Duel Three Cylinder Bike, Yamaha MT-09 VS Triumph Street Triple

The best handle of three cylinder Yamaha MT-09 and Triumph Street Triple19. The three-cylinder engines are the flavor of the month among compact cars you already know. Kia Picanto, Hyundai HB20, VW Bluemotion Fox, VW up !, Ford Ka and now Nissan March out there showing the rationality of its use in place of the four-cylinder 1 liter, with benefits especially in fuel consumption. Already in the tricilíndricos bikes have another goal: to unite the torque at low flat-twin of the explosion and smoothness of the "four rings" at high speeds. And when it comes to bike 3-cylinder, the English Triumph is giving the cards. Almost every line of the mark using this type of thruster setting, either with 675 cc, 800 cc, 1050 cc or 1200 cc.

Duel Yamaha MT-09 VS Triumph Street Triple

What is good usually do school and, like much of the HB20 rivals ran behind his three cylinders engine, Triumph begin to see the emergence of rivals with the same recipe. One comes from the Yamaha, which after a long period of hibernation is strong betting on the Brazilian market. This is the MT-09 motorcycle that unites the concepts of naked biker and debuted with a 850 motor, of course, three-cylinder, in addition to coming up with a relationship "cost-fun" of the best. Let's see: Speaking of fun "affordable" with three cylinders leads us directly to the Triumph Street Triple, which has won the nakeds lovers with its cycling accurate, nervous engine and fight price. Add MT-09 and Street Triple was then issue agenda!

Glancing, they are similar. Compact, they are almost devoid of fairing (hence the name naked or naked) and have virtually individual banks, advanced handlebars, suspension forks with inverted front and healed brake discs (double on the front). Both also use aluminum frame and rims 17 "with 120/70 tires worn on the front and 180/55 at the rear. Yamaha was launched in three colors, which is orange with golden sticks the most radical (there is also gray and purple), while the Street Triple has this bright blue as an alternative to black, white or green. But do not be fooled by appearances.

When mounting, they have begun to show different personalities. While the Street is a traditional naked, with more sporting footprint, TM offers a more relaxed riding position. Yamaha has less advanced handlebars and more open, and pedals lower and less indented. In Triumph you get the most inclined back and legs further back in attack position. Advantage of MT is that the bank "up" a bit by the tank, avoiding the famous "clash of eggs," which happens on the street when strong brake up front or falls in a hole.

In motion, the comfort of MT is evident. In addition to the position that less fatiguing, the front suspension is more soft than the rival, showing his side biker. While the Yamaha absorbs pretty bad and even some holes floors, Triumph beats drought and transfers the impact to the handlebars - witness that TM has course of 137 mm at the front, against only 110 Street. The rear suspension they are more similar, with a course just a little higher in the MT 130 mm compared to 124.5 mm.

Both excite the pilot even in the city. Narrow, full of energy and very light with its aluminum chassis (183 kg in the Street and 191 kg in the MT-09), they accelerate very fast and will resume speed, even at high speed. Yamaha makes it worth its higher cubic capacity, delivering 115 hp and stocky 8.9 Nm of torque, and also has an electronic accelerator that can leave the harsh and answers - the way A. Have the Street requires a little more acceleration in outputs, as its torque motor 675 cc is lower than 6.1 Nm, and the power idem with 85 cv. Remember that in Europe the Street has 106 hp and 6.9 Nm, but here she had to be tamed by passing noise issues (in the words of Triumph).

Accelerating stronger Street by surprise walk almost at the same pace. This is because the Triumph has more short term relationship, to make the most ready answers in resumed. Winding the "cable", however, the MT-09 addresses the stop at motorzão and jumps in front - in fact, with the front wanting to take off. Both also instigate the bulk snoring at high spins, quite different from "hiii" softly downwards - as to be uncomfortable in the Street. But the thing here is to turn high, with the maximum power being delivered to 10,000 rpm and 11,200 rpm at Yamaha in Triumph. Then take a hand mercilessly!

Versatility is the name of game for MT, and this is clear in the hit softer suspension, the "relax" and throttle. In the nervous mode A, you can opt for Standard intermediary or the tranquil B, the best for the city. In dealing day-to-day, you come home more tired with the Street Triple. Besides being hard, it just steers and the bank has less foam. On the road, the Yamaha engine also proved softer at high spins, although the Triumph is also well "smooth". Handling are not welcome in either, but at least the bank Yamaha is a little wider. Even so, the seat is uncomfortable and no handles to hold.

A limitation of the TM is the small fuel tank: with only 14 liters and an average consumption of 16.7 km / l during our evaluation, Yamaha delivery autonomy of just over 230 km. The Street Triple lets you enjoy longer, because besides the best consumption of 17.8 km / l, it still has a tank of greater capacity, with 17.4 liters - enough for more than 300 km of autonomy .

The harsher temperament Triumph is right to paint the corners. She has to face more "preached" that rival and, in ripples, following in the path easier. In addition, your brakes with flexible coated steel mesh respond faster to the pilot of the command - not to mention the most tended front discs. Yamaha also loves a winding saw and conveys confidence at high speeds, but you should adjust the rear suspension for more cargo. The soft front that appeals in the city leaves the front sink a little more on braking. And in asphalt amendments it takes a little more work than the Street to maintain the desired trajectory. The brakes are strong and give the job done, although they are not as "ready" as the rival. Finally, the analog tachometer Triple offers better viewing the digital MT (in fact, the panel as a whole).

Both are very well served tires (Bridgestone and Pirelli MT in the street), with plenty of grip to throw at ease when cornering. Both are also equipped with ABS brakes as standard, but only in the Triumph feature can be turned off - if the pilot wants "full control" in a closed track. In fact, the limit of which is more in the driver's skill and experience than the bike itself. The lightness of the set makes your body feel like part of the bike, greatly easing the turns in both cases. MT has the slightest front to turn, which perhaps makes it easier to play for those coming from smaller bikes. Already more accustomed to sports bikes will feel more "at home" with the firmness of the Street.

Then we have a beautiful pair of "naked" with the MT-09 highlighting the motor and versatility: it runs into everyday use, end-of-week trips and even track days. On the other hand, the Street Triple is more focused on sportiness, having a smaller square (but true). Finally, two representatives of the current "fashion" 3-cylinder that, like cars, should virtually nothing to the four cylinders. And with good price advantage over tetra nakeds: the MT-09 is priced starting at US $ 35,900 and the Street Triple leaves for US $ 32,990.

Fact Sheets Specs:

Yamaha MT-09

Motor: Three cylinders in line, 12-valve, 847 cm3, electronic fuel injection, gasoline, liquid cooling; Power: 115 hp at 10,000 rpm; Torque: 8.9 Nm at 8,500 rpm; Transmission: six-speed exchange, chain drive; Table: type Diamond, of aluminum; Suspension: inverted forks on the front (137 mm stroke) and balance monocushioned linked at the rear (130 mm stroke); Brakes: Dual disc on the front (298 mm) and single disc at the rear (245 mm), with ABS; Tires: 120/70 R17 front and 180/55 R17 at the rear; Weight: 191 kg; Capacity: 14 liters tank; Dimensions: length 2075 mm, width 815 mm, height 1135 mm, 815 mm seat height, wheelbase 1,440 mm

Triumph Street Triple 675

Motor: Three cylinders in line, 12-valve, 675 cm3, electronic fuel injection, gasoline, liquid cooling; Power: 85.1 hp at 11,200 rpm; Torque: 6.1 Nm at 8,300 rpm; Transmission: six-speed exchange, chain drive; Table: Front with aluminum profile and dual beam rear with two castings under high pressure; Suspension: inverted forks on the front (110 mm stroke) and adjustable monoshock at the rear (124.5 mm stroke); Brakes: Dual floating front discs (310 mm) and single disc at the rear (220 mm), with ABS; Tires: 120/70 R17 front and 180/55 R17 at the rear; Weight: 183 kg; Capacity: 17.4 liters tank; Dimensions: length 2055 mm, width 740 mm, height 1060 mm, 800 mm seat height, wheelbase 1,410 mm.

By Daniel Messederm, Photos Rafael Munhoz from carplace.uol.com.br

BMW R 1200 R, Super Sporty Bike

BMW R 1200 R: The end of the arbitrariness with water boxer and slim frame roadster driving in a sporting future. It had to be done. The Boxer roadster is a certain sense, the nucleus of BMW's motorcycle history, the nucleus around which has accumulated a wide range of different approaches to the two-wheeler over the years. And nevertheless, the popularity of the model fell so resistant. Yes last year, not only the GS and the RT type, but even the super sporty S 1000 RR and the nostalgic R NINET sold better than the traditional roadster.

Time to make a fresh start. Just the R NINET now makes it possible that this change could turn out very radically. Those who want classic traditional and down to the wire wheels can now anyway to pick up the last air-cooled counterpart. New roadster was, but however sinewy and muscular, and thus as sporty as never before for BMW bike.

Water-Cooled Power

The technical basis consists firstly of the water boxer, then as we know it came from the GS Adventure.So with a little more balance mass as in the first version of the GS. With 125 hp and 125 Nm of torque and excellent running smoothness he makes the naked bike fleet legs. On the other hand for the base frame and chassis were almost completely redesigned. But in contrast to previous models, the designers and engineers did not have time for reasons of cost using the framework of the large GS and RT, but allowed the compact naked bike tailor a slimmer frame; thus, the Roadster looks much more delicate.

BMW R 1200 R, Super Sporty Bike

In addition, the bike was again missed a conventional front wheel for the first time in 20 years. The massive upside-down fork on the model, the S 1000 RR looks sporty, creates space for the centrally placed water cooler, which operates in now tougher environment for increased precision and improved driver feedback. All the promises are redeemed at the first test runs without compromising - at least in configuration with aufpreispflichtigem, electronic chassis (Dynamic ESA), with which all test bikes were equipped. On the basis of a fundamental tone streamline the R 1200 R dominates all dynamic virtues of Quicken relent until stability when cornering at speed and nimble at motorway cruising.

Even in hard delaying the R 1200 R remains stoic, wherein the electronic suspension in this case, the damping front was turning hard to compensate for brake dive. The brakes themselves work with even larger discs, radially mounted four-piston calipers and semi-integrated ABS outstanding. Also standard are at prices starting at 15,400 euros, the base-ASC traction control and the two driving modes Rain and Road. As with BMW usual you get an extra charge more driving modes and the sensitive responsive traction control DTC. Another phrase to fear the brushed sportier R 1200 R could acclaimed all-round qualities of its predecessor dilute: This is not the case. The seating position is further relaxed, the passenger finds a homelike place. And with many parts of the accessories you can mint each favored thrusts on.

 BMW R 1200 R, Super Sporty Bike

She has always been considered a universal genius: the RS with boxer engine. After years of absence, the legendary symbol now returns. The base is of course the Roadster, the differences are to be found not only in the fairing and the disc: The suspension geometry has been slightly modified to provide more stability at high travel speeds. The disc itself is screw-in two basic positions and adjustable in everyday life by hand in two other positions; the divided halves handlebars made of fine, forged aluminum provides a slightly different posture of the driver. Comparatively small, the extra weight falls out through the mask: Only five kilos between R and RS. As with the two style Roadster variants are also available at the Sports Tourer, in contrast to the naked bike eliminates the plain colored base model. Moderate is the charge on the Roadster: Prices start including ABS, ASC and two driving modes (Rain, Road) at 16,150 euros.

Image by; motorcyclespecs.coza, also source and image from kurier.at

Duel Honda CBR650F vs Kawasaki ER-6F

Duel Honda CBR650F vs Kawasaki ER-6F. Two Japanesse giant motor manufacture is fighting, There are running: two 650s from the Far East. The Honda CBR650F with inline four-cylinder Kawasaki ER-6f series Twin. At first glance, may not be evident, but now both go as entry-mopeds by. Both know how to inspire and advanced - each in their own way. Honda CBR650F performs under the name Super athletes. In our view, the CBR them quite a bit away. Sports tourer with emphasis on sport meets the matter somewhat more. Kawasaki speaks of super athletes and sportsmen. From the perspective of the Greens ER-6f is the latter. Again, we depend generous off the label Sports Tourer. The Honda is closer to the sport than the Kawa at first glance. At the fork stub mounted and installed at the rear footpegs are purebred sociality-quencher. The seating position is, however, much more relaxed than expected. Of course you lean to the handlebars forward, the footrests are positioned slightly further back. But overall sporty and relaxed. More relaxed, it goes up to the ER-6f. The handlebar is naturally higher mounted footpegs are ahead. Just a bit more relaxed and noticeably more compact in size. 

In general, the CBR650F as more motorbike and a piece acts valent. The spindly, matt black handlebar Kawasaki sees cheaper than the massive crown of Honda. This is continued in the instruments. The Honda wide cockpit, the kava with a narrow central instrument. Gives himself in the function nix, the perception tends but at CBR. The list can be continued arbitrary: if swingarm, footpegs, manifolds and exhaust. The Kawasaki acts functional, Honda dibasic. Really amazing that both is exactly similar weight: 211 kilos fully fueled. Here one would have expected a clear predominance on the part of Honda. It has wound up in price. 8.290 Euro demands of the Honda dealer. The colleague calls for the ER-6f only 6,895 euros, almost 1,400 euros less. Where the stick we have already explained.

The differences are in the drive on. The ER6-f is known to be very good standing in the chuck series Twin 649 cubic and very lively 72 horses. Honda distributed as many cubic on 4 cylinders in line. The peak power is considerably higher at 87, but the Honda and 2,500 more turns more need for it in comparison to the Kawa. Which comes from 8,500 rpm, the Honda cracks with 11,000 loose the five-figure range. And here lies the big difference: the ER6-f has noticeably more power at low speeds, occurs in everyday life considerably more agile. Honda has indeed been eliminated from the CBR650F favor more NM at low speeds at peak performance, the predecessor CBR600F had at least 19 more horses. With the ER-6 they can not keep still. Only from 5,500 rpm to sequentially four felt coals after, catching up on the Kawa shortly thereafter to pull over. Who now believes the CBR sniffs the Kawa just so on, must be disappointed tart. On narrow and winding roads strong starting count just over revving. So ultimately a stalemate. Only on a long straight line, the Honda unscrew the corridors and the ER-6 behind. However, depend not. Common to both is the rather expansive nature of the mechanism. Vibrations are here because as a topic unpleasant but at no. The switch boxes work just as well gleichweg.

Honda CBR650F

Enough theory, off we go to the home track. The Kawa loved the first meter. Sympathetic muttering, bustling, lively - simply gorgeous. Correct the cuddly little one. Sympathy bonus from the first meter. He makes life easy but also terrible. In heavy rush hour traffic it incredibly easy to meander through the sheet metal madness, upright posture always ensures the necessary views for the necessary foresight. And behind the sign, the ER-6f plays the card handling times from so right. Extremely handy ultra-light steering behavior it falls from a slope to the next. Quite simply and without being nervous or shaky. The starter is pleased with so much kindness, the advanced on the lookout for the next big bike for pleasure circuits to drive it. The chassis puts it away a lot, with a lively sometime the term comes to mind here. For the Kawasaki is simply too weak attenuated. In case of strong acceleration and braking maneuvers the spring work finally begins to pump. Not dangerous, but still disturbing.

Kawasaki ER-6F

The Honda is by no means complicated motorbike, but the open-minded nature of the ER-6 does not. He is distant and reserved. In the city the sportier riding position calls her attribute, followed by the CBR650F somewhat stiffly Kawasaki. Sits down beyond the city limits, this continued for the time being. The Honda goes wonderfully simple, against the weasel named ER-6f he has to handle compared chance. BUT: in terms of stability and precision it is a whole class about the Kawa. The CBR650F is very stable and firmly on the road, draws a precise and pulls the chosen line as the cord is pulled down. The flat handlebars conveys a more direct feel for the front wheel and provides better feedback. 

Honda CBR650F

The spring elements are more subdued and provide noticeably more road contact. The comfort is not short. In conjunction with the overall relaxed sitting position everyone's got immediately with the CBR. Also, because the Honda saves a bitchy. If the selected gear too big, but he pulls slowly through without stuttering or other discomforts. Is not really the chosen line, it follows obediently the necessary correction. However, the more experienced rider just have fun with it, because there where the ER-6f waves the white flag, the CBR650F turns it up after. If you want the Honda blame something, then their total something staid appearance. Everything works great, is almost perfect. However, one misses the kumpeligen the character conveys the Kawasaki.

Kawasaki ER-6F

The better motorcycle in comparison is clearly the Honda CBR650F. Is valent, is rich on the road and simply offers more motorcycle. The spaßigere mill, but the Kawasaki ER-6f. This has the better passage is handy as a folding bike and has just the more engaging character. For this purpose, it is even cheaper. If we draw a comparison to tin cans times World: Golf Cabrio is useful, a beetle convertible is cool. Fun doing both eventually.

Text & Pictures by: Matthias Hirsch from source bikerszene.de

Triumph Tiger Explorer, The Endurance Test

Triumph Tiger Explorer, The Endurance Test. A total of 9 months, the Triumph Tiger Explorer has spent in our editorial. Has unwound over 16,000 kilometers in time and won so many hearts. Has his native air on the Isle of Man sniffed to abgeschubbert the tabs in the Dolomites, survived Enduro training and even brought a gravel Marathon over the Alps behind. And has never let us in spite of one or another ground contact in the lurch. In general, the Tiger Explorer has caused a lot of fun. Despite its massive appearance and even bulkier weight. The Drilling provides thrust in all positions expressed in the basement and cheers at high speeds. And once in motion tumbles a variety of existing pounds as if by magic. 259 kilos expresses the triumph on the scale, mind you without cases. At the latest when replacing the muffler one knows why. Heavy Metal is more on that later. Shunting is anything but a pleasure from the saddle really sweaty. If the Tiger Explorer then once on the page, it is really uncomfortable.

Our test model is equipped with the original luggage. Triumph typical While this is firmly connected to the motorcycle, but leaves the assembly some play between the suitcases. This is also very high speeds. Lies beyond the recommended speed the tiger as a board. All drivers praised the high overall comfort. You sit very comfortable, the knee angle is very relaxed. A certain body size is an advantage, however, otherwise it could lead to problems in the state. Sporty driving the pegs grind quite early, here we had more ground clearance expected.

The original seat is in two parts and has a height-adjustable driver's seat. For this purpose, only the fixation rods must be changed. The seat is padded quite tight, yet provides good comfort. We have tested over the test period 2 Accessories Models. It started with a Baehr seat. That comes with gel insert, schnuckeligem Tiger Explorer lettering and smooth leather with all necessary mounting parts therefore. Unfortunately, they fit so not for Tiger. The rods are positioned incorrectly, to the end with rubber stoppers that are much too large for the recordings. So screwed the original holder and it fits better. But not really great. The driver's seat holds too much distance from the tank, just will not slide all the way forward. The seat comfort is very good for it. The gel insert flatters driver and front passenger, guarantees comfortable seats on long journeys. The leather is, however, slippery and sweaty on hot days.

Much better we liked from the house of the Touratech comfort seat. The principle is attached to the holder of the original series Bank and fits like a glove. The padding is a little softer than the series, but tight enough to sit not. On the contrary, over long distances, you learn to appreciate the Touratech-part. Man sitting is not fixed in the truest sense of the word. The seat core is very flexible and adapts to the buttocks very well. The "Breathable" attribute can be felt on hot days at the latest. While on the Baehr variant their trousers wet-sitting, with the Touratech comfort seat everything stays dry. A small drawback, however, there also. The cover is quite sensitive to dirt and it is difficult to get rid of dirt and dust.

Tiger Explorer BOS silencer

The large, heavy pot, we exchanged the original 2-GP muffler, stainless steel blasted against a BOS. The installation is easy and can operate for each of the bolts and nuts to do. The effect is a whopping pound diet in the first step. The BOS muffler is fat 5 kilos lighter than the original. On the power development in daily operation, no difference is observed. The sound is slightly more bass at high speeds hisses the Tiger with the BOS installation but clearly audible. The GP-2 from a ruckus bag is, however, a far cry. Even with the supplied Race DB-Killer (we are of course never driven on public roads) sounds like the triumph still Neighbourhood compliant.

Luggage and protection at the Tiger Explorer

For daily needs, we decided for a tank bag Givi. For the Tiger Explorer, there is the XS308 Tanklock who has the necessary form for big bikes and fixed by Givi own lock system with a permanently mounted ring around the fuel tank filler neck on the motorcycle. Without tankbag the ring looks a bit weird, but the luggage can actually easily attach and remove. Similar systems are somewhat more complicated to use. The Givi XS308 has a volume of 20 liters and is proving to be extremely flexible. The cover map pocket is integrated, side exterior pockets are secured with Velcro and can be worn separately as a lumbar pack. Water drops we had no complaining, no later than the harsh fluorescent raincover cared for dry interior.

In the event of a fall, we equip most of the time testers with crash bars. In the case of Tiger Explorer, we resorted to engine guard back in black from Hepco & Becker. The installation is quite clear, but you should take a close look at the instructions. The cane fits quite neatly into the vehicle design and emphasizes the adventure look. However, much more importantly, the protective effect. We were in the off-road use with the tiger certainly very grateful because one or the other of falls was just no avoiding it. The Hepco-Becker-strap did a great job and spared the tigers and more our wallet. Expensive parts like radiator, side panels, tank and engine were so completely unscathed.

Tires Tiger Explorer

The original equipment Metzeler Tourance Next is a very good all-rounder. Real plus is the good grip in the wet, in the everyday life of the tire is overall unremarkable. On the R1200GS of Tourance Next we like better. On the Tiger Explorer, he worked in the handling and steering response a bit sluggish. For the first big tour we went to the Dolomites, so we have brought Italian tire. The Scorpion Trail was closer to home then also what is in it. Very good Trockengripp, precise steering response and noticeably improved handling made the Tiger Explorer Kurvenfresserin. Light smears have to make it wet and wear. However, for us the Scorpion Trail is fun recommendation for us. Between Metzeler, Pirelli and the ContiTrailAttack2 placed. When wet, it was better than the Pirelli, though it does not close in on the Metzeler. Therefore, it feels more manageable and more precise than this without so to reach all the way to the Pirelli. However, for us the all-recommendation for the Tiger Explorer.

For the off-road tour across the Alps, of course, was only slightly grobstolliges in question. The choice fell on the Metzeler Karoo 3. He had no easy task, weight and performance make high demands on the gums. The Karoo mastered most of them with flying colors. Whether loose ground or coarse gravel and tire provided good traction. When problems arose, then stop because the laws of physics can not put tires in the world except force. The Tiger is just only suitable for beyond paved roads, but more than one thinks! After 3,500 miles, however, was final and not much left of the galleries of the Karoo.

Windshield and indicators for the Tiger Explorer

Whether designers stock turn signals on a motorcycle is a job which allows you to specify? Rather not. Not even in the case of the Tiger Explorer. If needed, you can announce to series production parts also on a 40-ton truck to change direction. If yes in virtually all manufacturers that way. Good for companies like Kellermann. There we namely the micro 1000 black besort - 2 pairs for front and rear. The effect is amazing. The parts are so small you can hardly see it. Unless they do what they should - flashing. Then they shine very brightly and clearly visible. Due to the small area of ​​the indicator should be but meticulously aligned direction of traffic.

The original windscreen already provides weather protection. However, the X-Creen Touring XCT of MRA goes one better. Overall, wider and provided with an additional spoiler is completely hidden when necessary and appropriate adjustment of the wind. The disc adjustment is performed by Triumph, the spoiler can be varied in height and angle. The functionality so no complaints. As for the fit during assembly, but is still much room for improvement. The manual is no help, in the end we have it mounted as it has ultimately then held.

Test Triumph Tiger Explorer

They lacked forward when charging for the return. The Purpose of the Tiger Explorer is immense. Demanding kilometers on the highway goes as easily as curve bolt in the Alps or on the home stretch. The Tiger presents itself close to the penny! And never made us problems. Of course it could be a few pounds less tolerated, but applies to most drivers also.

Image and Source by; bikerszene.de

Honda Forza 125, The Eighth Liters Class Scooter

Honda Forza 125: New scooter for the eighth-liter class. The Forza 125 brings a new, smart scooter for Honda City in this year. Knowledge of the Honda brand and connoisseur of scooters made by Honda will know that there is already a scooter from Honda called Forza. Exactly, the Forza 300th.

Now Honda brings the newly developed Forza 125 and is interesting because of its classification in the 125cc engine capacity to more customers. This promise Honda engineers "the best of both worlds," namely, on the one hand the comfort on long journeys as it has to offer the GT class of the scooter and on the other hand, the practical handling of a small scooter.

For premium performance LED lights provide front and rear, practically the storage options are: Underneath the seat two helmets are to be accommodated and specialist front of the driver can on the one hand a water bottle tucked, on the other hand can be found here also a 12V connector , The seat height is 780 mm and the windscreen can be adjusted six times, so drivers of all sizes should find the right setting.

The 125cc engine with slightly more than 14 hp is equipped with a start-stop system that shuts down the engine when the scooter is stationary and the brake is applied and it raises the engine will start immediately as soon as you turn the throttle grip. The system is standard and should work in conjunction with the 11.5-gallon tank that gas stations rarely need to be controlled. ABS is to get an extra charge.

Source kurier.at

The Porsche Boxster GTS

The Porsche Boxster GTS in the test as GTS is designed for particularly sporty open the Porsche. Who ever heard of a 904 GTS, knows what's loud. From this perspective, the Boxster also carries the name GTS quite rightly, though the Boxster GTS in terms of decibels is far away from its namesake from the 60s. But the Boxster produces an athletic-inspired soundscape. The sound is more earthy, the further you drive the speed up. On the other side also has the bubbling when the gas is addictive and also the short Verkutzen the exhaust when changing gears of the PDK gearbox fits perfectly into the sound. You can tell the soundscape was Porsche's engineers obviously very important.

The GTS coming into being is practically all series gear at Porsche of time and were and what fits Cayenne and 911, Boxster and Cayman is also just right. Power increases in the Boxster GTS 330 hp, so are appropriate performance guarantees. To 100 km / h Porsche accelerated in under 5 seconds. GTS but also means a stiffer and lower chassis and provides the strongest Boxster even greater driving pleasure. The copywriter auto manufacturers have been quick heard the terms "active driving" or "driving machine" at hand - for the Boxster GTS both terms were absolutely correct.

The steering is as accurate as we know it from Porsche, and the covered with Alcantara steering wheel you do not want to let go anyway. The sporty contoured seats, take also gratefully acknowledge if it goes quickly around the curve.

Boxster's natural drive open, whenever possible. And then you can enjoy the sound of the cloud GTS even more. The PDK transmission falls within the scope options (standard would be a 6-speed switch) and is a recommended option. With 88,278 euros for the GTS with PDK Boxster GTS is of course far from being on sale, with various additional features it gets even six digits. The red-backed tachometer wheel is but to 0 € in the list. Whether you want to have that is a matter of taste. Likewise, you should consider whether you do not wegknipst the start-stop system. It works just weird if with such a car runs out at the lights of the motor.

TECHNICAL SPECIFICATIONS

GTS Porsche Boxster

Drive: six-cylinder boxer engine, gasoline direct injection, four overhead camshafts, four valves / cylinder, rear wheel drive, 7-speed dual clutch transmission (PDK);

Displacement: 3436 cc

HP / kW: 330/243

Maximum torque: 370 Nm at 4500-5800 rev / min

Top 279 km / h, 0-100 km / h in 4.7 seconds

Chassis: Self-supporting lightweight body, independent suspension on transverse and longitudinal links. McPherson strut front and rear axles, front twin-tube gas pressure shock absorbers, rear cylindrical coil springs, stabilizer v / h., Front and rear ventilated disc brakes, ABS, electromechanical power steering, Porsche Stability Management, brake assist.

Dimensions (L x W x H): 4404 x 1801 x 1273 mm Turning circle: 11 m Wheelbase: 2475 mm

Braking distance warm: 32.4 m

Cold braking distance of 32.2 m

Trunk: 150 + 130 l payload 310 kg Net weight: 1375 kg Fuel tank capacity: 64 l

Normverbr .: 8.2 l / 100 km 190 g / km of CO²

Testverbr .: 11.0 l / 100 km

Price: € 88,278

Test car price: € 105,283

Vehicle insurance tax: € 1,855.44

Written By Michael Andrusio from kurier.at & Image By; stuttcars.com

1290 KTM Super Adventure: The Enduro From Austria

1290 KTM Super Adventure: The Enduro From Austria. The Austrians are the greatest. At least in this class. Only two years ago, KTM has renewed with his great 1190 Adventure Travel Enduro - why it continues with the 1290 Super Adventure now even a cherry on the cake? The answer is clear: This segment is booming and, with premium prices for good margins in the coffers of the manufacturer. Since it is quite reasonable to further drill a series. 1290 Super Adventure therefore comes in handy because it has been recognized at KTM well be that the 1190 adventure for many touring rider has some shortcomings. The brand claim "Ready to Race" makes the 1190 the most agile and most powerful enduro on the market, but in terms of comfort was catching up.

This job now done 1290 Super Adventure. With the new, semi-active electronic suspension offers a spread of setups that is fascinating. In "Comfort" mode they ironed on the worst Spanish bumpy, like driving on a newly paved highway. Street, Sports and offroad are other possibilities. Because the suspension is semi-active, the spring elements react autonomously and harden for example when braking the fork to reduce a doze off.

The second major comfort charm is the new front with great touring screen that is easily adjustable by hand wheel while driving. "Never before has driven a KTM as an expense in the aerodynamics," explains Sebastian Sekira, development manager for all road models. The result is more than presentable: Ramped counts the disk of the very best on the market.

To meet the new premium ambience justice, KTM has even replaced the engine. The Super Adventure LC8 of working in the capacity version of the 1290 Super Duke. Compared with the naked bike but the inertia of the crankshaft has been increased by two kilos, and the cylinder head has been revised. The result is still impressive 160 hp and above all an even more sophisticated engine running. Even just above idle speed is more than 100 Newton meters present, there are 140 at 6750 rpm. What does this mean in practice, one can easily imagine: there is power in every situation and to command a performance in which one accesses the handlebars prefer firmer.

The cultivated engine running corresponds to a chassis designed for amazing lightness. The massive 30-liter tank and front with the high disk rafting indeed a huge respect; this feeling gives way after a few meters of pure driving pleasure - change curves, stop-and-go, tight corners on mountain roads, everything runs smoothly and supple by hand.

Expensive, but noble. With a price of 20,998 euros KTM climbing course also priced the Grossglockner. The first shock is however mitigated by a look at the list of features here is much standard on board what you have to pay extra elsewhere, such as heated grips and seat, cruise control (first time at KTM), headlights or the splendid MSC (Motorcycle Stability Control) with curves ABS.

Image and source by; kurier.at

Ducati Monster 1200 S: The High Tech Power Real Monster

Ducati Monster 1200 S: The High Tech Power Real Monster. Aesthetics, water cooling - first test of the new super-monster. Who can remember? As the end of 1992, the first monster was presented, crispy PS 78 were considered adequate for an extremely sporty naked bike. Today, more than two decades later, this value entry devices is best to shame. The new Monster 1200 S, however, to agree to an almost twice as high power, so as not to lose in the current league of naked power connection.

But in other respects, much has changed. From the purism of the early years - above all the air cooling - is not much more to notice about the new monster. Instead, you can feel the efforts of engineers to fill a basic compact form with as much content: Big engine, powerful water cooling, sturdy fork and a wide 190 rear tire make every delicacy miss. In addition, it can not even afford a monster to negate practical needs: A 17-gallon tank is the result.

It certainly speaks once more for the art of Italian artist and engineers that the result still arouses spontaneous desire. And a few Monster Originals are nothing if not yet received: About the trellis frame, even if he only carries the steering head and the main work is done in terms of rigidity from the engine.

This engine - a Testastretta 11-degree valve overlap and dual ignition - was adopted by the Multistrada and further refined. With higher compression and other mappings he now meets the expectations of a sporty naked bike: He pushes the lower and middle speed range on a terrific way to, depends sensational on gas - because the tuning of ride-by-wire system was perfectly in tune. The same applies to the soundscape: The air cooling is necessary to shed no tears in this regard.

Superbike high-tech. The electronics can not be stopped even if the monster: Three driving modes, an eight-stage traction control and a three-ABS are standard. Everything is controlled via a TFT display (like smartphones), which, however, could be a little bigger. Additional elements of the high-tech package with a superb Öhlins suspension, one of the hallmarks of the S version. Who can find a simpler assembly and reduced to ten horsepower okay too, can save 3000 euros with the basic version.

Better ergonomics. Identical for both models are the new seat with comparatively relaxed leg folding. The saddle also can be adjusted in two stages. This kindness is, however, contradicted by many large passenger-Fußrasterträgern. You are in the way when you're on the front grids with the toe pads; also sucks the huge turning circle. Small adversity blur certainly faster than a chalk drawing in the rain when you pivots back to Voluptuous: There you are happy about the increased agility and werkt relish the handlebars, which is almost wider than the driver's grin.

TECHNICAL SPECIFICATIONS

Ducati Monster 1200S

-Drive: 2-cylinder V-engine (90 degrees), liquid-cooled, two overhead camshafts, four valves per cylinder Desmodromic operated; Compression 12.5: 1; Wet sump lubrication; 6-speed manual transmission; O-ring chain.

-Displacement: 1198 cc

-HP / kW: 145/107 maximum torque: 125 Nm at 7250 rev / min

-Chassis: Tubular steel trellis frame, load-bearing engine; Upside-down front fork (43 mm), rear aluminum swing arm; Spring elements v / h fully adjustable; Suspension travel front / rear 130/152 mm; front dual disc brakes (330 mm) with 4-piston calipers, rear Single disc (245 mm) with 2-piston caliper; ABS; Tires front / rear 120 / 70-17 and 190 / 55-17; Aluminum forged wheels.

-Dimensions (L x W x H): 2156 x 830 x 1117 mm Seat height: 785/810 mm Wheelbase: 1511 mm Trail: 93 mm Load: 181 kg Kerb weight: 209 kg Fuel tank capacity: 17.5 liters

-Tip: approx. 250 km / h

-Test consumption: 5.3 l / 100 km

-Price: € 18,895

-Price Test Bike: € 18,895

-Vehicle insurance tax about: € 359.40

Written By Peter Schönlaub, Image and source from kurier.at

Skoda Fabia Combi Test

 

Skoda Fabia Combi Test. TEST With its precisely placed price and its giant trunk, the Skoda Fabia Combi intends to shake the Renault Clio Estate, its main competitor. Attacked from all sides by urban crossovers, urban breaks are becoming increasingly rare. It's simple, since Peugeot has deserted the segment, it remains only three: the Renault Clio Estate, the Seat Ibiza ST and the Skoda Fabia Combi, which has just been renewed. Unveiled at the last Paris Motor Show at the same time as the sedan, this new variant comes to catalog a few weeks after his sister. Aesthetically, this new generation of small Czech break is a huge step forward compared to the previous generation. 3 cm lower than the previous generation (for a height of 1.47 m), it grows as a small centimeter, bringing its size to 4.26 m. Result: the proportions appear more harmonious, forgetting the somewhat frail and purely utilitarian from the previous version. Then load each prefer crisp, balanced lines that Skoda or the most sensual curves of a Clio break. Tastes and colors.

Where the newcomer puts everyone agrees, is in relation to the trunk volume. With 530 liters, it leaves no chance to his competitors. The Clio confines itself to 443 liters and 430 liters of Ibiza for comparable external dimensions. Modularity has for its exceptional. We must be content with a split and folding seat, which forms a walk with the boot floor and does not have zippers to be folded, as is the case in the Octavia. In addition, seat belts hinder the folding of the folder. The Clio is a little better, adding a seatback folding front passenger but Ibiza is worse, with a bench even less convenient to handle.

Logically, the Fabia Combi incorporates the engines of the sedan, with the exception of three-cylinder 1.0 60 hp entry. We have chosen for this test, the four-cylinder petrol 1.2 TSI 110 hp, combined with the dual-clutch gearbox and seven-speed DSG, high-end configuration to which we had not yet tasted, nor on the Fabia, nor on the Polo. Rather muscular, this little turbocharged engine has no trouble taking them 1,103 kg of Skoda. Accelerations appear rather strong (0-100 km / h in 9.6 seconds) and the sympathetic tone. Consumption is average, nothing more, with value measured at about 8.0 l / 100 km but can quickly rise beyond 10.0 l / 100 km in city traffic loaded or on mountain roads traveled at high speed.

The management of the box gives for its satisfaction in most cases, do not be overly focused on showing the fuel savings as we have seen in other models of the Volkswagen Group. In dynamic driving, it suffices Sport mode, rather convincing. In fact, the manual mode too often takes hold of the injunctions of the driver to show pleasing and effective. Finally, there are many cases where the DSG 7 prodigal some jerks. To better safeguard its dry clutch, it avoids slippage in fact and can not therefore claim the softness of a converter automatic transmission, especially when starting.

Of course, the Fabia Combi maintains healthy driveability of the sedan, despite Bridgestone hardly effective in the wet. However, our test with the sport chassis model was less soft than the sedan already taken in hand. The percussion on small deformations will quickly tire the passengers. Moreover, many cupboards are always well thought out and while the finish, without showing luxury, is more than adequate with particularly serious assemblies.

Car without stories, the Fabia Combi offers a rather convincing qualities cocktail. Moreover, its reasonable price in its favor. Our high-end trial was thus charged € 19,670 or € 20 more than equivalent to Seat Ibiza FR engine, but comes standard with xenon headlights. That seems much more reasonable than the Clio Sport Tourer GT displayed with a € 22,350 certainly more generous equipment (reversing camera, hands-free access, electrically folding mirrors and integrated GPS). For the rest of the range, the price difference is roughly constant between a Seat and Skoda, which marked the pants and Renault much more expensive.

In summary

Skoda Fabia

Most giant Safe

Balanced style

Correct finish

Price / interesting equipment

Less any Modularity

Comfort suspension

"Comfort 3/5

»Price / Equipment 4/5

"Performance 4/5

"Consumption 3/5

"CO2 4/5

Image and source by; automobile.challenges.fr and more