When you riding a motorcycle one of 6 minimum protective clothing you must wear is the jacket. Jacket used in the riding a motorcycle should meet protection the following elements:

1. Can reduce the wind blast to the chest
2. Waterproof
3. Friction resistance
4. Reduce the momentum of the fall
5. Not too thick, lightweight and comfortable use
6. Cool model

The traditional jacket made of cow leather material, for now at jacket for a motorcycle rider is made of nylon and kevlar material, the choice of nylon and kevlar with consideration thinner, more lightweight, easily formed, but also strong, resistant to tear and can reduce injury a result of the fall. To provide maximum protection to rider motorcycle jacket add thin steel on the inside jacket.

Here are some examples of the type of motorcycle jacket that meets the security requirements for the motorcyclist

Jacket with Armored

Motorcycle Jackets with featuring pads on shoulder, arms and elbow. This  jacket has advantages in , Lighter Weight, Less Bulky, Armor provides Highest Protection, Ergonomic Design, Higher Impact Absorption and Free Movement

CLICK HERE FOR DETAIL

Waterproof  Jacket with  Advanced Armor

Motorcycle Jacket made made with leather material, the advantages this jacket are   waterproof  with protective removable Armor on the back, shoulders and elbows, Lighter Weight, Less Bulky, Ergonomic Design, Higher Impact Absorption, Free Movement

CLICK HERE FOR DETAIL

Motorcycle Jacket with Breathable 3 Way Lining

Exclusive motorcycle jacket  giving maximum protection consists of three layers, the first layer is a cotton vest inner liner, the second is the quiet of the post 100% waterproof liner  and the third is a breathable mesh lining material attached to the leather material of  jacket

CLICK HERE FOR DETAIL

So… the motorcycle jacket choice to accompany and protect you,  depend on your interesting and your financial condition.

Enjoy and Safe to ride motorcycle
Write by GOBAY

Honda CBR1000RR vs Kawi ZX-10R vs Suzuki GSX-R1000 vs Yamaha YZF-R1  Comparison from 2009  Shootout Test

When setting out to recreate the new Gixxer Thou, Suzuki reversed usual priorities in that engine design would follow the chassis, so-to-speak, complementing and enhancing “close-to-ideal” chassis dimensions. Suzuki worked diligently to ensure that the new chassis would allow the rider to capitalize on all that legendary GSX-R power. That’s good evidence that handling is of paramount concern, not just for Suzuki, but also for the other three.

Each bike comes with a steering damper, and all but one (ZX uses an adjustable damper) are electronically controlled and speed sensitive. None, however, are quite as advanced as the CBR’s HESD. Its action is imperceptible during slow-speed street situations, allowing natural, easy steering, and at ludicrous track-lapping paces it keeps virtually all inclinations of headshake at bay.

Though it doesn’t boast the latest, greatest or fanciest suspension, the reality is the Honda’s springy bits work exceptionally well. On the Super Slab or canyon carving, ride quality is supple yet doesn’t sacrifice front-end feel. Out on Willow’s demanding high-speed sweepers the CBR is unflappable while at the same time its raciest-of-the-group steering geometry allows easy and quick left-right transitions. On the street, steering is light and sharp: Performing tight-radius U-turns in the middle of the road for photo passes was as easy as looking in the direction you wanted to go, the Honda following like an obedient puppy.

Despite best efforts, the Zook’s improved stability via a longer swingarm courtesy of a more compact engine and twin-spar frame failed to ultimately de-throne the Honda from its top-spot in this category.

Of the Suzuki’s trick new Showa BPF front-end, Kevin said it performed very well, as it “holds the suspension up high in its stroke to absorb ripples,” however, he theorized this trait was more beneficial on the street than on the smooth track at Willow. Though the Suzuki isn’t as light as the wispy CBR, it rolls into racetrack turns or canyon road corners, from upright to your chosen lean angle, in a smooth, linear fashion.

The big Ninja has the laziest geometry - specifically with a 25.5-degree rake - and is second heaviest with a 459 lbs measured wet weight, yet it feels nearly as feathery and agile as the CBR. The adjustable Ohlins damper keeps headshake to a manageable level but never impedes quick steering inputs. Perhaps Steve “Speed” Kelly says it most plainly: “The Zed-10R is easy to ride, turns in great and holds a line perfectly.”

It’s fresh, it’s new, it’s fast, but it’s also fat. The new R1 is rather portly, a full 37 lbs more than the CBR’s lightest 439 lbs measured ready-to-ride wet weight. The R1’s extra heft made itself known, as it doesn’t have the immediate response to initial steering input like the CBR or Ninja. Nevertheless, the R1 makes up for this shortcoming.

“It reminds me most of the Ducati in terms of handling: a little effort to initiate the turn but once turned in it’s responsive and quite stable,” Pete noted. This sentiment was shared by Kevin who said the R1’s confidence-inspiring handling was “a boon on Willow’s fast layout.”

Early in the day at the track, Mark and Steve weren’t entirely convinced the new Yamaha’s front-end was in perfect contact with the tarmac, but a reduction in rebound damping and a small amount of rear preload corrected the front’s propensity to skitter over bumps. Regardless, the Yami impressed the least here, not really failing in any sense, but just not offering the breadth of handling performance of the CBR-RR.

In street duty the Bridgestone BT016 meats spooned on the Suzuki and Kawi, the Honda’s Dunlop Qualifiers and the Yamaha’s Dunlop D210s all are excellent tires. At the track their collective performance was quite admirable, but their useful life is, naturally, shorter than, say, a super-grippy DOT race tire. The salient point here is that searching for razor’s edge performance in any of these motorcycles was somewhat limited by OEM rubber, as Mark learned the hard way while still driving home why we put the CBR numero uno in this section.

“It [Honda] felt so planted and confidence-inspiring that I crashed it,” says a red-faced Gardiner. “If you take this bike to the track, you need to run it on real race rubber. That’s a compliment to the brilliant handling; lesser bikes send you a warning as you reach the limits of the tire’s adhesion but the CBR1000RR was completely composed, ready to do much more on demand.”

SCORE CARD RESULT

Handling review : Quickness, feedback, stability, confidence

1. CBR1000RR — 97.5%
2. ZX-10R - 90
3. GSX-R1000 - 86.25
4. YZF-R1 - 85

Honda CBR1000RR vs Kawi ZX-10R vs Suzuki GSX-R1000 vs Yamaha YZF-R1  Comparison from 2009  Shootout Test

Like so many of the categories in this contest of highly competent contemporaries, we’re basically splitting hairs here. All four bikes run 6-speed trannies and all four transmit power to the rear wheel via some proprietary form of a slipper clutch.

“The R1 gearbox and clutch were perfect,” said returning bike reviewer and Riding Man, Mark Gardiner. The CBR also offers great feel at the clutch lever, and the Ninja’s transmission is easy to use, however, the R1’s back torque-limiting clutch performed with even more transparency than the other two. About 2.5% better performing, to be exact.

Surprised that an all-new engine in all-new bike would rank so low in this category? In final voting we were a little surprised too, but this is one of many examples of how a couple seemingly minor issues can eat into scores, scores that could otherwise be almost identical.

The Gixxer’s last place is primarily a result of “a slightly sticky gearbox that didn’t always like accepting a clutchless upshift,” Kevin noted, having a near carbon-copy experience that Pete made mention of in the GSX-R’s U.S. press intro report. The Suzuki’s clutch is now cable-actuated rather than the hydraulic system from before, and therefore provides a little more feel, yet a couple of us weren’t super-excited by the narrow range of engagement. See, not a big deal, but with bikes so evenly matched…

SCORE CARD RESULT

Transmission/Clutch Review : Clutch actuation, slipper, shift ease, precision

1. YZF-R1 - 95%
2. CBR1000RR - 92.5
3. ZX-10R - 92.5
4. GSX-R1000 - 87.5

Honda CBR1000RR vs Kawi ZX-10R vs Suzuki GSX-R1000 vs Yamaha YZF-R1  Comparison from 2009  Shootout Test

We were expecting Yamaha’s new cross-plane crankshaft design to offer significant benefits in this critical category, but not all our testers were blown away by it. “I can’t say I really felt any difference from the cross-plane crank on the street, although I can hear what people like about the exhaust note,” said journalist/author Mark Gardiner after a ride. (Check out RidingMan.com to see his exploits at the Isle of Man.)

On the other hand, Steve “Speed” Kelly believes the cross-plane engine enhances corner-exit speeds on the track. “All that hype about there being a connection between the throttle and the rear tire is true. If you want to able to spin up the rear tire exiting a corner, having the bike sliding around while you keep the gas pinned, no other literbike I’ve ridden before made this so easy. The grip and drive the R1 gives somehow allows you to just keep opening the throttle when on other bikes you’d be backing off for fear of highsiding yourself.”

Indeed, this is a much more pleasing engine than its former peaky powerplant, and its V4-like growl entices even elderly kids to twist the throttle to hear it rev. It’s an audio treat for ears that have grown accustomed to the familiar shriek of a typical four-cylinder motor. The cross-plane crank design results in odd vibrations for an inline-Four, delivering rough vibes at lower revs before magically smoothing out at higher rpm via a counterbalancer. It’s another sensation unique to the R1.

But, as we suspected at the Yamaha’s intro, this new motor is lacking a bit of the old bike’s revvy surge up top, peaking with just 146.1 hp at 11,800 rpm. This is the lowest output of all the literbikes, even less that the Ducati’s 150.4 hp, and it’s down from 2008’s 153.5 hp. Max torque is down incrementally to 73.1 ft-lbs at a relatively low 9000 rpm.

Overall, this is a very interesting and satisfying engine, but there’s no escaping the fact that it’s down about 10 ponies from the most powerful engines in this group. The R1’s missing top-end pull became evident when the bike was unable to make up ground on the V-Twin Duc down Willow’s front straight. While this speaks volumes about the 1198’s bodacious V-Twin, it also writes a less impressive chapter in the R1’s story.

At the other end of the spectrum is the mega-motored Kawasaki ZX-10R. It rules the roost with 155.9 hp, vigorously inhaling any straightaway in its trajectory. When twisting the Ninja’s throttle hard, you’d best be pointed in the direction you want to go, as you’ll be there in a nanosecond, especially if you keep the heavy-hitting mill spun up to exploit its 12,200-rpm horsepower peak.

As with all these bikes, electronic fuel injection assures prompt cold starts and mostly seamless acceleration. Throttle response from the ZX is immediate and incredible - newbs beware! - but power production is surprisingly soft in the midrange zone. The 10R’s mill has a stimulating rumpity vibration at low rpm, but it smoothes out nicely at cruising speeds.

Challenging the Ninja for the biggest dyno numbers is the all-new engine in the Gixxer Thou. It spat out 155.2 hp at its 11,700-rpm peak, and it pulls though the powerband in an impressively linear fashion. Torque production is second (third if you count the Duc) only to the amazingly strong CBR, and a GSX-R rider always has a deep reserve of power on tap.

On the track, the Gixxer feels noticeably stronger than all but the potent Ninja, and its throttle response also proves to be very manageable on the street. As usual, we barely experimented with Suzuki’s Drive Mode Selector, preferring to keep it in its full-power A setting. The Gixxer mill’s only shortcoming is some rough vibes coming through the frame at various revs, becoming obtrusive above 85 mph when the motor is spinning around 6000 rpm in top gear. Keep the speeds down to a more reasonable 75 mph and it’s smooth enough for a day-long sport-tour ride.

The CBR’s engine doesn’t post the biggest horsepower numbers, and it’s missing some fancy technology (engine-mapping adjustability, cross-plane crank, variable-length intakes) fitted to some others, but this is perhaps the best street engine of the group. Its midrange pull is simply outstanding, with major-league grunt available earlier than any other literbike. Its torque peak of 76.6 ft-lbs is not only the highest of the Fours, it also boasts a twist advantage over a 5000-rpm range

The double-R engine’s only hiccup is a leisurely response at low revs, perhaps tuned that way to minimize harsh throttle reaction when tooling around town. Power peters out above 11,000 rpm, so there’s little sense in wringing it out to its 13,300-rpm redline, but this powerplant is nevertheless extraordinarily effective.

Power, tractability, response, user friendliness (Given the importance of this category, it’s double-weighted)

SCORE CARD RESULT

Engine review: Power, tractability, response, user friendliness (Given the importance of this category, it’s double-weighted)

GSX-R1000 -  95%
ZX-10R - 91.25
CBR1000RR - 90
YZF-R1 - 87.5

After, I delivered reviews best Japanese motors in 600cc class in The Best 600CC Motorcycle; 2009 Racetrack Shootout Result by motorcycle.com team. Now I deliver reviews about the best Japanese motor in 1000 cc class.  Place and method of test used is the same as the place and test methods that have been used in The Best 600CC Motorcycle; 2009 Racetrack Shootout Result.

In fact, even after we finished all our testing, no one could say for certain which bike was best. Our winner would be determined purely by the results on scorecards.

First Place
Honda CBR1000RR - 96%

We liked the CBR so much last year that we knew it was still going to be a contender. But we weren’t sure how it would stack up against its newly minted competition. We need not have worried, as the 1000RR is a stellar performer regardless of what a rider asks of it.

“This bike is just so perfect!” raved Speed Kelly. “It’s so easy to ride - fast or slow - and no other bike has such a complete package. It’s so good that I want one.”

Second Place
Kawasaki ZX-10R - 94%

We were more than a little surprised at the Ninja’s high overall ranking, so much so that we double- and triple-checked our math. Turns out that we got our sums correct, and the 10R accumulated a score a scant 0.4% higher than the next best. It has an admirable powertrain with the most horsepower, first-rate brakes and the lowest MSRP in the segment. And it looks way cooler in its optional new graphics package.

“The Kawasaki was probably the biggest revelation of the group, between street and track,” said Gardiner. “On the track it felt the ‘raciest.’ It was eager to turn and the motor is a monster, though far more tractable than it was in its two previous iterations.”

Third Place
Suzuki GSX-R1000 - 93.6%

Coming in at a virtual tie with the ZX probably wasn’t what Suzuki was expecting when it reinvented its venerable Gixxer Thou. But that shouldn’t detract from what is perhaps the best all-round streetbike in this test, a totally competent handler and a class icon.

“Its plus points are the cool, easy-to-use dash, human-sized ergonomics that fit my six-foot frame, and that killer motor,” said Kelly, an owner of a K7 GSX-R1000. “My main dislikes are the styling. Suzuki seems to have tried too hard and ended up over-styling it with unnecessary angles and lines that just don’t flow well.”

Fourth Place
Yamaha R1 - 93.5%

If Suzuki won’t be thrilled with our shootout results, it’s a safe bet Yamaha won’t, either. But, really, we’re talking fractions of 1% here. The R1 is full of laudable characteristics, including its interesting new engine design - the sound alone is worth the price of admission. But that new engine has to be made heavy to control the cross-plane’s unique firing order vibrations, and that contributes to its chunky weight.

“What impressed me the most with the Yamaha was how easy it was to ride at a really fast pace on track - great brakes and handling,” said Mr. Speed. “What Yamaha has achieved is to make the R1 into a superbike for the masses.”

How this can happen, I will deliver  scorecard result in , Engine, Transmission/Clutch, Handling, Brakes, Instruments and controls, Ergonomics/Comfort, Fit and Finish, Appearance, Cool Factor, Grin Factor and Price.