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Red Road Caliper
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 WILWOOD COMBO PARKING BRAKE CALIPERS & PADS,1",RALLY CAR,ROAD RACE,OFF-ROAD,RED  US $519.99
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 WILWOOD COMBO PARKING BRAKE CALIPER,1",RIGHT,RALLY CAR,ROAD RACE,OFF-ROAD,RED US $239.99
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Featured Article:
The Porsche 968 simply means the legacy of the Porsche 944 gets to live on. In 1991 the 944 S2 was discontinue but the 968 was waiting in the wings to make its debut.
Porsche has been busy working on a replacement model for sometime which originally was going to be called the 944 S3 but with so many new features they thought it was better to actually give it an entire new image.
It hit the market retaining all of the great things of the 944 and added all the great new features. If you thought the 944 looked great the 968 is even more impressive with its sleek new lines while still clearly keeping its 944 image.
It has fully integrated bumpers that are actually an extension of the Carrere 2, the air intakes have been rearranged, and it comes with pop up headlamps, red lenses neutral dense taillights, with the 968 lettering on the rear deck lid.
The 16 valve DOHC inline 4 cylinder aluminum block has plenty to offer with an amazing 236 HP at 6200 RPM. It has a compression ration of 8.3:1 and 13.1 lbs per horsepower. You can choose from a 6 speed manual transmission or 4 speed tiptronic.
The independent front has lower control arm, spring struts, and anti roll bar while the independent rear has semi trailing arms, anti roll bar, and transverse torsion bars.
Fuel consumption isn't really great but there are worse. It gets 17 MPG in the city and 25 MPG on the highway. Of course this is the type of car you want to get out on the road and let loose.
You'll get ¼ mile in 14.4 seconds with the 6 speed or 15.1 with the tiptronic transmission. You get 0-60 MPG in 5.9 seconds with the 6 speed or 7 seconds with the tiptronic.
The 968 coupe has the best balance of any of the Porsche bodies and it has more power than the 944 with the 240 HP off the 3.0 liter engine. The increased HP is partially a result of the Variocam which is a camshaft chain drive that has an adjustable tensioner.
The Porsche 968 was produced from 1992 to 1995 and it truly is a classic sports car in both the 2 door coupe and 2 door convertible versions. It was sold in Germany right up until 1995 and when production and sales ceased it really was the end of a Porsche era.
The 968 engine was the second largest 4 cylinder engine that was ever put into a production car and it had the second highest output of power passed only by the Acura.
The 968 borrowed the Brembo 4 piston brake caliper system and you'll find it on all four wheels. You'll also find a Macpherson strut front end, steel unibody structure, and aluminum front A arms.
Now here's something else to think about. How often do you get to put this kind of power on the street and stay legal? Well here's your chance. The 968 CS is street legal but it truly belongs on the track. It's been stripped out to lighten it up and it's got plenty of power to impressive them all.
Porsche is a company that's smart! They keep the great components, have no trouble with innovative changes, and they have a way of putting it all together to provide a performance car that's high in demand.
Wayne has owned and ridden Porsches for 15 years. Visit his Porsche site at http://www.porschesworld.com to learn more about Porsche 944.
Hyosung Gt650 Comet
With bikes like this Hyosung GT650 Comet prowling the streets for just under eight grand, I reckon alarm bells in Japan are ringing - and so they should be. Introduced late in 2003, the Comet was Korean manufacturer Hyosung's first 'big' bike released on the Aussie market, and it made quite a splash - even if that splash was more to do with what the bike represented, rather than what it actually was.
For the majority of the last 50 years the non-Japanese Asian motorcycle manufacturers have been sleeping giants, but now those giants are starting to wake up. Also, until recently, these companies had focused on small commuters, providing budget transport for Asia's considerable masses. With cheap labour and the sheer economies of scale at work here, the Chinese and the Koreans can now build increasingly sophisticated products far cheaper than their western counterparts, and when it comes to motorcycles, that's a problem the Japanese manufacturers in particular are going to find difficult to combat.
Still, enough of the crystal balls - let's get back to the bike that sent me off on this tangent in the first place. When we're so used to names like Honda, Yamaha, Suzuki and Kawasaki, it's understandable that the market might be a little cautious of something like the GT650 Comet, given its country of origin and that super-low price. Only one thing can allay those fears, and that's a test ride - and you've only got to ride one of these for a short period before you start dreaming of what you can buy with the cash you've saved through buying one of these over a Japanese competitor. Plenty of people have been snapping up Hyosungs too - over 2000 were sold last year, covering scooters, roadsters and cruisers, and that represented over a 100 per cent increase from 2005.
After getting around on a Comet myself for a couple of weeks, I can see why it's rapidly gaining in popularity. Admittedly the name doesn't exactly scream 'allure', but this really does feel like a good, solid machine. The liquid-cooled, eight-valve, 90-degree V-twin is actually built in Japan, and although not identical shares a very similar design to that found in Suzuki's popular SV650. This is no coincidence, for historically the two companies have shared a collaborative agreement that goes back decades.
The engine offers plenty of low and mid-range punch, yet pulls quite strongly to its indicated 11,500rpm redline in the majority of its six gear. This zippy performance is aided by a decent frame, reasonable suspension and brakes that are more than up to the task at hand. In fact there's even the odd surprise here - like the inverted forks, which come complete with rebound and compression adjustment, yet strangely no preload adjustment.
The ride position is relatively upright, as you'd expect of a naked like this, and it's really ideal for nipping through heavy traffic, although its steering range is a little limited for a bike of this style. At 100km/h in sixth gear you'll be pulling 4000rpm, so it's relaxed enough for long distance work if you feel up to braving the wind blast for extended periods, while if you're really in need of a bit more protection you can always opt for the GT650S tourer, with screen and upper fairing, or the GT650R sportsbike, complete with full fairing. Each will set you back an extra $1000 over the naked bike's $7990 price tag.
The black marks against the GT650 Comet are relatively few. You notice the lack of electronic fuel injection in it requires a little bit of choke before it's warmed up, but that's no great problem - it wasn't too many years back that this was the case with every bike. Its overall finish isn't quite up to the standard of say a Suzuki SV650 - and its clocks in particular I thought looked a bit cheap and chunky - but it's not too far behind. And remember, the Comet is $1900 cheaper than an SV. This paint scheme didn't set my pulse racing either. This test bike was classed at being 'Midnight Black', but when you looked closely in strong sunlight it was actually a very deep metallic blue. Still, this is just a cosmetic aside, and when it comes to what counts - its handling, its stopping, its engine and its outright value for money - it's smiley face stamps at every turn.
I have a feeling we'll be seeing increasing numbers of Hyosungs on the road in the coming years, and if the Korean heavyweight manages its western expansion well, it might not be too outlandish to think that five or 10 years from now this foreign name will be rolling off the tongue a whole lot more easily.
Hyosung GT650 Comet
Engine: 647cc, liquid-cooled, four-stroke, DOHC, eight-valve, 90-degree V-twin
Bore and stroke: 81.5 x 62mm
Compression: 11.4:1
Fuel system: twin Mikuni downdraft carburettors
Power: 79bhp @ 9000rpm
Torque: 68Nm @ 7200rpm
Transmission: six-speed
Frame: aluminium alloy double cradle
Front brake: twin 300mm discs with twin-piston TCIC calipers
Rear brake: single 230mm disc with twin-piston TCIC caliper
Front suspension: inverted 41mm forks, adjustable for rebound and preload
Rear suspension: monoshock, adjustable for preload
Wheels: three-spoke alloy
Tyres: Bridgestone Battlax BT56; 120/60-17 front, 160/60-17 rear
Seat height: 780mm
Wheelbase: 1435mm
Claimed dry weight: 180kg
Fuel tank: 17lt
Price: $7990 plus ORC
Colours: Midnight Black, Deep Blue, Mango Yellow or Signal Red
Warranty: 24 months/unlimited kilometres
Contact: (03) 9381 9730
Web: Hyosung Motors
About the Author
InsureMyRide operates across Australia and only provides motorcycle insurance products to riders. We deal directly with customers on-line and over the phone. (So if you're a broker, we can't fix insurance for you.)
InsureMyRide only covers private motorbikes.
Why is my car skidding when I'm lightly hitting the breaks?
Hi guys,
As I was driving down the road yesterday I had to stop for a red light about 100 feet away and I was doing half the speed limit and skidded all the way there. Once I stopped (safely) I felt my brake pedal depressurize and the pedal went closer to the floor. Later on that night a car cuts me off and I don't hit the brakes that hard and I skid again (both times I heard the skidding from the front).
Is this a sign of failing rear calipers? Or air in my brake lines. Thaanks for any help!
-Alex
Sinking pedal is probably air in the line. You don't say if you are driving on an icy road with bad tires or not, is that the case? sounds like it. Or even with good tires on an icy road.
Real Estate - Feb. 26
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