fingers crossed and wishing for an awesome New Year! 

Yours truly,

The LadyBug

Five HD Nissan Juke Car Wallpaper And Prices, Specs Review

The new 2014 Nissan Juke cool Hatchback body type car prices starting from $18,990 to $25,990. Cool Body Design and colors very attraction part of this nissan model looks also Compact SUV.

car car body type 1.6 liter four cylinder 16 Valves engine. Power 188 horse power @ 5600 rpm. 2 Speed CVT Automatic gearbox transmission.

Five passenger seating capacity and fuel mileage 27 Mpg at city and 32 Mpg hwy.

Nissan Juke Rear view in Red color

Nissan Juke Car Wallpaper

Nissan Juke Car Picture

Harley-Davidson’s new Switchback offers built-in touring features that give it the flexibility to go from Dyna-based boulevard profiler to weekend warrior in a matter of minutes.

Top 2013 Harley-Davidson Dyna Switchback Review

The Switchback joins the CVO Softail Convertible as the latest motorcycle from Harley that can morph from a laidback, cool guy cruiser to a modest touring machine in a heartbeat by virtue of
quick-release saddlebags and windscreen. The CVO Convertible, now in its third year, sets itself apart as a member of the CVO family by adding in a quick-release passenger backrest, an MP3 player-capable sound system and numerous upscale treatments that only CVO motorcycles enjoy.

Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities.

Powering the new Switchback is the Twin Cam 103, an engine that cranked out 66 hp and 81 ft-lb of torque when we tested it in our 2011 Bagger Shootout. The TC103 is now standard in all FL (Touring) models, Softails and Dynas, save for the Street Bob and Super Glide Custom. Keeping the Twin Cam 96 in the Street Bob and SG Custom was more a matter of maintaining a price point for these models rather than randomly denying them the upgrade to the 103, according to Harley-Davidson.

Top 2013 Harley-Davidson Dyna Switchback Review

In order to make good on the claim that the Switchback is “all about the handling,” Harley’s team of engineers weren’t going to simply tweak the front-end of an existing model in the Dyna platform to fit the SB – a new front-end was crafted specifically for this cruiser/tourer. While both 41mm fork tubes employ triple-rate springs, the SB’s fork also uses a cartridge assembly rather than the less sophisticated damping-rod technology found on many cruiser motorcycles. According to Harley’s staff, utilizing cartridge-type damping in only the left fork leg proved an efficient method to achieve the advanced levels of damping engineers were after while helping to reduce the bike’s overall weight.
A great front-end ’tisn’t much without a balanced rear.
Eschewing the more traditional dual coil-over spring shocks found routinely on many cruisers, the Switchback instead benefits from a pair of 5-way preload adjustable nitrogen-charged, “cigar tube” (monotube) emulsion shocks. This rear suspension, says Harley’s Bjorn Christensen, better matches the ride comfort and handling performance of the front-end than does suspension action from traditional coil-overs.

Top 2013 Harley-Davidson Dyna Switchback Review

Front suspension travel of 3.8 inches, and 2.1 inches for the rear, doesn’t sound like a significant difference from many of Harley’s cruisers, but don’t let these numbers fool you into thinking the Switchback provides less than average ride comfort. The SB’s plush saddle sits 27.1 inches off the tarmac and offers CVO-seat levels of comfort. However, it’s the suspension package that deserves most of the kudos for providing remarkable-for-a-cruiser bump damping. The SB’s suspenders gobbled up most road imperfections without effort; it was only the most cavernous expansion joints or chuckholes that succeeded in overcoming the Switchback’s firm but compliant fork and shocks.
New five-spoke cast-aluminum wheels (18-inch front, 17-inch rear) were designed for weight savings – again to aid in the goal of giving the Switchback quick, low-effort handling – as well as style. Concern for handling performance even extends to the headlight.
The headlamp assembly is a sizeable unit that sits on the highest portion of the fork, raising the bike’s CoG, and therefore impacts the amount of energy required to swing the bar left or right to initiate a turn. In light of this, Harley opted for the weight savings offered by die-cast aluminum (compared to the usual zinc die-cast used for the headlight housing) when it came time to choose materials to fabricate the nacelle.

Top 2013 Harley-Davidson Dyna Switchback Review Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel.

After a day’s worth of riding freeways, 25-mph surface streets and meandering canyon two-laners, my time aboard the Switchback in these environments allowed me to give the SB the guilty verdict: guilty of handling and riding as advertised.
Harley has achieved in the SB the low-effort steering it set out to give this new motorcycle from day one. The ’Back’s handling/steering is also accurate as well as easy. The chassis remains composed throughout a corner’s arc – even while dragging the floorboards past the Switchback’s 29-degree lean angle (left and right sides).
Reeling in the Switchback’s 718-lb curb weight is the work of a single 300mm rotor/4-piston front caliper combo, and a 292mm rotor with single 2-piston caliper for the rear. The brake set performs sufficiently, offering decent stopping force. Our test unit was fitted with Harley’s simple but effective ABS system – an option for all 2012 Dynas, as well as many other non-Sportster Harleys.
The SB’s quick-release windshield deflected windblast from my 5-foot 8-inch frame, keeping my helmet visor bug-free and my torso relaxed since buffeting was virtually nonexistent. I also found the rider triangle ideal, with no amount of discomfort in my reach to the mini-ape handlebar, my hands falling naturally to the grips. Seat-to-floorboard relation was also close to ideal – my only wish is for a heel-toe-shifter instead of the solo toe shifter gracing the SB.

Top 2013 Harley-Davidson Dyna Switchback Review The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…

According to the Switchback’s lead engineer, Brian Scherbarth, the single-sided exhaust and dual hard-shell saddlebags were designed specifically to this motorcycle, with styling as a key focus.
I usually find the symmetry of dual exhausts more visually appealing, but also realize the added physical weight of such a design. The long, right-side-mounted single pipe the SB exhales through is a styling coup; the absence of a pipe on the left side goes largely unnoticed. Exhaust sound, too, was zeroed-in on by Harley.
Anymore I expect most 45-degree V-Twins to sound nearly identical regardless of displacement thanks to EPA edicts. Somehow, though, the Switchback’s tone stood out to me as ideally throaty and bossy while the Twin was under load. And yet the single can was satisfactorily muted while idling at a stop next to Officer Scowler.

Top 2013 Harley-Davidson Dyna Switchback Review Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired.

In order to keep the Switchback’s silhouette trim and alluring, its hardbags had to depart from the design used for Harley’s other hard saddlebag systems. Ultimately, the SB’s bags had to lose volume to meet styling criteria.
According to Scherbarth, the Switchback’s luggage has 25% less volume than FL model bags, holding 15 lbs per bag compared to the bags on, say, the Street Glide or Road King that can handle up to 25 lbs of your stuff. Where the hardbags on the FL models require removal of two Dzus fittings and a bit of finagling to remount, the Switchback’s bags only need an outward pull and twist of a single dial located on the bags’ interior edge, followed by an affirmative rearward push on the bag for complete removal. A practiced hand can remove a bag in just a few seconds, with installation taking slightly longer.

Top 2013 Harley-Davidson Dyna Switchback Review

The SB’s bags’ outward facing lid latch is familiar looking; a ringer for the latch on FL models. However, due to space constraints, the Switchback’s lid hook (on the inner/bike-side edge) required a complete redesign from the dual latching hooks of the FL’s bags. Had the FLs’ latch system been utilized on the new SB, the SB’s bags would’ve been forced too far away from the rear fender/saddle area, creating an unsightly gap. An unfortunate drawback of this fresh lid latch design for the Switchback is that the engagement point for the lid’s clasping mechanism (the latch on the bike side, not the visible chrome closing latch on the outside of the lid) is too shallow to hold the lid shut securely 100% of the time.
On the particular Switchback I rode, the right-side box lid either popped open entirely while riding (at least once) or failed to mesh perfectly with the box, resting askew of the box, either at the front or rear corner. Taking time to deliberately and slowly close the lid, listening and looking as best as possible for some indication of positive and secure engagement, I then purposely pulled up with force on the lid only to have it pop open every other time.
At day’s end Scherbarth revealed to me a trick necessary to ensure the lid was latched: once the lid is resting atop the saddlebag a slight outward push of the lid from its inner edge (fender side, at the lid’s inner hook area) will then properly align the lid to the rest of the box, at which time you can push shut the outer latch/lock.
Scherbarth admitted that any number of future owners/riders will likely encounter this same nuance of a less-than-perfect fit, and acknowledged the design could improve. Scherbarth was working on a redesign at the time. Regrettably, he was visualizing and verbalizing this latch makeover real-time while running me through the above lid-closing trick, rather than months ago when in the design lab.

Top 2013 Harley-Davidson Dyna Switchback Review The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SBs chassis remains stable. Photo by Tom Riles.

In fairness, I’ve encountered hardbag latching/closing issues, or some other simple but annoying defect on other brands of motorcycles, so the Mighty Bike Maker from Milwaukee isn’t alone here. However, it’s at times like this that I wonder who runs the final testing processes on products in the moto biz?
My best guess as to what drives a company to look beyond a known issue like this is an accepted risk that hopefully most of the time the product will work as designed. As for those that don’t, well, it looks like a case-by-case basis for resolution.
Two Harleys for the price of one
At $15,999 the 2012 Harley-Davidson Switchback offers a lot of motorcycle for the money. It is at heart a Saturday night boulevard prowler, but its light, accurate handling and generally unflappable chassis belie the laidback appearance it sports when the bags ‘n’ blade are stowed in the garage.
When the weekend or a few extra days off from self-imposed illness roll around, the SB provides lockable, removable storage for a couple days’ worth of whatcha got, paired to solid wind protection that’ll keep you from arriving at your destination beat up by windblast and weather.
The noted sometimes-poor operation of one bag lid was a disappointment for a wholly new model from Harley-Davidson, but otherwise H-D has hit its mark with the Switchback.

Top 2013 Harley-Davidson Dyna Switchback Review Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern.

New Acura RL Cars review and specification news

Top 2013 Triumph Daytona 675R Review - First Ride

Triumph, too, is guilty of not updating its supersport machine, the Daytona 675, for some time. Introduced in 2006, five years later and the bike is basically the same. Yes, it got a few minor
upgrades in 2009, but hardly enough to call it a major revamp. Honestly, we’re not complaining too much. The era of the constant updates kept us on our heels trying to stay current on all the changes. And really, the Daytona 675 is a damn good motorcycle.


But there’s always room for improvement. Enter the 2011 Triumph Daytona 675R. Taking a page out of Ducati’s book, when deciding to upgrade the base 675 by adding the letter “R” at the end, the boys in Hinckley added a touch of exclusivity by turning to Ohlins for some top-shelf suspension components.
Instead of the 41mm Kayaba units on the standard bike, a 43mm NIX30 fork makes its way onto the R model — the same unit used by many AMA teams. Out back sits Ohlins’ top-of-the-line TTX36 shock, itself a similar unit used by a host of AMA and international race teams. Until now this was a level of suspension technology that was only starting to trickle down to exotic Italian literbikes.

Top 2013 Triumph Daytona 675R Review - First Ride

To take it one step further, Triumph also hit up Brembo to make sure the new bike stops as well as it looks. The company’s four-pot monobloc calipers, which are starting to become the gold standard in stopping technology, are radially mounted and bite on 308mm discs. A Brembo radial-mount master cylinder replaces the standard Nissin unit and has an 18mm diameter (1mm smaller than the Nissin) for better feel from the stronger calipers.

Top 2013 Triumph Daytona 675R Review - First Ride

Other than that the 675R doesn’t vary too much from the standard model. The same 675cc, liquid-cooled, DOHC, 12-valve three-cylinder engine remains, albeit with minor EFI tweaks to improve fueling. It’s mated to the same six-speed, close-ratio gearbox, only now the R model comes equipped with a quickshifter from the factory (It’s an option on the base model).
Other changes are purely cosmetic. Carbon fiber adorns the front fender, the rear subframe is powdercoated red, wheels get red pinstripes, and the bodywork gets a dynamic new paint job and graphics kit. We’ve always thought the standard 675 was one of the more eye-pleasing middleweights, and the R model takes the eye candy to another level.
Street Manners
If you’ve been paying attention to the site lately, you’ll remember that Triumph introduced the new Speed Triple alongside the Daytona 675R in the rolling hills of Idyllwild, California, as part of a two-day adventure that would see us spend the second day at Chuckwalla Valley Raceway. We spent equal amounts of time on both bikes on the street and on the track.
There really is no point to beat around the bush here: the 675R is downright grueling on the street unless your front door opens to a canyon road. This bike is honed for the track, and the ergonomics punish you for doing anything else. The tail sits high while the clip-ons are low. Seat height is on the taller side for a sportbike, at 32.7 inches, and to add insult to injury there’s not much padding to be found there, either. Head in a straight line for any length of time and your wrists will curse the day you were born.

Top 2013 Triumph Daytona 675R Review - First Ride

That’s not to say that riding on the street was a pointless endeavor, however. As in years past, we’ve enjoyed the class-leading torque of the 675 engine. Triumph claims 124 horsepower and 53 ft.-lb of torque at the crank, and accessing that power is as seamless as ever. Fuel delivery is crisp, especially when applying the throttle on corner exits, and now with the electronic quickshifter that operates above 2400 rpm, banging up through the gears is done with a simple flick of the left toe. Even at street speeds. No need to touch the clutch or blip the throttle. Notchy transmissions have been one of the few complaints we’ve had with the Triumph in the past. Not anymore.
The R’s track-oriented suspension is best suited for the smoothness of the racetrack, and as set up by Triumph, riding along on SoCal’s terribly maintained roads posed another challenge to the health of my joints. Damping rates were on the stiff side, causing every pimple in the road to be felt through the bars. We wished we had the time and the tools to soften the fully adjustable suspension for better bump absorption. That said, the 675R is eager to lean over and does so with just a mere thought.

Top 2013 Triumph Daytona 675R Review - First Ride

Our street ride never provided the opportunity to really test the brakes. Our initial reaction is that they’re strong but not a huge step above the stock Nissin units. A true evaluation would have to wait until the racetrack.
Let’s Get Right To It
Chuckwalla Valley Raceway proved to be the perfect venue to put the 675R through its paces. The tight and technical course suits the bike’s strengths, as it’s never completely vertical for very long.

Top 2013 Triumph Daytona 675R Review - First Ride

Straight away, the aggressive ergos that were torturous on the street proved right in its element at the track. The rider is perched in the attack position, ready to go from full tuck to knee-down in an instant.
The sweet symphony coming from the 675R’s tailpipe whenever the throttle is twisted is truly intoxicating, and the torque advantage it has over its 600cc competition is a benefit when exiting slow-speed corners, of which there are several on this track. The quickshifter which was impressive on the street was even more so on the track. Never was an upshift missed or accidentally engaged.
A slipper clutch is not included on the 675R as Triumph test riders don’t feel it to be necessary, but it is available as an option. Personally, I didn’t feel it needed one either. Even though there weren’t any other 600s in attendance to perform a direct comparison, relatively speaking, the Trumpet does seem to run out of breath near redline. This is something we’ve noticed before, and it’s especially noteworthy given that its Japanese counterparts would pull away at this point.
But the real test of the 675R would be how its Ohlins suspenders and Brembo stoppers perform in their intended environment. They mostly didn’t disappoint. We had the opportunity to sample a standard 675 back-to-back with the 675R, and the two are 98% identical. Overall, the base model’s damping rates are softer than the Ohlins bits on the upgraded version. Which is shocking to say since the standard bike is quite a competent performer.

Top 2013 Triumph Daytona 675R Review - First Ride

The advantage of the Ohlins NIX30 fork compared to conventional forks is that one leg is dedicated to compression damping while the other handles rebound, each with just a single 30mm cartridge per leg. Out back, the TTX (Twin Tube Technology) shock completely isolates the compression and rebound circuits for precise adjustments. Shim-piston designs — which are seen on practically all other OEM suspensions — share a common bleed in the rebound circuit, which means that changes to one could affect the other.
On track the difference was small but noticeable. Suddenly the smallest imperfections on the track that weren’t noticed on the standard bike were felt on the R model. The R turns with eager agility, and thanks to the Ohlins bits you can pilot the bike with razor-sharp accuracy. Clearly, these are a cut above the already impressive stock units on the standard 675.
The only complaint I had, which was shared by a number of journos at the intro, was a chattering problem from the front end under hard braking. Ohlins sent two of their master technicians to help us tweak the setup and initially dialed back preload by two turns. While this helped, the stuttering never fully went away. Of course, your experience will vary depending on a myriad of conditions.

Top 2013 Triumph Daytona 675R Review - First Ride

But this brings us to the cause of the chatter in the first place: the brakes. By now Brembo monoblocs are synonymous with stopping on a dime. We were impressed with the standard bike’s Nissin calipers, but there is no doubt the Brembos provide more bite and power. Lever feel and modulation are also superb as one would expect.
The big question here is whether they’re worth it. And to that I’d say... I don’t know. Perhaps a national-caliber racer could feel a difference and use it to shave fractions of a second, but at my pace it’s simply a non-issue. That being said, Triumph would have been silly not to fit top-shelf brakes to complement the equally exclusive suspension.
One-Track Mind
To be blunt; if you’re thinking about purchasing a 675 and plan on keeping it on the street or do the occasional trackday, we could make the case for simply getting the standard model and saving $1500 – it’s still an excellent package. But if you’re a track junkie looking for the absolute best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).
If you want to spruce up the 675R even more, Triumph accessories include an Arrow exhaust, factory race kit, adjustable billet rear-sets, anodized machined-billet components (in red or black), and a gel seat. All of which come with a two-year unlimited mileage warranty.
Like the new Speed Triple, the Daytona 675R will be in dealers before the summer. Pricing is set at $11,999.

Top 2013 Triumph Daytona 675R Review - First Ride