VW Scirocco 1985Workshop Repair
Service Manual
DOWNLOAD OR CD
Saturday, October 31, 2009
Thursday, October 29, 2009
MAZDA MPV MANUAL
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MAZDA MPV MANUAL
http://mazdaservicemanuals.blogspot.com/2009/10/mazda-mpv-service
-manual.html
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Wednesday, October 28, 2009
HONDA VT750DC 2001 Manual
Honda Shadow Spirit VT750DC
Service Manual2001
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Honda Shadow Spirit VT750DC
2001 Service Manual
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual.html
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HONDA VT750DC 2002 Manual
Honda Shadow Spirit VT750DC
Service Manual
2002
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Honda Shadow Spirit VT750DC
ServiceMANUAL
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual_28.html
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HONDA VT750DC 2003 Service Manual
Honda Shadow Spirit VT750DC 2003
Service Manual2003
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Honda Shadow Spirit VT750DC 2003
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual_6256.html
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HONDA SS750 2001 Service Manual
Honda Shadow Spirit SS750
2001 Service Manual
2003
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HONDA SS750 2001 Service Manual
http://hondaservicemanual.blogspot.com/2009/10/honda-ss750-2001-manual.html
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HONDA SS750 2002 Service Manual
Honda Shadow Spirit SS750
2002 Service Manual
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HONDA SS750 2002 Service Manual
http://factory-service-manuals.blogspot.com/2009/10/honda-ss750-2002-service-manual.htmlEmail manuals@live.co.uk if any problems with download
HONDA SS750 2003 Service Manual
Honda Shadow Spirit SS750
2003 Service Manual
2003
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HONDA SS750 2003 Service Manual
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HONDA SS750 2003 Manual
Honda Shadow Spirit SS750
2003 Manual
2003
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HONDA SS750 2003 Manual
http://hondaservicemanual.blogspot.com/2009/10/honda-ss750-2003-manual.htmlEmail manuals@live.co.uk if any problems with download
HONDA SS750 2002 Manual
Honda Shadow Spirit SS750
2002 Manual
2003
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HONDA SS750 2002 Manual
http://hondaservicemanual.blogspot.com/2009/10/honda-ss750-2002-manual.htmlEmail manuals@live.co.uk if any problems with download
HONDA SS750 2001 Manual
Honda Shadow Spirit SS750
2001 Manual
2003
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HONDA SS750 2001 Manual
http://hondaservicemanual.blogspot.com/2009/10/honda-ss750-2001-manual.html
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HONDA VT750DC 2003 Manual
Honda Shadow Spirit VT750DC 2003
Manual2003
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Honda Shadow Spirit VT750DC 2003
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual_6256.html
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HONDA VT750DC 2002 Manual
Honda Shadow Spirit VT750DC
Manual
2002
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Honda Shadow Spirit VT750DC MANUAL
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual_28.html
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HONDA VT750DC 2001 Manual
Honda Shadow Spirit VT750DC
Manual2001
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Honda Shadow Spirit VT750DC
http://hondaservicemanual.blogspot.com/2009/10/honda-vt750dc-manual.html
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Tuesday, October 27, 2009
Kawasaki KX 125 1973 Service Manual
Kawasaki KX 125 1973
Service Manual
Service Manual
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Kawasaki KX 125 1973 Service Manual
http://kawasakiservicemanuals.blogspot.com/2009/10/kawasaki-kx-125-1973.html
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DUCATI 848 2008 MANUAL
DUCATI 848 2008
MANUAL
- General
- Information about the model
- Technical data
- Use and maintenance
- Fairings
- Controls - Devices
- Wheels - Suspension - Brakes
- Frame
- Fuel/Exhaust System
- Fuel injection - ignition system
- Engine
- Electrical system
- GENERAL SUMMARY
MANUAL
DUCATI 848 2008 MANUAL
- General
- Information about the model
- Technical data
- Use and maintenance
- Fairings
- Controls - Devices
- Wheels - Suspension - Brakes
- Frame
- Fuel/Exhaust System
- Fuel injection - ignition system
- Engine
- Electrical system
- GENERAL SUMMARY
Monday, October 26, 2009
Triumph T160 Service Manual
Triumph T160
Service Manual
1975
Service Manual
1975
DOWNLOAD
Triumph T160
Service Manual
This was the final opportunity for the big Triumph to show its class, and it did not disappoint. With the throttle wound back the Trident pulled hard, its engine feeling stronger and stronger as the revs rose. I changed into top gear at an indicated 100mph and the tachometer needle dropped back to 6000rpm, the bike still accelerating gently as I crouched over the broad gas tank.
When we backed-off the throttle for a series of sweeping curves the Triumph T160 remained effortlessly stable, banking to left and right with confidence-inspiring solidity. On the following straight it held an indicated 90mph with ease, exhaust note lost to the wind, plenty of power in hand, the un faired machine’s narrow, almost flat handlebars giving a good riding position for high-speed cruising. This was genuine super bike performance from the machine that, until the resurrection of Triumph in 1990, represented the pinnacle of mass-produced British motorcycling.
The T160 was launched in 1975, in a desperate attempt to make the Triumph T160 Trident model a success following the disappointing sales of the original T150 version, which was announced in 1968. Completely restyled and with over 200 mechanical modifications, the Triumph T160 was the bike that belatedly dragged Triumph into the modern era.
The revamped Triumph T160 could hardly have been introduced at a more difficult time for Norton Villiers Triumph (NVT), the group that owned the BSA and Norton marques, as well as Triumph. By the mid-Seventies, Britain’s once-great motorcycle industry was in deep financial trouble. In 1974, NVT reportedly lost close to $4,000,000. In the same year, workers at Triumph’s Meriden factory began a sit-in to protest threatened mass job cuts.
In those circumstances the T160, which was built not at Triumph’s Meriden factory but a short distance across the English Midlands at the BSA factory in Small Heath, Birmingham, was a surprisingly good bike. Its air-cooled, 740cc pushrod engine was basically that of the T150 triple, but incorporating a number of modifications. The most important was certainly the addition of an electric starter — one of the modern features that had helped Honda’s CB750 outsell the T150 by a huge margin during the previous six years.
When we backed-off the throttle for a series of sweeping curves the Triumph T160 remained effortlessly stable, banking to left and right with confidence-inspiring solidity. On the following straight it held an indicated 90mph with ease, exhaust note lost to the wind, plenty of power in hand, the un faired machine’s narrow, almost flat handlebars giving a good riding position for high-speed cruising. This was genuine super bike performance from the machine that, until the resurrection of Triumph in 1990, represented the pinnacle of mass-produced British motorcycling.
The T160 was launched in 1975, in a desperate attempt to make the Triumph T160 Trident model a success following the disappointing sales of the original T150 version, which was announced in 1968. Completely restyled and with over 200 mechanical modifications, the Triumph T160 was the bike that belatedly dragged Triumph into the modern era.
The revamped Triumph T160 could hardly have been introduced at a more difficult time for Norton Villiers Triumph (NVT), the group that owned the BSA and Norton marques, as well as Triumph. By the mid-Seventies, Britain’s once-great motorcycle industry was in deep financial trouble. In 1974, NVT reportedly lost close to $4,000,000. In the same year, workers at Triumph’s Meriden factory began a sit-in to protest threatened mass job cuts.
In those circumstances the T160, which was built not at Triumph’s Meriden factory but a short distance across the English Midlands at the BSA factory in Small Heath, Birmingham, was a surprisingly good bike. Its air-cooled, 740cc pushrod engine was basically that of the T150 triple, but incorporating a number of modifications. The most important was certainly the addition of an electric starter — one of the modern features that had helped Honda’s CB750 outsell the T150 by a huge margin during the previous six years.
Triumph T160 Service Manual
Email manuals@live.co.uk if any problems with download
Sunday, October 25, 2009
Saturday, October 24, 2009
Gas Gas Pampera
Gas Gas Pampera USER MANUAL
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ONLY £2.99
Gas Gas Pampera User Manual
ONLY £2.99
Gas Gas Pampera User Manual
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The Gas Gas Pampera is undoubtedly one of the world's best learner's bikes. I know that's a bold statement, but I've ridden the new Gas Gas Pampera long enough and far enough to get the drift. But the really smart thing about this bike is that Gas Gas has indeed made a decent machine for beginners, but because of the grunty 450cc four-stroke engine learners won't have to 'trade up' when they've developed the skills to ride a bit faster.
This bike has enough go to keep you interested long after you've first taken the plunge, and that's because it's based on the Gas Gas 450 FSR engine. The crankcases are the same, although the Pampera version has the ཁ bore and stroke (95 x 62.5mm). In place of electronic fuel injection the Pampera gets a Dell'Orto PHF 36 carb and different cams. The muffler is the same – a solid-looking item with a riveted end-cap that you can drill out when you have to repack the cylinder. The main reason for going to a carburettor was to save money. The reason for going to a 450 was that Gas Gas no longer has a 400cc four-stroke engine in its dirt bike range.
Engine capacity is actually 443cc and it drives through a six-speed transmission with 13/48 gearing. Spark is supplied by a Ducati digital CDI unit, and start is electric with a kick-start back-up. We had no problems with the starter on this bike; it fired up smoothly and quickly every time – which is something that can't be said for every small volume European bike that comes to our very public, not even slightly secret testing ground. Some of them sound like a coughing seal.
Overall the bike seems nicely finished and the ergos are good too. This bike does not have the rock-hard seat found on all the other Gas Gas models right now, so you can ride all day without the fear of developing a case of nuclear monkey butt. The Gas Gas Pampera is probably slightly cramped for taller riders, but that's because the bars are a little low compared to the setup on the 450 enduro.
The instrument pack is very straight forward and easy to use and the numerals, although digital, are easy to read when you're thundering along a trail.
For the trail, the Gas Gas Pampera is blessed with a damn fine engine. Going to 450cc with a Dell'Orto carb did not produce more power, but it did give the torque a hurry up. What you get when you yank on the throttle is a healthy bark from the muffler and a willing surge of power that comes on strong, but not in a manner that will frighten the chipmunks. This is a good engine for dealing with technical sections at your own pace, but it'll snap to attention and distribute shrapnel if that's what you want. It will also chug along pretty much anywhere in the rev range while you, the learner, come to grips with these strange and wondrous machines.
The ergos, as we mentioned earlier, are also ideal for beginners. Seat height is a low 920mm, so unless you're a dwarf you'll be able to plant your feet on the ground when the going gets a bit gnarly, and of course that gives you more confidence and helps accelerate the learning process. This engine is kinda like the donk in the Honda XR400, but with more power and torque.
It's not too tough on the juice either, although we'd have to admit that some riders would prefer a larger fuel tank. There's a trend among manufacturers these days to go to smaller tanks to reduce the width of their bikes, but frankly that doesn't suit a lot of riders who want a bike they can count on to run 100km before things splutter to a halt.
The Gas Gas has a 7.4lt tank, and on our test ride we recorded a fuel economy figure of 13.5km/lt. Now that ain't too bad in itself, but with the tiny tank that's only a theoretical range of around 100 clicks – we'd like a figure of 100km per tank that's a little more reliable, and a little less theoretical…
But we don't want to end this story on a negative note, and we won't. What Gas Gas has done here is produce a much better bike than Suzuki's DR-Z400, with a much higher level of standard equipment –
good brakes, hydraulic clutch, nice chassis and suspension and a tough little engine – all for $9250 plus ORC. And best of all, you won't have to trade it in as soon as you've ridden it!
Friday, October 23, 2009
Nissan Maxima Service Manual
Nissan Maxima Service Manual
A34 Model
CD or Download VERSION
Nissan Maxima Service Manual
Nissan Maxima Service Manual
The 6th generation Maxima, code-named A34, was only sold in the United States, Canada and Mexico. In the US, it comes with the venerable VQ35DE, a DOHC V6 engine that now produces 265bhp.
Interestingly, in Australia, the Maxima has the same engine, but Nissan has set the maximum power to only 170 kW (228 hp). The Australian version is code-named J31, shares the VQ engine, initially only came with a four-speed automatic transmission, and obviously has quite noticeable styling differences to the North American version as it is based on the Nissan Teana. In 2007, it received a minor mid-life facelift and an all new CVT automatic transmission. However, SE models can be had with an optional five-speed automatic transmission. A six-speed manual is still standard on some models.
The Maxima is one of the top selling V6 import sedans since 1984 when first V6-equipped Maxima was introduced.
The fifth generation of Maxima was introduced in 2000 and remained with minor upgrades until it was replaced with 04 model in 2003.
The Maxima is a spacious mid-size four-door sedan with many attributes of a luxury vehicle and one of the best V6 engine in its class.
Front-wheel drive, transversely mounted V6 engine, five- or from 2002 model, six-speed manual or 4-speed automatic transmission, MacPherson struts in the front, semi-independent torsion beam suspension in the back, disk brakes on all four wheels.
The only engine choice - the 3.0-liter 222-horsepower (increased to 3.5-liter 255-horsepower from 2002) DOHC V6, famous VQ-model engine.
Interior is spacious and well designed. There are many luxury features available, such as 8-way power driver's seat with memory, auto-dimming rearview mirror, heated steering wheel, trip computer, steering wheel mounted audio controls, Nissan Navigation System, etc.
Handling is good, although there is notable torque steer on hard acceleration. Ride is firm and fairly quiet. Overall, the Maxima has very solid feel with excellent passing power.
The ABS is standard. Traction control is optional. Dual-stage front airbags are standard, side-impact airbags are available as an option. In NHTSA frontal crash test, 2000-2003 Nissan Maxima has received four stars for both the driver and the front passenger.
Interestingly, in Australia, the Maxima has the same engine, but Nissan has set the maximum power to only 170 kW (228 hp). The Australian version is code-named J31, shares the VQ engine, initially only came with a four-speed automatic transmission, and obviously has quite noticeable styling differences to the North American version as it is based on the Nissan Teana. In 2007, it received a minor mid-life facelift and an all new CVT automatic transmission. However, SE models can be had with an optional five-speed automatic transmission. A six-speed manual is still standard on some models.
The Maxima is one of the top selling V6 import sedans since 1984 when first V6-equipped Maxima was introduced.
The fifth generation of Maxima was introduced in 2000 and remained with minor upgrades until it was replaced with 04 model in 2003.
The Maxima is a spacious mid-size four-door sedan with many attributes of a luxury vehicle and one of the best V6 engine in its class.
Front-wheel drive, transversely mounted V6 engine, five- or from 2002 model, six-speed manual or 4-speed automatic transmission, MacPherson struts in the front, semi-independent torsion beam suspension in the back, disk brakes on all four wheels.
The only engine choice - the 3.0-liter 222-horsepower (increased to 3.5-liter 255-horsepower from 2002) DOHC V6, famous VQ-model engine.
Interior is spacious and well designed. There are many luxury features available, such as 8-way power driver's seat with memory, auto-dimming rearview mirror, heated steering wheel, trip computer, steering wheel mounted audio controls, Nissan Navigation System, etc.
Handling is good, although there is notable torque steer on hard acceleration. Ride is firm and fairly quiet. Overall, the Maxima has very solid feel with excellent passing power.
The ABS is standard. Traction control is optional. Dual-stage front airbags are standard, side-impact airbags are available as an option. In NHTSA frontal crash test, 2000-2003 Nissan Maxima has received four stars for both the driver and the front passenger.