YOSHIMA Honda Cb BO

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j-yves a écrit:

Pierre a écrit:: Content que ça plaise...j'me doutais bien qu'il y en avait un qu'allait jacter la dessus

et même réciter par coeur certains passages voir plus si nécessaire Very Happy

il y en a un autre du meme genre pour les HONDA (cycleword)
un truc bien technique sur les bol d'or (base 750 pour l'article)
faut demander le lien à GASWIN albino

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Au top le BENOIT !

MERCI !

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BENOIT

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j'ai pas encore demarrer Very Happy

probleme de charge je crois Cool !!!

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y manque la page 29 d'ailleur Very Happy

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ONTARIO MOTO TECH

CB900F Project Bike - A Step-by-Step Street Scorcher

by: Ken Vreeke
Motorcyclist Magazine, July 1982
Project bikes are sinfully tempting. Once they get started, they are
a lot like lies: they just keep getting bigger and more vicious Given
unlimited funds, there is almost no limit to how much you can hop up a
bike, and too often we see project bikes that seem to be line products
of just such bankrolls. Big, nasty monsters that turn heads and
compress internal organs with a twist’ the throttle Nothing like a
healthy adrenaline bath to wash away the EPA blahs. But how many people
can afford. or even have the desire, to build such a brute? Someplace
between showroom stock and full boogie is where most people end up. We
explored that gray area with a CB900F project by building the engine
one stage at a time. Of course. in the end we knuckled under to
temptation and build a monster.
We chose the CB900F because it is an, excellent sport bike and at
$3598, it is the cheapest of the big road-huggers. But its displacement
disadvantage leaves it behind bikes Like the Suzuki GS 11 00E, Katana,
and Kawasaki GPz 1100. Also, the C8900 has been around long enough for
pieces to start wearing out, and we figured this would be a good chance
for owners to install hot parts and pester their riding buddies.
To handle the building chores, we Contacted Kaz Yoshima of Ontario
Moto Tech. Kaz is one of the more berserk entrepreneurs of four-stroke
tuning. He was ready to build an engine capable of producing
spleen-fattening good times right off the bat. He cut his tuning teeth
over a decade ago in the R&D division of Honda Motor Corp. in Japan
and made his mark in hlis country by building fast CB400 tours that
spun their plain-bearing cranks at 12,000rpm while other tuners wrote
the engine off as lacking, potential. He is one of those people with a
chronic lust for speed, and when he’s not at his Shop working on the
bench or dyno, he is probably studying the latest in ballistics or
dissecting some other oblect of high velocity in search of something
everyone else overlooked.
Kaz dedicates most of his time to Honda’s C8X, CB750 and CB900 and
sells everything from exhaust systems to complete engine kits. In 1981
his 970cc piston kit powered one customer’s bike to victory at the
Widow maker hill climb and another’s to the overall win, and a new
track record all the Nelson ledges 24-Hour endurance race. Needless to
say, his work is versatile and durable.
This year Yoshima bumped his kit to 1002cc. That kit served as the
basis for the second-stage hop-up of our engine. The first stage
consists of only a pipe, K&N air filter, and minor jetting changes.
The third and final stage is for those in pursuit of serious fun.
Standard performance was established at the strip and on Kaz’s dyno,
which reads horsepower directly on the countershaft. At 8500 rpm, our
CB900 peaked with 79.4 horsepower and produced underwhelming power in
the low rev range. The best quarter-mile film was 12.04 seconds at an
even 110 mph. RolI•on tests at 50 mph, performed by whacking the
throttle open in fifth gear 200 yards born the speed traps. yielded a
terminal speed of 79.6 mph. Compared to the 1000cc Katana’s 11.25 run
at 120.6 mph and roll-on or 82.3 mph, the CB900 is a slug.
We had problems executing full throttle speed shifts at the top and
found more neutrals in the cog box than were called for in the manual.
Kaz fixed the mystery neutral trouble by opening up the shirt spindle
window (See Motorcyclist, July. ‘81), allowing the spindle a wider arc
to fully rotate the shifting drum. The speed-shifting problem turned
out to be drag in the crutch assembly. Poor manufacturing tolerances
had the Outer hub clamped against the main-shaft bearing instead of
spinning freely. By installing, a thinner spacer between line hub and
bearing. Kaz rid the clutch or the problem, and speed shifts became a
reality. These simple and virtually cost-free modifications improved
the gearbox performance dramatically. Shifting became smoother, more
positive, and the neutral quotient returned to one.

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STAGE ONE
The main ingredient in Kaz’s first stage is his four-into-one exhaust
system. It comes in Kal-Gard black or chrome, and is also available in
a hand-bent racing mode. The street version, which we chose for our
hop-up, is 17 pounds lighter than the stock system, allows retention of
the centerstand, easy access to the oil drain plug, and as much ground
clearance as the standard System. Exhaust is baffled by a fibreless
muffler housing a series of small tubes and a covered core. Without
floor to burn out, the pipe will remain as quiet as new, and although
is louder than stock, its pleasant growl is still well within reason.
There are pipe manufacturers that make all kinds of horsepower
claims about their systems. But it’s no wonder many of these pipes do
little more than make a lot of noise. Building pipes is an art in
itself and far more complex than most people think. For instance, at
10,000 rpm the CB900’s crankshaft takes 166.66 times per second, with
the standard earn and valve design. The intake valve is open for only
.008 second and the exhaust valve only .004 second per cycle. The pipe
builder must not only make sure that all-the burned gases can escape,
he must also create just the right amount of back pressure. Kaz has
found that as ideas have an inch of change in the length of the
collector can make a difference of six horsepower in the CB900F. Adding
a restrictive muffler to the exception makes the job exceptionally
difficult.
To work with his pipe, Kaz installs a larger number 70 primary
(pilot) jets in place or the standard 32mm Keihin number 68 primaries.
He then installs a less restrictive K&N tiller in the air box.
Though Kaz’s pipe flows better than the standard system, a larger main
jet foods the system more exhaust gases than it can handle with the
Street batte. The larger primary jets, however, feed the cylinders more
fuel throughout the rev range without overloading the exhaust system.
Coupled with the new filter and pipe, more total volume is run through
the cylinder at a quicker rate during the critically short
valve-opening periods.
The result of Kaz’s modifications, totaling, $235, is remarkable. At
4000 rpm the CB900 produces over three horsepower more than stock. At
4000 rpm there is a five-horsepower gain, and at 9000 rpm, where it
peaks, horsepower, is up a whopping 7.9. Torque peaks with 54.0
pounds/feet at 8000 rpm (roughly three more than standard), The only
place where the stage-one engine doesn’t make more power is in the 5000
to 5500 rpm range.

Kaz gets rid of this lag by drilling out the EPA mandated press fit
air jets on a spare set of carbs. Without drilling these jets, a
sacrifice must be made somewhere in the powerband. But since there is
no replacement jet and it would be easy for someone to screw up the
drilling operation. he left the jets in our carbs alone. His exhaust
system places the lag where Kaz feels it causes the least concern. At
60 mph the engine spins at 4100 rpm, and there the engine makes more
power. Under a heavy throttle hand, the tach needle swings past the
powerloss zone so fast it isn’t even noticeable.
For the sake of true comparison, we went to the strip with the
standard tires, gearing, ignition timing, suspensioneverything stock
except for the aforementioned modifications. Ambient conditions were
much the same as our first trip. We had problems keeping the hard rear
tire from spinning during fast starts, but after a few practice runs,
the CB900 ripped through the quarter in 11.695 seconds at 115.97 mph.
The best our CB900 could manage in the fifth gear rollon was 76.79 mph,
which is slower than stock. Since the engine makes more power in the
3500to4000rpm rev range used during rollons, we cannot explain our
results. We later discovered that the rear brake pads were dragging,
but we have no idea how much, if any. this affected rollon performance.
The new quartermile figures are 3.45 seconds quicker than stock and
nearly six mph faster. That spells horsepower, more than we’ve ever
heard of from any aftermarket manufacturer or streetable pipes. Though
the stageone engine is still off the Katana’s pace, which we really
didn’t expect to best with so few modifications, (he new lime and speed
b at our Kawasaki’s
KZ1000J by nearly twolengths of a second and three
mph. That makes the stage one CB900 faster than any Stock 1000cc
machine we’ve ever tested, with the exception of the Katana, And though
the rollon tests don’t show a, the stageone engine accelerates smartly
at low revs and no longer reels starved below 6000 rpm. Not too shabby
for a couple of boltons.

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STAGE TWO
Though Kaz’s 1002cc piston kit is the central item in the second stage
engine, he makes a number of other changes for the sake of longevity.
The standard five row oil cooler is replaced with a 10row unit made In
Japan
to Kaz’s specifications. It boils to the standard mounts and uses
Ihe existing oil lines, Kaz’s experience with the plain bearing CB400
engine taught him that crank bearings don’t last long if they don’t get
enough oil to make sure the CB900’s plain bearings, as well as the rest
of the oilbathed parts, get enough lubrication, Kaz installs a stiffer
relief spring in the standard 011 pump. The new spring bumps pressure
to 85 pounds. Kaz micropolishes the crankshaft’s mainbearing journals
to ge1 the smoothest surface possible for the plain bearings to ride
on, and the crank is then balanced.
The standard forged connecting rods are used, but Kaz polishes the
beams and chamfers the big ends to relieve any stress points. All the
rods are then balanced 10 produce consistent rotating weight and
shotpeened for maximum strength. He also installs stronger cam and
primary drive chains heattreated to his specifications, while all this
might sound a bit extreme, Kaz wouldn’t cut one of his 1 002lA: CBs
loose on the racetrack without these modifications. Race bikes run at
peak power constantly, and with crank speeds of 66 revolutions per
second, who wants to take chances? But for street use, Yoshima says the
only logical modification is the installation of the oilpump spring.
The main reason Kaz was able to use the standard rod safely is his
piston assembly is lighter than stock, The larger 66.0mm pistons
actually weigh the same (175 grams) as the smaller 64.5mm standard
pistons, but by redesigning the wristpin boss, Kaz was able 10 use a
shorter wrist pin that is stronger and five grams lighter. He also
managed to make the boss stronger without using as much material and
thus kept the weight of the piston the same as the standard unit.
Indeed, the weight is crucial with piston speeds nearing 23 meters per
second.
Yoshima’s pistons are pressure die cast in Japan using a special
silicon content aluminum. The Silicon provides an extra degree of
lubrication and allows tolerances to be tighter than those of
nonsilicon forged pistons. The piston crown features larger valve
pockets for bigger valves and more radical cams. Compression is bumped
to 10.5:1 from the stock 8.8:1, and the crown is designed to direct the
flame front to theouter edges of the bore for more complete burning of
the 1uel. With these pistons, the engine can easily handle pump gas
without any sign of detonation. Rings are similar to the standard
units, outer edges of the bore for more complete burning of the fuel.
With these pistons, the engine can easily handle pump gas without any
sign of detonation. Rings are similar to the standard units,
Higher compression, however, does create a problem with the standard
ignition system, with tile increase in combustion chamber pressure, it
is difficult for the ignition spark, to make the jump across the plug’s
electrodes. This makes the bike reluctant to start when it’s cold and
causes inconsistent firing, especially at higher revs. If the plugs get
wet or soiled with carbon, they foul easily. So Kaz installs a Dyna III
ignition system. This system’s powerful coils deliver 30,000 volts to
ea.ch cylinder and allow the plug gaps to be opened. Spreading the
electrodes forces the spark to jump farther and essentially creates
longer firing duration. Kaz also advances the ignjtion two degrees (41
degrees BTDC at 3500 rpm) to begin the firing process sooner and ensure
complete burning of the fuel.
We stuck with the standard CV carbs once again, but Installed number
75 primary jets and tilted bigger number , 08 secondary (main) jets in
p ace of the standard number 105s. We left the street pipe in place
From the very bottom, the stage·two engine pumps out gobs of
horsepower. At 4000 rpm it grunts out 39.25 horsepower and a whopping
51.5 pounds/feet 01 torque. That is eight more horsepower than the
stock engine, four more than the stage one engine, 11 more pounds feet
of torque than the stock model, and nearly seven more than the stageone
engine. It jumps from 48.0 to 54.5 horsepower at 5000 to 5500 rpm,
where the stageone engine went flat Throughout the rev range, the
Stage·two engine consistently makes from eight to 12 more horsepower
than stage one, until it peaks with 94.5 horsepower at 6500rpm. Torque
peaks at 6500 rpm with 62 pounds/feet, or roughly eight more than stage
one produced at its 8000-rpm peak. Throttle response is immediate and
brutal. The CB 1002 would spin the standard rear tire too easily in the
lower gears. Obviously a better tire was needed before we ventured 10
the dragstrip.

After fitting a 130/90 Dunlop Elite, we thought we were ready. We
weren’t a recent national drag race had left a lot of rubber on the
Orange County International Raceway’s starting area, and traction was
so good, it was impossible to make full-throttle starts without almost
looping the bike. When we fil’1ally did manage a clean start, all the
force was too much for the stock clutch to handle, and the outer
friction plate shattered.
Throughout the day we were plagued by clutch problems, but the
CB1002 managed to Sizzle through the quarter in 1.375 second at 118.89
mph, just 1.7 mph Slower than Suzuki’s Katana. RolI-on tests resulted
in a top speed of 82.49 mph faster than the Katana, faster than, the
GS1100, and faster than the GPz1100, But not by much. Even with the
cost of he piston kit, ignition, pipe, pump, spring, and jets, our
CB1002 was still a few hundred dollars under the price of the Katana
and the GPz1100, and on par with the GS1100
Kaz then removed the CV carbs and slid a set of optional 33mm
alumlnum-bodied Mikuni smoothbores in their place. This bumped
quarter-mile performance into the Katana’s territory: 11.26 at 120.98
mph. Roll-ons increased to 82.72, but it was no longer possible to
whack the throttle open without the engine blubbering. Unlike a CV
carb, which automatically regulates air flow as vacuum increases, the
slide-needle Mikunis respond directly to he right wrist, so it is up to
the rider to use them properly. This means gently rolling the throttle
open at low revs until air flow reaches a workable level. These carbs
are made 101′ racing, and at the higher rpm levels, they can be whacked
wide open without any problem. Still, they alter more horsepower than
the standard CVs even at lower revs, provided the rider knows what’s
going on.
Kaz then removed the centerstand and installed his hand-bent racing
pipe, which is too loud for us to recommend for street use. Even with 8
dying clutch. the CB1002 burned through the traps in 11.17 seconds at
122.95 mph. That is greater top speed than was produced by either the
GS1100 or the GPz 1100, and the CB1002 is still at nearly a 100cc
disadvantage. The roll-on was an impressive 83.56mph. On the dyno the
stage two engine, with optional Mikunis and racing pipe, pumps out 110
horsepower at 9500. The carbs and racing pipe are worth 15 horsepower
over the stage-two engine without options and as much as 18 horsepower
at 9500 rpm. Even at 4500 rpm. It made 7.5 mote horsepower. Kaz says
his racing pipe is worth about six horsepower over the street version,
but the big difference comes from the Mikunis; the air flow is
increased because it takes a more< direct route to the cylinder than
it does in the CVs. And the Mikunis are far more adjustable.
In the hands of a good rider this engine could probably clean up the
local Superbike competition and finish with honor in AMA Superbike
events. With a stronger clutch, we probably could have ridden the
option-equipped CB 1002 into the 10s. With the right pesticide, we
could probably rid the world of killer bees, too, but we didn't bring
either one. So we headed back to the shop to start on the next stage.

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STAGE THREE
In this stage Kaz pursues maximum horsepower. He takes all the a
forementioned hop-up items, plus the racing pipe and optional Mikuni
carbs, and adds hotter cams along with cylinderhead porting. His cams
are available in four different grinds: Street, Hot Street, Roadracing,
and Dragracing. Since we wanted the bike to remain somewhat streetable,
we asked Kaz to install the Hot
Street cams and to read horsepower on
the dyno both with and without the Mikunis and racing pipe. Without
these options, the stage-three engine pumps out 106.0 horsepower at
9500 rpm and 63.7 pounds/feet of torque at 8500 rpm. With the Mikuni
carbs and street pipe, horsepower jumps to 116 at 9000 rpm, and torque
climbs to 69.0 from 8000 to 8500 rpm. The advantage of the Mikuni carbs
is obvious. Even without the racing pipe, the engine pumps out well
over 100 horsepower, plenty for at1acking the streets.
The race pipe bumps power substantially. Though the engine wasn’t
happy at low revs on the dyno, it pumped out 87.8 horsepower at 7000
rpm, where Kaz took his first reading. That is slightly less than the
stage-two engine at the same rpm, but the stage-three engine had not
yet come on the cam. At 8000 rpm, where the beast starts to make power,
it pumps out 109.6 horsepower. At 9000 rpm it peaks with 123.3
horsepower and 72.0 pounds/feet of torque. By 10,000 rpm it dropped to
121.2 horsepower. The Roadracing or Dragracing cams would have bumped
that figure even higher, but as it is, the stage-three engine is
pumping out enough horsepower to make the AMA’s top 10 list.
The Hot Street
cams provide 1.0mm more lift than the stockers and an
extra 30 degrees of duration, 15 degrees to ei1her side of maximum
lift. The intake valves open 20 degrees before top dead center and
close 50 degrees after bottom dead center. Exhaust valves open 50
degrees BBDC and close 20 degrees ATDC. With Kaz’s Street cams, it is
possible to use the standard valve springs, but with the higher lift of
the Hot Street
cams. the stock springs will coil-bind long before the
cams reach maximum lift. Kaz installs a set of his own special springs
that won’t bind and are stiff enough to make sure the valve follows the
steeper cam ramp. Some engines produce a vibration frequency that makes
the valve springs jump about and prevents them from accurately
controlling the valves. Kaz uses two springs per valve, which will
prevent this disturbing behavior.
Porting is something few tuners will lay out in detail. We suspect
Kaz is no different, but he did tell us most of the work takes place in
the area of the valve heads. The valves in the CB900 don’t sit flush
with the combustion dome when they are closed, so Kaz opens up the
valve seat with a 45-degree cut at the outer edge. This effectively
opens up the valve area to its full potential so that the 26mm intake
valves and 22.5mm exhaust valves can pass as much mixture as possible.
It also sinks the valves deeper into the combustion chamber, which rids
the chamber of overhanging intrusions that can hamper the complete
burning of fuel.
The standard ports are very narrow near the valve guides and open up
dramatically as they level off. Kaz opens the valve-guide area and
alters the lower radius to give the ports a straighter shot to the
atmosphere. Standard dimensions are retained near the manifolds, since
the ports are large enough to match the flow capabilities of the
standard valves. Once the serious grinding is done, the ports are
polished to the appropriate gleam.
On a warm day at the strip, the CB 1002 scored an 11.20 second run
at 123.28 mph, with the optional carbs and street pipe in place. It
should have been quicker, but we had more clutch problems. Kaz had
installed a Barnett clutch and heavy dragracing-type springs. The
plates worked well, but the springs proved too heavy and the clutch
engaged with an uncontrollable jolt. Each time it engaged suddenly, the
rear tire went up in smoke. We installed the hand-bent pipe and made a
few more runs. The fully optioned CB 1002 tripped the lights at 126.93
mph, though the time was a disappointing 11.08 seconds. At 127 mph, the
thing should have made the trip in the 10.80 second range, but the
heavy clutch springs foiled all attempts to bring the times down. gaged
with an uncontrollable jolt. Each time it engaged suddenly, the rear
tire went up in smoke. We installed the hand-bent pipe and made a few
more runs. The fully optioned CB 1 002 tripped the lights at 126.93
mph, though the time was a disappointing 11.08 seconds. At 127 mph, the
thing should have made the trip in the 10.80-second range, but the
heavy clutch springs foiled all attempts to bring the times down.
However, top speed was indication enough. Eddie Lawson’s Kawasaki
Superbike managed a top speed of 132 mph in the quarter, some five mph
faster than Kaz’s creation. You can bet Lawson’s bike has had a bit
more tweaking and weighs in at the AMA 416-pound weight minimum. Our CB
1002 weighs an extra 135 pounds or so, which means that Kaz’s engine is
not too far otf. He has the makings of a stage-four kit that includes
more radical cams, bigger valves, followers that place the valve shims
under titanium buckets, and lighter chromoly rods. We were willing, but
ran out of time. So, what we found out about Kaz’s various CB900 hop-up
stages is this: Stage one yields far more performance than we
anticipated for such a minimal cash outlay. His pipe turned our CB900
from a low-rpm wheezer into a responsive liter-chaser. For $235, his
kit increased performance over 10 percent. We know of no other exhaust
system that offers such gains. And we know of no other bolt-on items
that can produce such an increase for the price.
Stage two is the most likable street engine. For just over $600, the
CB900 owner gets an engine capable of putting a wrinkle In his uvula
and running with the strongest liter bikes. Without options, the kit
yields nearly a 20 percent increase in horsepower. Anyone about to
rebuild his top end can’t go wrong with this kit. Even without the
optional carbs and racing pipe, the stage-two engine is a potent
weapon. We would recommend the optional Mikuni carbs to the serious
street loonies, but the racing pipe will get you thrown out of the
neighborhood.
Lunkheads need not concern themselves with the stage-three kit. It
makes power at a competition level, and the unwary will be tempted to
go too fast too often. Because of the cams, this engine doesn’t pull
quite as hard as stage two at low revs, but when the revs build, you’d
best be ready. With full options this engine could probably give the
top privateers a run. The horsepower charts and dragstrip results are
here as proof. As for durability, we personally missed a few shifts
with this engine-which already had some 25 quarter-mile and eight dyno
runs on it and overrevved the bejesus out of the poor thing without any
noticeable damage. And that is with the standard rods, and shim setup
and 55 percent more power.
Tempted? You should be. We found each stage to be a willing
accomplice to different levels of antisocial foolery. Ontario Moto Tech
offers all the ingredients to go as far as you dare with your CB900.
And if you don’t paint yours up as blatantly as ours, you could build a
classic sleeper, a mercenary in house slippers for aggravated assault
on your unsuspecting riding buddies.

Sujet: Re: YOSHIMA Honda Cb BO 10/10/2008, 12:45

AND STAGE FOUR .... casse

HOME MADE

VOIR CEDRIC ET LE GRAND CHEVELU angel

OU BERNARD ET SES COPAINS Cool !!!

A+
YVES

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Le catalogue (enfin, une petite partie ...)

YOSHIMA Honda Cb BO 111

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Sujet: Re: YOSHIMA Honda Cb BO 10/10/2008, 13:35

euh les gars vous auriez pas qq chose de ressemblant pour la honda750 four ? bounce

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je le connaissait pas le catalogne ! Very Happy

si t'as d'autres trucs comme ca , hesite pas t'as mon mail Very Happy

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OUAIS. Ben vire pas trop vite passque c'est du top michto
ya plein de trucs à noter, méditer et ...... pomper
encore merci benoit
si t'en as d'autres, don't hesitate
w01

Sujet: Re: YOSHIMA Honda Cb BO 10/10/2008, 14:45

j-yves a écrit:: OUAIS. Ben vire pas trop vite passque c'est du top michto
ya plein de trucs à noter, méditer et ...... pomper
encore merci benoit
si t'en as d'autres, don't hesitate

nan,

je vire pas bien sûr que non....un nouveau ^post sera créé...YOSHIMA WALA Very Happy

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j-yves a écrit:: OUAIS. Ben vire pas trop vite passque c'est du top michto
ya plein de trucs à noter, méditer et ...... pomper
encore merci benoit
si t'en as d'autres, don't hesitate

oui mais pas pour une kawa Razz

vous preparez quand une Honda d'ailleur ? y'en pas une bien cacher ? innocent

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tu n'as jamais vu J-Yves tondre toi!??!!, c'est une balle!! casse

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...

http://fr.shopping.com/xPF-Jardin-kawasaki-La-tondeuse-KAWASAKI-thermique-tractee-MTD-PRO-SPK-53-HW

Suspect

et je ne suis pas " pro Honda " ...

Sujet: Re: YOSHIMA Honda Cb BO 10/10/2008, 22:30

Gaswin a écrit:

j-yves a écrit:: OUAIS. Ben vire pas trop vite passque c'est du top michto
ya plein de trucs à noter, méditer et ...... pomper
encore merci benoit
si t'en as d'autres, don't hesitate

oui mais pas pour une kawa Razz

vous preparez quand une Honda d'ailleur ? y'en pas une bien cacher ? innocent

C EST PAS CE QUI MANQUE ... Sad

YA DU POTENTIEL casse

A+
YVES

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je sent que je vais voyager un peut moi innocent

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BAH
démarre pas trop vite, GAS ............tu serais déçu huuuh1

meme en fouinant dans tous les recoins de mon ~~merdier~~merveilleux garage, j'ai rien pour faire la première huuuh1

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jimstinger a écrit:: tu n'as jamais vu J-Yves tondre toi!??!!, c'est une balle!!

je fais "p'louse" rarement , d'abord Sad

et il y a longtemps et en en DUCATE seulement innocent

)
d'ailleurs, c'était plus bouillasse qu'herbe verte...
et pissque vous voulez tout savoir, c'est la braizouille qui m'a décapé à l'elephant bleu ce jour là;
casqué, ganté, botté et cuiré
prop' comme un sou neuf en r'sortant albino

Juste les passants qui me regardaient drôlement
un p'tit gauche à la con...un peu optimiste innocent

, j'venais d'me goinfrer une GOLD et un CBR d'un coup
hardi su'l'brembo; mais "ça passait pas" huuuh1

j'ai tout bloqué; l'avant; l'arrière et même la compression sur l'coup d'piston
visé bien prop' entre deux tas de bois et hop ..........;en avant pour visite guidée de la prairie angel

toujours soucieux de la mécanique, j'ai rien cassé; ni mes os, ni le moindre levier ou sélecteur
ouf; sauvés; Après l'épisode "karcher" , le grand prix du jura a repris de suite
MORTEAUX -PONTARLIER c'est d'la bonne Very Happy

d'ailleurs, on y retourne cette année w01

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à la voir comme ça je me dis que ses demi-guidons gigantesque lui cassent vraiment la ligne

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