Monday, September 30, 2013
2014 Honda CRF250L photos
Compact, ergonomic and agile the Honda CRF250L is a dual-sport motorcycle that rewards you with a fun riding experience every time you jump on its back.
In terms of ergonomics, the bike offers an upright seating and a comfy handlebar which keep you ready for any situation.
The Honda CRF250L is propelled by a fuel-injected, single-cylinder engine with counterbalance and double-overhead cams. The engine is brought to life by an electric starter and sends its power to the ground by means of a six speed transmission. Needles to say that it rewards you with a smooth response and loads of low- and mid-range torque. As far as efficiency is concerned, the CRF250L offers an estimated consumption of 73 miles per gallon.
The motorcycle’s stopping power is handled by 256mm front and 220mm rear disc brakes. The Honda CRF250L can be yours for no less than $4,699.
Saturday, September 28, 2013
2013 Benelli Quattronove X50 Scooter
Friday, September 27, 2013
2013 Kawasaki Ninja ZX 6R
Kawasaki Ninja ZX-6R 2013 eventually comes premiere of Time Square New York. Kawasaki Ninja ZX-6R gets a new touched from the appearance to the engine and added the latest features. The New bodies Kawasaki Ninja ZX-6R is more expressive and daring. Twin headlights models with tapered design such as the Kawasaki Ninja ZX-10R. Its fairing redesigned with grooves more dynamic. Kawasaki Ninja ZX-6R 2013 using 636 cc engine replaces the previous version only 599 cc combined six-speed transmission.
With the revision of the engine makes this Kawasaki Ninja ZX-6R more aggressive. Kawasaki Ninja ZX-6R 2013 equipped with KTRC Traction Control (TC) feature with three-mode. Kawasaki Ninja ZX-6R into the second supersport that usedg the TC device after the MV Agusta F3. Refinements is also done on the front suspension using Showa Separate Function Fork (SFF) with Big Piston (BP). This new suspension expected to provide balance when to driving on a straight road.
2013 KAWASAKI NINJA ZX-6R ENGINE :
* Engine type - Liquid-cooled, four-stroke In-Line Four
* Displacement - 599 cm
* Bore x stroke - 67.0 x 42.5 mm
* Compression ratio - 13.3:1
* Valve/Induction system - DOHC, 16 valves
* Fuel system - Fuel injection : ø38 mm x 4 (Keihin) with oval sub-throttles, dual injection
* Ignition - Digital
* Starting - Electric
* Lubrication - Forced lubrication, wet sump
Wednesday, September 25, 2013
2011 Kawasaki ZX 10R Review
Though seven years have passed since Kawasaki introduced its first modern superbike size liters of displacement, it appears that only a couple of years and ZX-10R track first hit the streets.
Even harder to understand - especially in terms of the rapid evolution of products in the literbike wars - is that the new 2011 Kawasaki ZX-10R is the primary reason for the redesign of the master murderer from the introduction of the ZX 2004.
This iteration of Zed-X has received such a revision of this round go during the 2011 model recently introduced to the press Racecourse Road Atlanta in Braselton hilly, Ga, warned Kawasaki Motorcycle Karl Edmondson in the media "forget previous ZX-10R models. "
The revival of the ZX-10R
From top to bottom, almost nothing has gone untouched in the new 10R motor. The only thing retained from the previous 10R was a bore and stroke. Check-in-Chief Ed Duke comprehensive technical overview for more details.
Camshaft is now made of chromoly steel instead of cast iron. A soft-nitriding treatment Kawi new revised camshafts to reduce deviation (a "untruing" if you will, the straightness of the camshaft) in the metal hardening process up to 30-40% depending on the Kawi . Lift Cam and valve overlap increases as part of the update - a movement that is usually used to increase the peak power.
These temmelig Alt om Toer story cam os nogle tidlige indsigt the employer, manager om hvordan den Rebirthing hensigt Kawasaki 10R samlede pakka.
The lifters are designed to work with the new high-lift cams and intake valves increased by 31 mm diameters from 30mm to improve cylinder filling efficiency. Exhaust valves (the head) are the same size, but a stronger valve springs work in all round.
Cylinder intake increased volume and is carried by hand, while according to Kawasaki Rob Taylor, redesigned the exhaust ports to reduce the engine brake and give the driver better control on the bike with more precise control of gas . Size piston skirt has been minimized by reducing engine noise. The use of "dummy" heads bolted in place while the cylinder bore means a machining process more accurate.
Improving the precision cylinder bore is said to be equivalent to less distortion cylinder high temperature operation, and it also allows the use of lower tension piston rings (let alone in years) to reduce losses mechanical. Cylinder axis offset (2mm) reduces mechanical losses and the load of the piston, allowing the use of lighter pistons. 13.0:1 compression ratio increases from 12.9:1, and Redline lit is increased to 14 500 rpm, where the previous model, the rev limit has been the mark of 13,000.
Joten kaikki mita Tama vahvistaa, yes keventää parantaa tehokkuutta yläosan ZX uuden Nelja todella merkitsee sinulle online? Nopeampi, vahvempi moottori kilparadalle - Kawasaki Ninja paikka toivoo Tule palkka onnistunut sota.
But hey, if you never want to terrorize the winding roads with the new 10R, all these adjustments of high performance dividends for you, in your quest to conquer the canyons.
KIBS, it has nothing to do with the MIB (Men in Black)
Kawasaki claims its new anti-lock (KIBS - Kawasaki Intelligent Anti-lock Brake System), the lightest and smallest on the market, the scale is 6 kg, 2.3 kg of the weight attached to a larger battery with ABS ZX-10R requires.
According to Kawasaki, is a 2011 ZX-10R ABS with an empty weight of 443 pounds, while a non-ABS model weighs a hair under 437 pounds. If we take the Green Team to his word, is a saving of £ 21 from £ 458, we measured fully fueled, ready-to-ride, ZX-10R 2010 we drove our 2010 Bike Shootout liter. This defines a new ZX related CBR1000RR 2010 (437 lbs) - the lightest bike in the shootout. ABS trim Ninja is now about 10 pounds lighter than S1000RR with ABS (£ 453 measured).
KIBS have the most basic functions of ABS by controlling brake fluid pressure in the front calipers, but it goes even further.
But hey, if you never want to terrorize the winding roads with the new 10R, all these adjustments of high performance dividends for you, in your quest to conquer the canyons.
KIBS, it has nothing to do with the MIB (Men in Black)
Kawasaki claims its new anti-lock (KIBS - Kawasaki Intelligent Anti-lock Brake System), the lightest and smallest on the market, the scale is 6 kg, 2.3 kg of the weight attached to a larger battery with ABS ZX-10R requires.
According to Kawasaki, is a 2011 ZX-10R ABS with an empty weight of 443 pounds, while a non-ABS model weighs a hair under 437 pounds. If we take the Green Team to his word, is a saving of £ 21 from £ 458, we measured fully fueled, ready-to-ride, ZX-10R 2010 we drove our 2010 Bike Shootout liter. This defines a new ZX related CBR1000RR 2010 (437 lbs) - the lightest bike in the shootout. ABS trim Ninja is now about 10 pounds lighter than S1000RR with ABS (£ 453 measured).
KIBS have the most basic functions of ABS by controlling brake fluid pressure in the front calipers, but it goes even further.
Injection computer with the supply of fuel data for clutch actuation ABOUT AU ABS, the position of your form, the motor speed as you, and the position of the accelerator, the Anti-Blocking System Is Able To welcome the "excessive" live LOR The rear wheel while they downshifts under the front, they braking. If the rear wheel starts a hop, the system will purge persuasion, Freinet In the front to help stabilizing the bike. And of course, it monitors the front wheel like most basic anti-lock systems to prevent the blocking ORDER.
Without going into details, saying Kawi can be expected to see more of this new ABS or something similar on other models.
Desværre vi ikke var i stand until the test system 10R lancering KIBS annual-mean ABS udstyrede som Blivi bygget Sener CYKL Produktion i lob. Stay tuned for the test Fuld af ZX-10R ABS nærmeste fremtid i den.
The green teams engineers has not neglected the floor of a new plant of the ZX.
Kuten Nokka-Aksel, yes kampiakseli kiertokanget käyttää lujempia lisaa kestävyyttä that Taas uusi toissijainen moottori aidsin vähentämisessä viboja balances. Kaset suunnittelun uusi kuusivaihteinen trans-Teke radanvarren vaihde swap helpompaa; Kawasaki Teke seitsemän tarjolla runsaasti IRA. Yes nimissä YHA suositumpi Massane keskittäminen, kampiakseli on enemmän suuntautunut suhteessa tehonottoakselin vaihteiston.
A moderately high primary drive is indicated for reducing squat rear suspension and lift during acceleration / deceleration, gear 4, 5 and 6 are closer to the core, while the number of rear sprocket teeth is reduced from 41 to 39 (17 teeth in the front still is) for the gear to make final changes to better match the rest of the transsexual. All this trans is optimized for use on track. Notice a theme with the new engine? (Hint: Kawi wants to race)
Without going into details, saying Kawi can be expected to see more of this new ABS or something similar on other models.
Desværre vi ikke var i stand until the test system 10R lancering KIBS annual-mean ABS udstyrede som Blivi bygget Sener CYKL Produktion i lob. Stay tuned for the test Fuld af ZX-10R ABS nærmeste fremtid i den.
The green teams engineers has not neglected the floor of a new plant of the ZX.
Kuten Nokka-Aksel, yes kampiakseli kiertokanget käyttää lujempia lisaa kestävyyttä that Taas uusi toissijainen moottori aidsin vähentämisessä viboja balances. Kaset suunnittelun uusi kuusivaihteinen trans-Teke radanvarren vaihde swap helpompaa; Kawasaki Teke seitsemän tarjolla runsaasti IRA. Yes nimissä YHA suositumpi Massane keskittäminen, kampiakseli on enemmän suuntautunut suhteessa tehonottoakselin vaihteiston.
A moderately high primary drive is indicated for reducing squat rear suspension and lift during acceleration / deceleration, gear 4, 5 and 6 are closer to the core, while the number of rear sprocket teeth is reduced from 41 to 39 (17 teeth in the front still is) for the gear to make final changes to better match the rest of the transsexual. All this trans is optimized for use on track. Notice a theme with the new engine? (Hint: Kawi wants to race)
Some of the most elegant ZX-10R, the body has been redesigned hammer a new air intake is now more directly to be placed between the headlights. A box of 2.4 liters of air draws air through a filter with 48% more surface area. New design of the intake ports to work with the air box for a new engine performance has increased, especially in the midrange and high speed.
The fuel tank is reshaped to move fuel and lower back with mass centralization. Shorter, a front-to-back to the vessel shape also lends itself to the dimensions of the bike more compact, but the helm seat to get to not feel too tight. It became a cliché, but accurate, however, say that more like a 600cc literbike in size and shape.
A new small EFI control unit, mounted inside the airbox again, said a new fuel pump (and lighter, of course) to empty the fuel injectors with new 12-hole primary in new Mitsubishi 47 mm (more than 4 mm) Keihin throttle bodies, now more oval sub-throttle valves. The need to manually adjust the idle speed is eliminated by an ISC (Idle Speed Control) valve is automatically adjusted to 1100 rpm. Kawasaki says this helps the bike works best stops when the engine is cold.
Ignition coils with nine secondary current hit 12% more efficient to provide the fuel mixture burn.
Inline Nelja spits hiilipäästöistä kautta uuden, hydroformed Titaanit Pakokäyrä see 2.6 kg for the figures kevyempi vuodelle analysis. Pako venttiili esikammio (collector) on työstetty yes yes Tuki vähentää melupäästöjä optimoi moottorin suorituskyvyn. Hyöty suurempi volyymi keräilijä on pienempi yes kevyempi ruostumattomasta äänenvaimennin teräksestä.
The fuel tank is reshaped to move fuel and lower back with mass centralization. Shorter, a front-to-back to the vessel shape also lends itself to the dimensions of the bike more compact, but the helm seat to get to not feel too tight. It became a cliché, but accurate, however, say that more like a 600cc literbike in size and shape.
A new small EFI control unit, mounted inside the airbox again, said a new fuel pump (and lighter, of course) to empty the fuel injectors with new 12-hole primary in new Mitsubishi 47 mm (more than 4 mm) Keihin throttle bodies, now more oval sub-throttle valves. The need to manually adjust the idle speed is eliminated by an ISC (Idle Speed Control) valve is automatically adjusted to 1100 rpm. Kawasaki says this helps the bike works best stops when the engine is cold.
Ignition coils with nine secondary current hit 12% more efficient to provide the fuel mixture burn.
Inline Nelja spits hiilipäästöistä kautta uuden, hydroformed Titaanit Pakokäyrä see 2.6 kg for the figures kevyempi vuodelle analysis. Pako venttiili esikammio (collector) on työstetty yes yes Tuki vähentää melupäästöjä optimoi moottorin suorituskyvyn. Hyöty suurempi volyymi keräilijä on pienempi yes kevyempi ruostumattomasta äänenvaimennin teräksestä.
Stiffer and lighter
Any realization of the New Ninja engine chassis EST UN Brand new.
The cast aluminum dual-Save the image is made of fewer parts, which means less lean, which means increased resistance with just over a 7% increase in torsional rigidity, even if the rigidity of the area of the swingarm pivot has been reduced to allow more stable swing. The steering geometry is a little edgier, with a rake of 0.5 degrees less than the previous model is 25.5 degrees, while the track number of 4.21 inches less than 4.33 years last inch.
Le nouveau trois pièces du bras swinging east également stiffer, de 18.5% et légèrement east as Leger, aussi.
Model 2011 56.1-inch step is a bit longer than last year due to an extension of the swingarm. Racers note: you can enhance the rate of about 18 mm, removing a link in the chain. This requires removing the exhaust pre-chamber, so that sufficient space between the rear tire and swingarm.
Any realization of the New Ninja engine chassis EST UN Brand new.
The cast aluminum dual-Save the image is made of fewer parts, which means less lean, which means increased resistance with just over a 7% increase in torsional rigidity, even if the rigidity of the area of the swingarm pivot has been reduced to allow more stable swing. The steering geometry is a little edgier, with a rake of 0.5 degrees less than the previous model is 25.5 degrees, while the track number of 4.21 inches less than 4.33 years last inch.
Le nouveau trois pièces du bras swinging east également stiffer, de 18.5% et légèrement east as Leger, aussi.
Model 2011 56.1-inch step is a bit longer than last year due to an extension of the swingarm. Racers note: you can enhance the rate of about 18 mm, removing a link in the chain. This requires removing the exhaust pre-chamber, so that sufficient space between the rear tire and swingarm.
Viim oli vuoden ZX istuimen korkeus 32.7 tuumaa, uusi Malli istuin alemmat niukasti 10mm, joten Kawi listatut korkeus 32.0 tuumaa ei aivan jive matematiikkaa kanssa, Mutt NOI Lahalle see KUKA countin?
Clip-ons have a lower angle this year, while the position of the footrest default "is less than 5 mm and 2mm forward. For the comfort of street riding, adjustable pegs lowered another 15mm.
Jos Viela an ole kuullut, ZX-10R: n 43mm haarukka New to Showa BPF (Big Piston Fork) lajike, yes Sokki new Siin VAAK-asennossa, Eika lähes pystysuoraan kuin edellisen Mallin. Yksi eduista shokki on uusi sijainti - Arvas oikeîn! - Parempi Massane keskittäminen, Koska end uuteen paikkaan mahdollistaa tila aiemmin mainittu uusi suurempi pakokaasujen esikammion yes. Sokki on Myos new Pako kauempana, Joka pita shokki viileämpi, Mika merkitsee enemmän tasaisen suorituskyvyn.
Spinning at each end of new wheels are lighter than Ninja hoops last year, considerable trimming of 1.4 pounds of unsprung rotating mass - 11.2 ounces from the front wheel, 11.3 ounces behind. The US-Spec 2011 ZX-10R will carry the Bridgestone BT-016 tires in the 120/70 and 190/55 usual sizes.
Nelja Mannat kussakin Kaks etu jarrusatulat OVAT new 30mm, Joss Viim oli vuoden pyörä Kaks mäntää 32mm on 30mm Kaks mäntää yes. Kawasaki sanoo yhtä mitoitus anta vakaan jarrutusteho. Taka jarrusatula on Myos tarkistettu, yksi Manta 30mm (38mm ent.) puristaa taka roottori, yes manta pääsylinterin on kasvanut kooltaan 14mm (aiemmin 12.7).
Brains! Braiins! Braiiiins! The ZX-10R smarter yet?
Go up a table of UN ZX-10R 2011 an assistant you astride Who EST This is probably the most the streets of Kawasaki bikes intelligent fel Never.
Clip-ons have a lower angle this year, while the position of the footrest default "is less than 5 mm and 2mm forward. For the comfort of street riding, adjustable pegs lowered another 15mm.
Jos Viela an ole kuullut, ZX-10R: n 43mm haarukka New to Showa BPF (Big Piston Fork) lajike, yes Sokki new Siin VAAK-asennossa, Eika lähes pystysuoraan kuin edellisen Mallin. Yksi eduista shokki on uusi sijainti - Arvas oikeîn! - Parempi Massane keskittäminen, Koska end uuteen paikkaan mahdollistaa tila aiemmin mainittu uusi suurempi pakokaasujen esikammion yes. Sokki on Myos new Pako kauempana, Joka pita shokki viileämpi, Mika merkitsee enemmän tasaisen suorituskyvyn.
Spinning at each end of new wheels are lighter than Ninja hoops last year, considerable trimming of 1.4 pounds of unsprung rotating mass - 11.2 ounces from the front wheel, 11.3 ounces behind. The US-Spec 2011 ZX-10R will carry the Bridgestone BT-016 tires in the 120/70 and 190/55 usual sizes.
Nelja Mannat kussakin Kaks etu jarrusatulat OVAT new 30mm, Joss Viim oli vuoden pyörä Kaks mäntää 32mm on 30mm Kaks mäntää yes. Kawasaki sanoo yhtä mitoitus anta vakaan jarrutusteho. Taka jarrusatula on Myos tarkistettu, yksi Manta 30mm (38mm ent.) puristaa taka roottori, yes manta pääsylinterin on kasvanut kooltaan 14mm (aiemmin 12.7).
Brains! Braiins! Braiiiins! The ZX-10R smarter yet?
Go up a table of UN ZX-10R 2011 an assistant you astride Who EST This is probably the most the streets of Kawasaki bikes intelligent fel Never.
This new super sledge, as expected, is equipped with traction control, power modes and rider-selectable (optional) ABS. Of these three systems is the TC that most impresses for its simplicity and efficiency. Furthermore, it is the first production TC on a Japanese sport bike.
Toisin KTRC (Traction Control Kawasaki) Kerran ensimmäisen havaittiin vuoden 2010 Concours 14 - TC järjestelmä, joka olennaisilta turvatoiminto - S-10R KTRC (Sport-KTRC) vähemmän huomattavasti häiritsevää him that tavoitteena lopullisena ja, Etta see JAAA nopeammin.
A driver can choose from three levels of TC (1.2 or 3) with a configuration like the least intrusive, it can completely change the TC. The three modes are swappable, so long as the throttle is closed. TC requires deactivation motorcycle to a stop.
The property system is revolutionary because it avoids the use of gyroscopes, sensors and angle of others - like those found in the BMW S1000R - and simply uses the sensors are commonly found in many modern two-wheelers.
Toisin KTRC (Traction Control Kawasaki) Kerran ensimmäisen havaittiin vuoden 2010 Concours 14 - TC järjestelmä, joka olennaisilta turvatoiminto - S-10R KTRC (Sport-KTRC) vähemmän huomattavasti häiritsevää him that tavoitteena lopullisena ja, Etta see JAAA nopeammin.
A driver can choose from three levels of TC (1.2 or 3) with a configuration like the least intrusive, it can completely change the TC. The three modes are swappable, so long as the throttle is closed. TC requires deactivation motorcycle to a stop.
The property system is revolutionary because it avoids the use of gyroscopes, sensors and angle of others - like those found in the BMW S1000R - and simply uses the sensors are commonly found in many modern two-wheelers.
The brain calculates the 10R data accelerator pedal position sensor (TPS), who sees what the rider wants the bike to do about the pace of acceleration of the engine, gear position and information from front and rear wheel speed sensors.
Comparing the number of switching between the sensor data every 5 milliseconds, the TC, which Kawasaki says, "predict" your intended path so to speak. It will create a mapping engine (s), plan in advance what the card should go from the sensor data from the pilot wants - or more precisely, data from GST. If a dramatic change in the data occurs, and TC analyzed this amendment would result in a significant deviation of the map, it was planned, it will remap accordingly.
Like a ghost in the machine-type things, "the type of CT system takes over and produces a pair when, naturally, there is no torque, because it is the traction control system," says Taylor, "no because youre spinning the wheel, but because it is trying to make it go faster ... if you are slow in time the system is overwhelmed and there is the torque or torque reduction for maximum traction. "
Comparing the number of switching between the sensor data every 5 milliseconds, the TC, which Kawasaki says, "predict" your intended path so to speak. It will create a mapping engine (s), plan in advance what the card should go from the sensor data from the pilot wants - or more precisely, data from GST. If a dramatic change in the data occurs, and TC analyzed this amendment would result in a significant deviation of the map, it was planned, it will remap accordingly.
Like a ghost in the machine-type things, "the type of CT system takes over and produces a pair when, naturally, there is no torque, because it is the traction control system," says Taylor, "no because youre spinning the wheel, but because it is trying to make it go faster ... if you are slow in time the system is overwhelmed and there is the torque or torque reduction for maximum traction. "
If this disturbance torque production version looks like a dangerous two-wheel of 2001: A Space Odyssey, to be sure that the TC system does not discharge a truck rear tire extra at the worst time possible. Taylor used a hypothetical scenario in which TC can increase torque by a foot-pound or two to reach his goal to keep you steam ahead, "go ahead" as he often said.
Because S-KTRC not use a fixed set of parameters for staggered into the engine to minimize loss of traction (which explains Kawasaki competitors), the system Kawi is able to adjust the data of the motor (torque product) the fly.
Rather than simply and abruptly shut off as a way to solve the problem; S KTRC fits, it is proactive. Therefore, the TC allows a rider to the power or power slide wheelie in a predictable way, as long as the bike is moving forward "in time." When wheel spin or other action, resulting in the bike slower, TC intervene to correct the problem.
S KTRC allows for deliberate to show off. The system allows the front wheel sensor input in case of rapid change in the speed of the front wheel, such as when you turn on the clutch lever, and hammer the gas deliberately lift the front towards the sky, but once again not until you re just slow down because of hooliganism.
The idea that a TC system can adapt to conditions rather than simply react sounds a bit science fiction, and the above is a simplification of how it works. But its a safe bet that if this system had not performed well enough to Kawasaki in MotoGP over the past five years, we would not see, or a version of it today on the new 10R.
The power mode has three driver-selectable settings.
F is for full power, M (Middletown variable mode) allows 75% of full power with a smoother curve effect, but will give you access to the full power depends on gas price for change. Example, if you slam the full throttle, the ECU gives you full force, and then return to the M mode again when you have relieved to return to power. L mode for low power consumption and allows only 60% of the power at any time.
As for the TC, the power space are interchangeable on the fly for as long as the throttle is closed a short second or so required, and does not require the clutch lever as S1000RR requires commitment.
TC Power mode selection switch are integrated into a single large switch on the housing switches to the left: S KTRC is located on the underside, turn. Finally, making a change to the TC does not change the settings for power saving mode, and vice versa. The options are independent of each other, as opposed to BMW S1000RR that comingles or create a combination of DTC (Dynamic Traction Control), and the power mode.
Because S-KTRC not use a fixed set of parameters for staggered into the engine to minimize loss of traction (which explains Kawasaki competitors), the system Kawi is able to adjust the data of the motor (torque product) the fly.
Rather than simply and abruptly shut off as a way to solve the problem; S KTRC fits, it is proactive. Therefore, the TC allows a rider to the power or power slide wheelie in a predictable way, as long as the bike is moving forward "in time." When wheel spin or other action, resulting in the bike slower, TC intervene to correct the problem.
S KTRC allows for deliberate to show off. The system allows the front wheel sensor input in case of rapid change in the speed of the front wheel, such as when you turn on the clutch lever, and hammer the gas deliberately lift the front towards the sky, but once again not until you re just slow down because of hooliganism.
The idea that a TC system can adapt to conditions rather than simply react sounds a bit science fiction, and the above is a simplification of how it works. But its a safe bet that if this system had not performed well enough to Kawasaki in MotoGP over the past five years, we would not see, or a version of it today on the new 10R.
The power mode has three driver-selectable settings.
F is for full power, M (Middletown variable mode) allows 75% of full power with a smoother curve effect, but will give you access to the full power depends on gas price for change. Example, if you slam the full throttle, the ECU gives you full force, and then return to the M mode again when you have relieved to return to power. L mode for low power consumption and allows only 60% of the power at any time.
As for the TC, the power space are interchangeable on the fly for as long as the throttle is closed a short second or so required, and does not require the clutch lever as S1000RR requires commitment.
TC Power mode selection switch are integrated into a single large switch on the housing switches to the left: S KTRC is located on the underside, turn. Finally, making a change to the TC does not change the settings for power saving mode, and vice versa. The options are independent of each other, as opposed to BMW S1000RR that comingles or create a combination of DTC (Dynamic Traction Control), and the power mode.
Dash spectacular new Zed!
A new dashboard for the ZX rivals Ducati MotoGP complex derivatives, and prettier, too!
A leading LED (no less contrasting LCD) bar graph tachometer coupled with a programmable shift light that can flash or pulse a few different rates of your choice and will change from yellow to red on the crossing point. Moreover, tachometer LED color rather than color backlit and you can adjust the intensity of the LED, allowing the ambient light sensor on the dashboard to fit automatically.
The rest of the instrument panel is all the LCD and can be replaced in normal mode and race mode. Standard room features mph / kph as the central figure, with the gear position to the right and the selection of the mode power supply and the S-KTRC right of this. Basic information, such as meter mobile and engine temperature are also displayed.
In career mode, gear position is at the center, where the road speed is normally displayed, the display mph takes a position of the clock in the bottom right, and the odometer is a stopwatch.
With TC game, regardless of the opinion that the instrument cluster has a chart graduated at the bottom center of the screen shows the activation of CT. No bar, of course, the means of traction control is not in play. But when activated, the segmented bar graph will rise and fall as an indicator of the amount of S-KTRC works to prevent you and your new bike wadding up.
Assemble the greatest ninja in the way
As I mocked round at Road Atlanta, I experienced firsthand the liberal nature of the TC, and that allowed me to access all the fierce power of the new engine as I could.
Follow the cold temps have to fight using the grippy Bridgestone BT-003 Type 4 DOT race tires. Even if tires stick like glue, it wears pretty fast (Techs called a sprint race tires), and by the end of the morning last back-end of the ZX was moving and sliding while I came and came out a few turns as aggressive as I ventured.
When the tire had a predictable, level 2 TC has enough movement on the back that I was able to walk through leaves of confidence and running in full power mode.
A new dashboard for the ZX rivals Ducati MotoGP complex derivatives, and prettier, too!
A leading LED (no less contrasting LCD) bar graph tachometer coupled with a programmable shift light that can flash or pulse a few different rates of your choice and will change from yellow to red on the crossing point. Moreover, tachometer LED color rather than color backlit and you can adjust the intensity of the LED, allowing the ambient light sensor on the dashboard to fit automatically.
The rest of the instrument panel is all the LCD and can be replaced in normal mode and race mode. Standard room features mph / kph as the central figure, with the gear position to the right and the selection of the mode power supply and the S-KTRC right of this. Basic information, such as meter mobile and engine temperature are also displayed.
In career mode, gear position is at the center, where the road speed is normally displayed, the display mph takes a position of the clock in the bottom right, and the odometer is a stopwatch.
With TC game, regardless of the opinion that the instrument cluster has a chart graduated at the bottom center of the screen shows the activation of CT. No bar, of course, the means of traction control is not in play. But when activated, the segmented bar graph will rise and fall as an indicator of the amount of S-KTRC works to prevent you and your new bike wadding up.
Assemble the greatest ninja in the way
As I mocked round at Road Atlanta, I experienced firsthand the liberal nature of the TC, and that allowed me to access all the fierce power of the new engine as I could.
Follow the cold temps have to fight using the grippy Bridgestone BT-003 Type 4 DOT race tires. Even if tires stick like glue, it wears pretty fast (Techs called a sprint race tires), and by the end of the morning last back-end of the ZX was moving and sliding while I came and came out a few turns as aggressive as I ventured.
When the tire had a predictable, level 2 TC has enough movement on the back that I was able to walk through leaves of confidence and running in full power mode.
I attribute my need to endure a learning curve for a track that I had never ridden before and the reason I rarely activated while in the TC level 1, the least restrictive environment.
Road Atlanta has a number of blind corner entries is complicated by changes in altitude (read: Bakker), so I fully admit that at times wussing. My sense of self-preservation is probably the culprit, which would not allow me to press the accelerator to stop the engine moaning over 170 hp at the wheel. Guilty.
However, armed with a sense of security and electronic commerce Kawasaki nurse her back to a level of TC 2, my subconscious and a greater knowledge of the track has made me more confident of finding the limits of traction. Hence the slip slidin manageable "above.
For the afternoon sessions hottest Bridgestone BT-003 type II, Pro is installed. This ring uses an additional belt, and is therefore no longer wear because of its rigid chassis. This new medium compound rear improved feedback, and Ive seen so much activity by the TC as I did when using softer compound tires morning sessions.
Perhaps the best quality S-KTRC is its transparency over time nature. Not once in my career was cut with force, causing the motorcycle to stumble and spray, while at level 3. Activation of the system is flawless and everything is not as strong as DTC Ducati.
Exciting as the new Kawi CT was used, I was excited as a new platform for performance.
Management is as easy as the previous model, but the new bike has a much more linear, the fluid motion of the knee vertically on deck time. There were no surprises in handling, falls into a sense of perspective that I have lived occasionally with the model last year.
Road Atlanta has a number of blind corner entries is complicated by changes in altitude (read: Bakker), so I fully admit that at times wussing. My sense of self-preservation is probably the culprit, which would not allow me to press the accelerator to stop the engine moaning over 170 hp at the wheel. Guilty.
However, armed with a sense of security and electronic commerce Kawasaki nurse her back to a level of TC 2, my subconscious and a greater knowledge of the track has made me more confident of finding the limits of traction. Hence the slip slidin manageable "above.
For the afternoon sessions hottest Bridgestone BT-003 type II, Pro is installed. This ring uses an additional belt, and is therefore no longer wear because of its rigid chassis. This new medium compound rear improved feedback, and Ive seen so much activity by the TC as I did when using softer compound tires morning sessions.
Perhaps the best quality S-KTRC is its transparency over time nature. Not once in my career was cut with force, causing the motorcycle to stumble and spray, while at level 3. Activation of the system is flawless and everything is not as strong as DTC Ducati.
Exciting as the new Kawi CT was used, I was excited as a new platform for performance.
Management is as easy as the previous model, but the new bike has a much more linear, the fluid motion of the knee vertically on deck time. There were no surprises in handling, falls into a sense of perspective that I have lived occasionally with the model last year.
I do not need adjustments to the outstanding performance of GMP shock front suspension or moved. The bike is controlled with reliable accuracy in every corner and were reassuringly stable even when I have to say, an "exciting" 165 mph is shown. (Other riders reported seeing a group of 185 to 187 mph. Good for them and their single, did nothing to lose lifestyle!)
The new engine is a screamer. Although the mid-range power is fixed and smooth, the new plant seems to be about 11000 rpm cam in a powerful rush of power at the redline. So strong is the new factory, which is sometimes a high rpm upshifts almost led to the clip-on is a Yankee from my hands, more than 120 mph.
The new engine is a screamer. Although the mid-range power is fixed and smooth, the new plant seems to be about 11000 rpm cam in a powerful rush of power at the redline. So strong is the new factory, which is sometimes a high rpm upshifts almost led to the clip-on is a Yankee from my hands, more than 120 mph.
Increased literbike Bar ... again!
At this point in the development of technical cooperation for the use of the mass market, S-KTRC Kawasaki completely redesigned on a bike run on the power of the rear similar to BMW, is a suggested price of just $ 1,000 more than the price last year of $ 12 799 are green team is giving away 2011 ZX-10R for a song.
BMW S 1000 RR 2011 with traction control and ABS Race sells for $ 15,430. Rings ZX-10R ABS with an MSRP of $ 14.799.
Honda, Suzuki and Yamaha have better speed up their game as soon as possible or risk profile of a decline in wars liter bike.
At this point in the development of technical cooperation for the use of the mass market, S-KTRC Kawasaki completely redesigned on a bike run on the power of the rear similar to BMW, is a suggested price of just $ 1,000 more than the price last year of $ 12 799 are green team is giving away 2011 ZX-10R for a song.
BMW S 1000 RR 2011 with traction control and ABS Race sells for $ 15,430. Rings ZX-10R ABS with an MSRP of $ 14.799.
Honda, Suzuki and Yamaha have better speed up their game as soon as possible or risk profile of a decline in wars liter bike.
Tuesday, September 24, 2013
2009 Victory Vegas 8 Ball Review
Just to illustrate: the actual Victory Vegas 8-Ball. Cynics may state it’s just a de-contented Las vegas and for that reason not really worth thing to consider. Nevertheless, this particular elitist mindset might neglect just what really qualified as well as fashionable casual riding listed regarding $2, 000 less expensive than the usual equivalent Harley-Davidson Softail.
The actual Vegas 8-Ball very first made an appearance within 2005, however it’s because experienced lots of improvements. Crucial included in this may be the add-on from the effective 100 cubic-inch motor that right now creates the stated eighty-five hewlett packard as well as 106 ft-lbs associated with torque. This particular generator obtained a number associated with improvements within ’08, such as bigger 45mm throttle physiques included in a brand new, sequential, closed-loop fuel-injection program.
Just like just about all 2008-and-later Vegas versions, the actual 8-Ball has got the Stingray cast-aluminum tires which are considered almost sixteen pounds lighter in weight compared to prior hoops. About the 8-Ball, the actual swirl-pattern 5-spoke tires tend to be partially dark as well as partially machined/polished, a stylish combination which is effective using the ’Ball’s dark style. Additionally brand new is really a twice-brighter BROUGHT taillight. Additional modifications range from the eradication from the fast-idle lever, remodeled handlebar grabs along with a scaled-down airbox include.
The actual Vegas sequence, along with only a solitary entrance disk braking system along with a thin 21-inch entrance fatigue, in no way arranged any kind of information with regard to brief preventing miles, however its 4-piston caliper as well as 300mm entrance disk will a highly effective work from delaying the actual bicycle. Greatest if your driver additionally includes a few energy in the 2-pot caliper as well as same-size disk away back again.
The actual Vegas 8-Ball is actually unique in the upmarket regular Vegas mainly through its dark style. Most of the Vegas’ stainless pieces obtain darkish surface finishes about the 8-Ball. The only real leftover stainless is actually on the wear out, headlamp nacelle, devices and also the clutch system as well as braking system levers. The actual 8-Ball additionally will with no Vegas’ 6th equipment, awesome headlight as well as detachable traveler chair (as well as footpegs). Because payment, the actual $13, 799 8-Ball is available in in a cost $2, 500 less expensive compared to Vegas’ $16, 299 MSRP.
Monday, September 23, 2013
2011 Triumph Daytona 675R Review
Yamaha YZF-R6 and Honda CBR600RR (and CBR1000RR) was virtually the same for at least four years. Suzuki and Kawasaki have recently updated their sportbikes, Ducati and even 1198 (and 1098 before it) is practically the same.
The win is also guilty of not updating its supersport machine, the Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, he received some minor improvements in 2009, but not enough to call it a major reorganization. Honestly, we do not complain too much. The era of constant change that keeps us on the heels trying to keep abreast of all changes. And really, the Daytona 675 is a very good bike.
But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. When a page from the book Ducati when it was decided to update the base of 675 by adding the letter "R" at the end of the children of Hinckley, adding a touch of the exclusive right by turning to some top-shelf Öhlins suspension components.
Instead, 41 mm Kayaba wheel drive standard, 43 mm fork NIX30 makes its way in the R model - the same unit used by many teams in the AMA. Outside sits a new Öhlins top-of-the-line TTX36 shocks, the same device used in many of the AMA and the teams of international competition. Until now, this was the level of suspension technology, which was only starting to trickle literbikes Italian exotic.
The win is also guilty of not updating its supersport machine, the Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, he received some minor improvements in 2009, but not enough to call it a major reorganization. Honestly, we do not complain too much. The era of constant change that keeps us on the heels trying to keep abreast of all changes. And really, the Daytona 675 is a very good bike.
But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. When a page from the book Ducati when it was decided to update the base of 675 by adding the letter "R" at the end of the children of Hinckley, adding a touch of the exclusive right by turning to some top-shelf Öhlins suspension components.
Instead, 41 mm Kayaba wheel drive standard, 43 mm fork NIX30 makes its way in the R model - the same unit used by many teams in the AMA. Outside sits a new Öhlins top-of-the-line TTX36 shocks, the same device used in many of the AMA and the teams of international competition. Until now, this was the level of suspension technology, which was only starting to trickle literbikes Italian exotic.
To take a step further, Triumph has also struck up Brembo to ensure the new bike stops as well as it seems. Four pots of society monobloc calipers that are becoming the gold standard in the decision of the technology, mounted radially and biting on 308mm wafers. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (1 mm less than Nissin) for improved feeling stronger calipers.
Other than the 675R does not vary too much from the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine is still there, though with less EFI tweaks to improve the fuel filler. It is paired with the same six-speed gearbox, close ratio, only now the R is equipped with a factory Quickshifter (This is an option on the base model).Other changes are purely cosmetic. Carbon fiber adorns the front wing, rear frame is powder coated red wheels to get the red pinstripes, and the car becomes a dynamic new painting, and graphic kit. We always thought the 675 series was one of the most eye pleasing middleweights, and model R that takes the eye to another level.
Street Ways
If you were paying attention to lately, youll remember that next Triumph Speed Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.
Theres really no point in beating around the bush here: 675R is nothing short of exhausting the street unless the street canyon, the door opens. This track bike has been polished, and ergonomics will punish you for doing anything else. He was sitting on a high when the handlebars are low. Seat height is the longest side of the steering wheel to 32.7 inches, and on top there is not much padding can be found. Go straight for a long time and I curse the day you were born wrists.
Thats not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.
A post-oriented suspension system is more suitable for the uniformity of the track, and founded the Triumph, walks along the streets of Southern California kept terribly caused by the second challenge for the health of joints. Damping rates were stiff side, causing a pimple on a daily basis is the way to be heard at the bar. We wanted, we had time to tools to soften and fully adjustable suspension improves shock absorption. That said, the 675R is eager to bend over and just do a simple thought.
A post-oriented suspension system is more suitable for the uniformity of the track, and founded the Triumph, walks along the streets of Southern California kept terribly caused by the second challenge for the health of joints. Damping rates were stiff side, causing a pimple on a daily basis is the way to be heard at the bar. We wanted, we had time to tools to soften and fully adjustable suspension improves shock absorption. That said, the 675R is eager to bend over and just do a simple thought.
Our ride on the street has never given an opportunity to really test the brakes. Our first reaction is that they are strong, but not a big step above the stock Nissin units. A proper evaluation must wait for the racetrack.
Going right to
Chuckwalla Valley Raceway proved to be the perfect place to test the 675R. The current suits tight and technical capabilities of the bike, as it is never completely upright for long.
Going right to
Chuckwalla Valley Raceway proved to be the perfect place to test the 675R. The current suits tight and technical capabilities of the bike, as it is never completely upright for long.
As soon as an aggressive ergos were tortured were on the right track in his element on the road. Rider is to sit in an attack position, ready to go full knee bend down for the moment.Exhaust Pipe Sweet Symphony 675R future, when the gas is twisted is really intoxicating, and the couple has the advantage over the competition 600cc is useful for when you come out of slow corners, which is a number on this road. Electronic gear that was impressive for the way the track was even more so. It is never a gear, or inadvertently included.
A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. Its something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.
But the real test of the 675R is the way to their Ohlins suspenders and Brembo stoppers make your work environment. Did not disappoint most of the time. We had the opportunity to try a new standard of 675-to-back with the 675R, and both are 98% identical. In general, the rate of depreciation of the basic model is softer than the Ohlins bits of the upgrade. What is surprising to say because the standard bike is quite a competent interpreter.
Öhlins forks NIX30 advantage over conventional is that one leg is dedicated to the compression damping while the other handles the rebound, 30 mm, each with only one cartridge per foot. On the back, TTX (Twin Tube Technology) to completely isolate the compression shock and rebound damping circuits, precise adjustment. Shim-piston designs - which appear in almost any other OEM interruptions - a joint bleeding may rebound in the circuit, which means that the changes could affect the other.Plots the difference was small, but noticeable. Suddenly, the slightest imperfection in the track, did not notice that a motion of the model series had heard R. R is transformed with enthusiasm agility, and thanks for your tips Öhlins wheel driver sharp precision. It clear that these are already one step ahead of an impressive fleet units of the standard 675
The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.
But this brings us to the cause of chatter in the first place: the brakes. Now, Brembo monobloc is equivalent to stopping on a dime. We were impressed by the Nissin calipers standard bike, but there is no doubt Brembo give more bite and power. Lever feel and modulation are excellent as you would expect.
The big question is, are worth it. And Id say ... I do not know. Perhaps a national caliber racer could feel the difference and use it to shave fractions of a second, but my pace is simply a non-issue. Despite this, the Triumph had been foolish not to get into a top-shelf suspension brakes complete the equally exclusive.
One track mind
To be honest, if you are thinking of buying a 675 and a plan to keep the streets or the racetrack once in a while, we could make the case just get the standard model and save $ 1,500 - still a great package . But if youre addicted to track 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 clean 675R still, the Triumph accessories are factory exhaust Arrow race kit, adjustable pedals billet, anodized billet-machined parts (red or black), and the gel seat. All those who are a two-year unlimited mileage warranty.
As the new Speed Triple, Daytona 675R will be in showrooms by summer. The price is $ 11.999.
The big question is, are worth it. And Id say ... I do not know. Perhaps a national caliber racer could feel the difference and use it to shave fractions of a second, but my pace is simply a non-issue. Despite this, the Triumph had been foolish not to get into a top-shelf suspension brakes complete the equally exclusive.
One track mind
To be honest, if you are thinking of buying a 675 and a plan to keep the streets or the racetrack once in a while, we could make the case just get the standard model and save $ 1,500 - still a great package . But if youre addicted to track 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 clean 675R still, the Triumph accessories are factory exhaust Arrow race kit, adjustable pedals billet, anodized billet-machined parts (red or black), and the gel seat. All those who are a two-year unlimited mileage warranty.
As the new Speed Triple, Daytona 675R will be in showrooms by summer. The price is $ 11.999.
Sunday, September 22, 2013
Aprilia RSV 4R APRC
Make Model | Aprilia RSV 4R APRC |
| Year | 2011 |
| Engine | Liquid cooled, four stroke, longitudinal 65° V four , DOHC, 4 valves per cylinder |
| Capacity | 998,9 |
| Bore x Stroke | 78 x 52,3 mm |
| Compression Ratio | 13.0:1 |
| Induction | Airbox with front dynamic air intakes. 4 Weber-Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-by-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road) |
| Ignition / Starting | Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and “stick-coil”-type coils. / electric |
| Exhaust | 4 into 2 into 1 layout, single oxygen sensor, single silencer with engine control unit-controlled butterfly valve and integrated trivalent catalytic converter (Euro 3). |
| Generator | Flywheel mounted 420W alternator with rare earth magnets. |
| Lubrication | Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling). |
| Clutch | Multiplate wet clutch with mechanical slipper system. |
| Max Power | 180 hp 132 KW @ 12500 rpm |
| Max Torque | 115 Nm @ 10000 rpm |
| Transmission / Drive | 6-speed cassette type gearbox with Aprilia Quick Shift electronic system (AQS) / Chain, Drive ratio: 42/16 (2.625). |
| Primary drive | Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659). |
| Frame | Twin-spar aluminium frame |
| Front Suspension | Upside-down Showa fork with 43 mm stanchions. Aluminium radial calliper mounts. Completely adjustable spring preload and hydraulic compression and rebound damping. 120mm Wheel travel. |
| Rear Suspension | Double braced aluminium swingarm; mixed low thickness and sheet casting technology. Sachs piggy back monoshock with completely adjustable: spring preload, wheelbase, hydraulic compression and rebound damping. APS progressive linkage. 130mm wheel travel. |
| Front Brakes | 2x 320mm floating stainless steel discs with lightweight stainless steel rotor and aluminium flange with 6 pins. Brembo monobloc radial 4-piston calipers with sintered pads. Radial pump and metal braided brake hoses. |
| Rear Brakes | Single 220-mm diameter disc; Brembo floating 2-piston caliper with two 32mm isolated pistons. Pump with integrated tank and metal braided hoses. |
| Front Tyre | 120/70 ZR17 |
| Rear Tyre | 190/55 ZR17 |
| Seat Height | 845 mm |
| Kerb-Weight | 182 Kg |
| Fuel Capacity (res) | 17 Litres |
The 2011 Aprilia RSV 4 R APRC. Now with the same electronics package as the more expensive RSV 4 Factory APRC, this bike features 8 stage adjustable traction control, wheelie control, launch control, and quick shifter package. If this isn’t not enough for some, Aprilia added a better motor lubrication system, lighten the exhaust by 2kg and revised first three gears for better acceleration.
For the price of $16,999 in the United States the 2011 Aprilia RSV4 R APRC will come with 200/55 x 17 dual-compound rear tire (same as on the Aprilia RSV4 Factory APRC!). And as an icing on the cake, there are lighter wheels, a fully-adjustable Sachs rear shock, better fuel consumption and new looks.
Aprilia Performance Ride Control (APRC) cheat sheet:
Aprilia Traction Control (ATC) – the most advanced traction control system on the market. It’s the only motorcycle TC system that can be adjusted on the move instantly without shutting the throttle and automatically adjusts to suit if you change your tyres. Features 8 level settings, so you can turn it down for track use or up for wet road riding on the go.
Aprilia Wheelie Control (AWC) – Identifies the start of wheelie and controls it to maximise acceleration whilst keeping the front end down. Features 3 settings.
Aprilia Launch Control (ALC) – Optimises acceleration from a standing start. For track/race use, with 3 settings.
Aprilia Quick Shift (AQS) — for ultra-fast clutchless up-shifting.
Review
We are living times for motorcycle technology, very special. On the one hand we live rescue of small displacements, Built on the bikes easy and basic techniques known and tested, sometimes to the limit of recycling, while at the other extreme we find technologies that evolve at the speed of light in search of ever greater performance.
And ‘there, in the segment of the race replica that come the most important new techniques, borrowed from the world of racing and coming, year after year, the bikes that we can buy in the dealership.
Aprilia, Which has always stood for innovative capacity and its technical expertise, introduces important new supercar on its top in 2011.
The RSV4 R, We tried on the track at Estoril now takes the name APRC which represents a significant technical difference compared to the 2010 version, as it means that even the “basic” model the package is installed Aprilia Performance Riding Control. The RSV4 R 2011 also brings with it the other improvements introduced since the RSV4 Factory APRC and then extended to V4 Tuono R.
Changes accordingly, the price rising to marketing € 18,000, While the rest of the budget, including color with black competition as opposed to white glam, remains unchanged.
As anticipated, the Aprilia has introduced the electronic package APRC at the end of 2010 when it launched the RSV 4 Factory Special Edition version of the already developed RSV 4 Factory performance.
The electronics package APRC (Aprilia Performance Ride Control) is, at present, the most advanced management system, dynamic driving available on the market.
It basically consists of four sub-systems that operate in a coordinated and synergistic: ATC, AWC, ALC and AQS using the signals received from an inertial platform, with two accelerometers and two girometri that allow the unit to reconstruct the dynamic conditions of motion and respond accordingly to the engine control. The pilot can adjust freely and independently of each system component APRC.
The system is obviously the most important dell’APRC ATC Aprilia Traction Control. This is an innovative traction control system, developed with patented Aprilia, which has as main goal to help the pilot to improve his lap time. Thanks to the use of the inertial platform and ride-by-wire, ATC operates on the control of torque from the engine according to several steps, and allows the rider to control the drift out of corners, increasing its sensitivity on the throttle, depending on the angle of inclination of the bike.
Traction control is adjustable on 8 levels, simply by pressing the joystick on the left handlebar to adjust the level of traction control to the track conditions, tires or asphalt.
The AWC is another of the important features dell’APRC, which is directly derived from competitions. In race, in fact, a surge can be choreographed, but it wastes time on tour and has imported the Aprilia Wheel Control on motorcycles. wheelie detection system is able to “understand” when it starts and ends sharply and acts accordingly to gently pull the front wheel on the ground. Dell’impennata management is continuous and “soft”, there are no cuts or sharp shooting of violent power, but only proper throttle control. The AWC is activated from the dashboard and can be adjusted independently from other controls three levels of intervention, Thus favoring the needs of the pilot.
He could miss the Launch Control on a motorcycle last generation? Aprilia think not, and here also the RSV4 R is equipped. The ALC is able to put all available power to the ground without losing a single engine newton meters of torque under acceleration. The Aprilia Launch Control allows the rider only the task of open up the gas, As would normally release the clutch and change gears. The system adjusts to three levels using the menu on the dashboard and then “Weapon” stop-motion, squeezing together the two joystick buttons on the left handlebar that allows the pilot to operate the traction control.
Last but not least the Aprilia Quick Shift, the shifting device that allows you to get quick report without closing the throttle without the clutch. It is a well-known accessory for many years, who is appearing on the stock bike for a few seasons.
The quick change feature of the Aprilia is to work in synergy with other electronic systems and to have response times that vary depending on engine speed and gear.
We tried the new version of the Aprilia RSV4 R on the track of Adria. Although the track Veneto is not ideal to assess properly the dynamics of a motorcycle, Because of its size and design that provides only for the narrow hairpin bends, is useful just to test the new APRC.
Adria, in fact, you find yourself having to fully open the throttle out of corners, as they are all very slow and you travel on almost all gas closed, and you can evaluate the action of Traction Control.
The RSV4 R, for its part, keeps well the dynamic characteristics of the sister factory, a little watered down ‘by suspensions of more economical extraction original equipment tires and less sporty.
The bike is confirmed very sincere and well trimmed, the front end is inserted into the fold by taking the rope with the decision, but the center curve is not able to follow the same lines as the sister factory, expanding a little ‘too if you enter the trajectory determined . Out of the corners the shock absorber does what it can to keep the Michelin Power 2CT One in contact with the asphalt, but the wheel is not up to the Factory.
The suspension under braking bumps well raking asphalt Venetian, but they are still quite soft and the bike jumps a little ‘when you force a lot under braking. Considering that the load transfer is remarkable, and we shot with the rear higher than the standard, the brakes must be used with care because behind the brake trigger flag-wavers of exaggerating the rear.
But we all’APRC. The system Made in Aprilia is really effective: already at the center curve, you can take the gas to hand without the risk that slides back and focus on the output curve to achieve better acceleration on the straight below.
A medium caliber rider feels the inclusion of the system when the bike is in the middle of the fold and gives background gas, through a gentle reduction in power output that does not break the bike as it would sharply cut the injection.
Output from the tight hairpins of Adria, which is often used in first gear, is strongly supportive of the Control dell’impennata, Which allows you to touch the tarmac without losing time to do the blowhards …
Quick Shift also gives praise, which, together with the new close-ratio gearbox with, can earn significant acceleration milliseconds. We repeat, is not a novelty, but on the track is an invaluable aid to driving.
In conclusion, the new RSV4 R APRC confirmed to be a super-class, refined technique with a budget that has as unique in the suspension Sachs a little ‘too compliant for a bike that still is to a figure which itself is above the four-cylinder rivals.
In other words … you have got to put in budget spending of 18,000 euros for a supercar, it might be worth making a few more installments, just get the Factory version.
Source motodesign
Kymco Venox Review
Here in the U.S., land of free choice, do not really have much choice when it comes to cheap small cruisers. Honda makes their 250 Rebel, and has a price of only $ 3,099. We tested here in 1996, and it has actually decreased in price since then. It basically unchanged since 1985. It a reliable, lightweight motorcycle, but is slow and wobbly and ridiculously tiny. If you are so small that it could be a good choice, but I would stay away from potential riders.
Yamaha also offers the 250, this is a true V-Twin called the Virago. ("Virago" is a tough, angry woman, so I do not know who is calling and why ..) When the air-cooled V-twin engine and modern (then) design, we drove - and happy - Yamaha 1997.But a wheel is still very small price is $ 3499, and although it is faster than the Rebel, not really blow away: Taming of the Rebel does not ("strange, does not seem shrewish") Virago takes a little over 18 HP to the pavement.
Suzuki also builds a 250cc cruiser, the GZ250. MO has not tested this bike, but it seems a little bigger and heavier than the Rebel and Virago despite the fact that sports just a single cylinder, instead of a twin. It is also priced around $ 3,000 to $ 3,199 mark.
Enter The Dragon. Since 2003, Kwang Yang Motors, Ltd., Taiwan has offered American buyers their Venox 250 cruiser as an alternative to small Japanese cruisers. But the Chinese may be, their bad reputation for bringing affordable quality imitations of Japan to win tenders with the machine more expensive? How does the Kymco cruiser is suitable for use in America?
Kymco is a large motorcycle company located in Taiwan. Since 1963 they have been building and exporting motorcycles and scooters worldwide. Over the last four years they have been selling scooters and motorcycles in the United States.
Unlike the myriad of importers bringing in millions of non-Chinese name scooters and motorcycles to sell on eBay and lawnmower shops across the nation, is Kymcos products and customers seriously, with a network of authorized distributors, the support parts, and a two-year warranty. They did not try to compete by discounting; Kymco scooters are priced the same as their Japanese and European competitors.
The Venox Kymco motorcycle is to offer the U.S. market and is also the largest motorcycle they make worldwide. It uses a very modern, liquid-cooled, dual overhead cam eight-valve engine with a square bore and stroke 58 mm x 47.2. With 11.5:1 compression, makes Venox motor 28 HP: much more than the Japanese 250cc cruisers do.
-Cylinder 247cc motor is hung on a steel tube frame reminiscent of the late 80s Honda Magna, a perfect staggered mufflers, solid disc rear wheel. It looks like the Asian market Honda Magna 250, but a careful examination reveals significant differences: the Honda engine is above the lighter square, with a wheelbase shorter. The fuel tank is below. It can Kymco makes the Magna for Honda, which does not allow you to build a set of components and the entire motorcycle Japanese companies, but Venox is a product designed and built Kymco.
In fact, Kymco hired German firm Naumann design the shape and style of this small car, explaining its European sophisticated look. Naumann also designed the elegant MZ 1000S and Honda projects and Audi. It is a bold step for a density and a commitment to producing advanced products. Do not be resigned to producing cheap copies of existing motorcycles and scooters.
The style is so surprising that people standing in the street and traffic lights, demanding to know who makes this distinctive-looking machine. Kymco adds to the confusion by leaving the logos on the bike for most. The tank is undecorated, and there is one and easy to remove "Kymco" decal on the front triple clamp for fans to know who made the bike. That would be fun to tell people its a prototype mini V-Rod, but the Harley people have spies everywhere, so I tell the truth.
When examined closely, this bike is world class in terms of build quality and fit and finish. Everything is set up as well. The controls, levers and switches work well and are strong. The pods are shaped and polished without metal. No squeaks or rattles, and everything works as it should, without the shameful parts, and components do not match a rider can be found in some Chinese brands. Now that is a V-Rod!
In terms of features and other details, Venox is fairly rudimentary. There is a light beam, but the clock. You get the passenger foot pegs and a support strap, but no tachometer. There is a counter, but no temperature gauge, but only one signal lamp at high temperatures. The key is nice, with a Kymco logo and "Venox" printed on it. The Venox has all the features you need or expect of a small cruise.
It is an ugly little with the long, skinny frame down tubes, and exposed in front of the radiator, but a big fork and a slick chrome tank surrounds the balance that out. Shock chrome, and Fat Boy-style solid rear wheel to return at the end of the muscle, the muscular appearance. The seat is low, 27.5, "said saddle height, but may not be low enough for a very short riders. Reseller relationships are easy to shave the sides of the seat down to facilitate micro drivers to get their small feet on the ground.
The brakes are another nice surprise. Although only a single front disc is a twin-piston caliper with a brake pressure steel braided. Hes feeling very nice to him and slows the bike as much as you want. The rear drum is cheaper, which took some trampled to lock. This may be due to fat and Maxxis tires stick with a classic 150-section in the back as a mid-size cruiser.
Jumping aboard, the driver is greeted with a seating support plane and the pilot pin and controls that are in front of the pilot, but so far they are sitting feel strange or uncomfortable. After playing "Wheres the fire?" For a moment, you can change the button and fire the little V-twin.
This bike comes to life with great clamor career certainly not run-of-the-mill 250cc cruiser motor! I asked Curtis Fisher, co-owner of Mid-America Power Sports as well as the Kansas City area Kymco dealer, why cycling is so strong. He said he had taken "four rivets in the calm eye, pull [ed] in the chicanes, [and] cut 2 inches off the deck." Modification of any net increase in power, but come alive with the sound and is essentially free, apart from the cost of the rivets. You can hear in the video clip. A balance of Venox is very quiet.
The cruiser was definitely feels bigger than a 250 cruiser usually. It has a large weight and a quality, solid feel to it. The brake and clutch are not adjustable: not so good for small hands. And 418.5 pounds * Dry weight is claimed a good deal heavier than the competition too.
But if I may a little editorial here, I do not think should be the first motorcycle a moped pen. I think a motorcyclist should be properly trained before she bought her first bike. I have seen many 200-pound scooters wrecked with less than 500 miles on them. Just having a light bike is not an excuse to start riding without training and with proper training of a 400-pound motorcycle should not feel overwhelming.
Even with all that weight, 28HP motor pulls the bike Venox has a stop very well, no problems with the clutch and smooth power delivery and progressive. The gearbox works well, and the city speeds, the brakes are more than adequate, with a good impression on the lever forward and dive at least the beefy front forks. The two shocks in the back looked very good in their chrome covers but have little travel and little damping. They help provide the experience of large cruise through the transmission of jabs to the riders rump and kidneys.
Now we get onto the freeway where I want to answer the question of potential buyers want to know: this thing has enough power to safely monitor the traffic? She is my wife end up in Winnebago hood ornament if I have one of these things himself? Well, fear not, because I liked the gas on I-435 until the small wheel to speed up, trying to keep Curtis on his MZ 1000S, which he did not ride with the flow of traffic. Well, not the flow of traffic in Kansas City. The flow of traffic in Los Angeles, yes.
250 has continued to grow past 90 MPH (indicated) on flat ground, and looked like it would go if I had enough space, re-baffled exhausts making a very cool micro-Ducati sound behind me as the engine approached the 10000 - rpm rev limit. Twenty-eight power is what makes the Ninja 250, and are good for about 100 MPH. Of course, they weigh about 80 pounds less, so shave 10 MPH off of this, and expect to reach that speed much slower than the Ninja with friends. Those of you, more than 180 pounds can have a different experience, of course!
At high speeds, it feels very stable Venox. The solid rear wheels do not seem affected by crosswind. Freeway cruising is for when some small engines hard work, vibration can quickly turn a trip to a chore. The Venox is certainly hard work, but he takes it in stride with Jack Lalanne-like stoicism. The vibrations are there, but it is not offensive. Protection against wind, of course, minimal, but the positive attitude does not put the driver in play mode, so windblast is manageable.
However, this bike is about cruising speed of no more road works, so how do you cross? In a winding road, this bike does not really shine. The Venox likes to ride as any small displacement motorcycles, the engine of Sorrows, near the rev limiter, keeping corner speeds up. Ground clearance is acceptable for a cruise, at least as good or better than the Suzuki Boulevard M50, Honda VTX1800, or other cruisers Ive ridden recently.
One of the best features of the Venox is that looks and feels like a much bigger bike. The long wheelbase, chassis, wide handlebars, solid and decent brakes and suspension are in addition to a fun ride. It lacks the fluttery feeling, light tomboy, or Rebel in volume and longer wheelbase. Do not allow the chassis or the wheel or fork flex as you would on some cruises, and not enough ground clearance so you can throw in enough depth if you want to.I knoow owners Venox potential may not have the representation track for the first time in the lists of important features, but its good to have a bike to feel safe and confident in all types of driving situations.
At the end of my test circuit of 80 miles, which had chased Curtis and local twisty roads, walked many miles from the interstate, and ridden through the streets with potholes, bumps in Kansas City. I never felt the bike bit sloppy in a practical way in the city or on twisty roads, though personally I like a lot more power on the road. But judging how to drive in most regions of the country, 80 MPH is fine, and light weight, good handling, versatile little bike all you need. With a two-year warranty (which Curtis maintains he never made a claim Venox) and a lower price $ 3999 of income, Venox is an incredible value, both as the cycle of a lot of us would ever need or want.
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Kymco Venox
Suzuki also builds a 250cc cruiser, the GZ250. MO has not tested this bike, but it seems a little bigger and heavier than the Rebel and Virago despite the fact that sports just a single cylinder, instead of a twin. It is also priced around $ 3,000 to $ 3,199 mark.
Kymco Venox
Kymco is a large motorcycle company located in Taiwan. Since 1963 they have been building and exporting motorcycles and scooters worldwide. Over the last four years they have been selling scooters and motorcycles in the United States.
Kymco Venox
The Venox Kymco motorcycle is to offer the U.S. market and is also the largest motorcycle they make worldwide. It uses a very modern, liquid-cooled, dual overhead cam eight-valve engine with a square bore and stroke 58 mm x 47.2. With 11.5:1 compression, makes Venox motor 28 HP: much more than the Japanese 250cc cruisers do.
Kymco Venox
In fact, Kymco hired German firm Naumann design the shape and style of this small car, explaining its European sophisticated look. Naumann also designed the elegant MZ 1000S and Honda projects and Audi. It is a bold step for a density and a commitment to producing advanced products. Do not be resigned to producing cheap copies of existing motorcycles and scooters.
Kymco Venox
When examined closely, this bike is world class in terms of build quality and fit and finish. Everything is set up as well. The controls, levers and switches work well and are strong. The pods are shaped and polished without metal. No squeaks or rattles, and everything works as it should, without the shameful parts, and components do not match a rider can be found in some Chinese brands. Now that is a V-Rod!
Kymco Venox
It is an ugly little with the long, skinny frame down tubes, and exposed in front of the radiator, but a big fork and a slick chrome tank surrounds the balance that out. Shock chrome, and Fat Boy-style solid rear wheel to return at the end of the muscle, the muscular appearance. The seat is low, 27.5, "said saddle height, but may not be low enough for a very short riders. Reseller relationships are easy to shave the sides of the seat down to facilitate micro drivers to get their small feet on the ground.
The brakes are another nice surprise. Although only a single front disc is a twin-piston caliper with a brake pressure steel braided. Hes feeling very nice to him and slows the bike as much as you want. The rear drum is cheaper, which took some trampled to lock. This may be due to fat and Maxxis tires stick with a classic 150-section in the back as a mid-size cruiser.
Kymco Venox
This bike comes to life with great clamor career certainly not run-of-the-mill 250cc cruiser motor! I asked Curtis Fisher, co-owner of Mid-America Power Sports as well as the Kansas City area Kymco dealer, why cycling is so strong. He said he had taken "four rivets in the calm eye, pull [ed] in the chicanes, [and] cut 2 inches off the deck." Modification of any net increase in power, but come alive with the sound and is essentially free, apart from the cost of the rivets. You can hear in the video clip. A balance of Venox is very quiet.
Kymco Venox
But if I may a little editorial here, I do not think should be the first motorcycle a moped pen. I think a motorcyclist should be properly trained before she bought her first bike. I have seen many 200-pound scooters wrecked with less than 500 miles on them. Just having a light bike is not an excuse to start riding without training and with proper training of a 400-pound motorcycle should not feel overwhelming.
Even with all that weight, 28HP motor pulls the bike Venox has a stop very well, no problems with the clutch and smooth power delivery and progressive. The gearbox works well, and the city speeds, the brakes are more than adequate, with a good impression on the lever forward and dive at least the beefy front forks. The two shocks in the back looked very good in their chrome covers but have little travel and little damping. They help provide the experience of large cruise through the transmission of jabs to the riders rump and kidneys.
Kymco Venox
250 has continued to grow past 90 MPH (indicated) on flat ground, and looked like it would go if I had enough space, re-baffled exhausts making a very cool micro-Ducati sound behind me as the engine approached the 10000 - rpm rev limit. Twenty-eight power is what makes the Ninja 250, and are good for about 100 MPH. Of course, they weigh about 80 pounds less, so shave 10 MPH off of this, and expect to reach that speed much slower than the Ninja with friends. Those of you, more than 180 pounds can have a different experience, of course!
At high speeds, it feels very stable Venox. The solid rear wheels do not seem affected by crosswind. Freeway cruising is for when some small engines hard work, vibration can quickly turn a trip to a chore. The Venox is certainly hard work, but he takes it in stride with Jack Lalanne-like stoicism. The vibrations are there, but it is not offensive. Protection against wind, of course, minimal, but the positive attitude does not put the driver in play mode, so windblast is manageable.
Kymco Venox
One of the best features of the Venox is that looks and feels like a much bigger bike. The long wheelbase, chassis, wide handlebars, solid and decent brakes and suspension are in addition to a fun ride. It lacks the fluttery feeling, light tomboy, or Rebel in volume and longer wheelbase. Do not allow the chassis or the wheel or fork flex as you would on some cruises, and not enough ground clearance so you can throw in enough depth if you want to.I knoow owners Venox potential may not have the representation track for the first time in the lists of important features, but its good to have a bike to feel safe and confident in all types of driving situations.
At the end of my test circuit of 80 miles, which had chased Curtis and local twisty roads, walked many miles from the interstate, and ridden through the streets with potholes, bumps in Kansas City. I never felt the bike bit sloppy in a practical way in the city or on twisty roads, though personally I like a lot more power on the road. But judging how to drive in most regions of the country, 80 MPH is fine, and light weight, good handling, versatile little bike all you need. With a two-year warranty (which Curtis maintains he never made a claim Venox) and a lower price $ 3999 of income, Venox is an incredible value, both as the cycle of a lot of us would ever need or want.
Saturday, September 21, 2013
Key Performance Indicators Suzuki RM Z250 2013
Key Performance Indicators Suzuki RM-Z250 2013
Chassis
Overall Length 2170 mm (85.4 in)
Overall Width 830 mm (32.7 in)
Overall Height 1270 mm (50.0 in)
Wheelbase 1475 mm (58.1 in)
Ground Clearance 345 mm (13.6 in)
Seat Height 955 mm (37.6 in)
Curb Weight 106.5 kg (235 lbs)
Transmission 5-speed constant mesh
Final Drive Chain, DID520DMA4, 114 links
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Brakes Front Disc brake
Brakes Rear Disc brake
Tires Front 80/100-21 51M, tube type
Tires Rear 100/90-19 57M, tube type
Fuel Tank Capacity 6.5 L (1.7 US gallons)
Color Champion Yellow
Overall Length 2170 mm (85.4 in)
Overall Width 830 mm (32.7 in)
Overall Height 1270 mm (50.0 in)
Wheelbase 1475 mm (58.1 in)
Ground Clearance 345 mm (13.6 in)
Seat Height 955 mm (37.6 in)
Curb Weight 106.5 kg (235 lbs)
Transmission 5-speed constant mesh
Final Drive Chain, DID520DMA4, 114 links
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Brakes Front Disc brake
Brakes Rear Disc brake
Tires Front 80/100-21 51M, tube type
Tires Rear 100/90-19 57M, tube type
Fuel Tank Capacity 6.5 L (1.7 US gallons)
Color Champion Yellow
Engine
Engine 249cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Bore Stroke 77.0mm (3.0 in) x 53.6mm (2.1 in)
Compression Ratio 13.5:1
Fuel System Fuel Injection
Starter Primary kick
Lubrication Semi-dry sump
Ignition Electronic ignition (CDI)
Engine 249cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Bore Stroke 77.0mm (3.0 in) x 53.6mm (2.1 in)
Compression Ratio 13.5:1
Fuel System Fuel Injection
Starter Primary kick
Lubrication Semi-dry sump
Ignition Electronic ignition (CDI)
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