Yamaha YZF-R1 2015 - Track Test

Yamaha YZF-R1 2015. As part of the Yamaha R1 Track Days we had the opportunity, the YZF-R1 at the Nurburgring to test extensively. Yamaha Germany presented as part of Dunn-Racing event in addition to the brand new R1, the R125, R3, R6 and R1M - ie the complete R-series 2015. We concentrated fully on the R1. Directly at the Pit Lane, the devices were for that day lined up - blue and red with silver or white R1`sen elements. Already the first sight captivates one's eyes and can not deviate from it a. The R1 is different, different from the uniform look and sets trigger points. There are at this bike so much to discover, to explore so many details - exciting! Yamaha promises 200hp at 13,500 rev / min and 112.4 Nm at 11,500 rev / min, combined with a weight of 199 kg in road trim, ie 1 kg per horsepower - that's for a clear statement. Was blocked everything extremely compact and centrally-spaced between 1,405 mm Magnesium Alloy wheels - a bike for the Racetrack. The 5,148 m long Grand Prix circuit of the Nürburgring should we definitely give much opportunities of experiencing the MotoGP genes R1.

The conditions were great, sick sun, blue sky, best temperatures, so fast times behind an instructor of Dunn-Racing the track and the bike to get to know. First impression when sitting was itself very well. Handlebar ergonomics and setting the lever estates are absolutely perfect, the sitting position with 855mm quite high and the catches a super athlete accordingly very athletic, but then what presupposes movable knee at the size of the test driver of just 1.90 m. Knee grip on the tank fits nevertheless, was ever a very safe and direct feel. The soundscape during roll out and on the first laps was still a bit reluctant, but this should change very quickly with stronger and especially violent rotation of the throttle grip itself.

Yamaha YZF-R1 - MotoGP Bike Series in which R1 has some of it

Time to deal with the myriad of setting modes and the electronics, because nowadays are motorcycles in this class, with performance values ​​that 15 years ago, not even the MotoGP had without the impeccable combination of sensors readings and interventions of a central processing unit unthinkable. Who wants in the Superbike scene play above which must dominate everything and give the driver any degree of freedom to personal programming. And does the new R1, one night Check and test here is not nearly enough.

Thus, the YZF-R1 has a self-developed sensor unit consisting of yaw rate sensors for tilting, rolling motion and movements in the yaw axis and accelerations in all directions. All parameters are picked and processed 125 times per second. This flood of data makes use of the control unit to the braking force optimally distribute to regulate the injection quantities and optimally control the ignition timing and the opening angle of the throttle. The bottom line presents itself as always an extremely stable driving condition and allows one, among other things the use of Slide Control (SCS), ie the controlled oversteer the rear wheel when accelerating - Genuine MotoGP technology! Of course, these data are also used for the 9-way adjustable traction control (TCS), Lift Control System (LIF) and Launch Control (LCS) and the circuit breaker (QSS) - but only upwards - used. Furthermore, the control of the throttle and thus the response in 4 different stages can be controlled.

Shown are all values ​​on the beautiful TFT display, which is confined in Race mode on the essential information and so very clear. Controlled the whole story is about two buttons on the handlebar. Who is properly fit, the compiles all parameters and stores them in 4 different basic settings that can be changed only in the state, however. R1M owners have further one interface - the Communication Control Unit (CCU), which they conveniently via PC, tablet or smartphone make and save all values ​​and settings (can also be retrofitted with the R1). However, only the motor modes, traction control and slide control can then be on the left handlebar adjusted gradually while driving.

Drive YZF-R1 - high-quality technology and quality materials

An absolute technical highlight: the short-stroke Crossplane machine at the crank pins are offset by 90 degrees so that the forged pistons never operate in parallel as in other series quads. This Yamaha achieved a more uniform torque curve and passing a striking muffled sound. In combination with a significantly lower flywheel, titanium conrods with cracked connecting rod and significantly speed firmer cam followers, these are important cornerstones of a free-revving and powerful engine.

This revving it shows the Yamaha clearly because at already 6,000 U / min pushes powerful and unstoppable, which only ends beyond 12,000 trips. The whole thing is happening this extremely uniform and manageable at all times - ok, you have to, especially in the power mode 1 used to the hard onset power, but this has been, everything goes great and dosed directly from equip. Up in the red zone, it must nevertheless not really be hunted because top wird's but somewhat tougher.

Yamaha R1 - electric bike with a combustion engine

Electronics without end, but that really works? So helmet on, gloves on, quickly stretch a bit and then find the right position on the tight seat cushion. Pit exit, 2.Gang, full throttle: Wooooh, deep growl, the front end rises rapidly, remains on top, not too far, cool. Stop, slowly, the 190er Pirelli Super Corsa SP are 40 minutes prior certainly not warm, so the first few corners somewhat more restrained to work - is the electronic one, the other physics! Long left bend, deep inside, the R1 is great to come back very briefly gas, left, quickly tilt to the right, works just fine. Full throttle Second, 3rd gear, the front wheel is easy, the TCS controls smoothly. Gas away, left braking briefly early on the throttle and the same times overtake around the outside one. Take right and then ran to the gas up high to 4th - the throttle response is used to, is already a quite hard. Braking right outer, again deep inside, the boot drags, gas! Wooooh, that was the Slide-Control or why did you feel to come across? Uphill to the left, right, hard braking, then wide line on the left and immediately right down at full throttle until almost the end of 5th gear. Harassment, downshifting, by shortly Gas and right again onto the start-finish. The destruction of the power end from start to finish or between Schumacher and Bilstein curve, however, has not always been quite as precise as desired possible. Although the stopper function properly, could be biting and aggressive in our opinion, however. Can be optimized determined with a few other brake pads. However - here comes Lorenzo feeling on!

The test day was now somewhat advanced, understood the settings and made, so now we went drum to use everything fully, earlier to go to the gas, even more to bring the helpers to work, easy to get into a real flow with the R1 , And who came too damn fast. Lap after lap, it went ahead ever faster and more spectacular. Light-footed like a 600, the 200PS-R1 snaked through the chicane before the start-finish. Braking, fast left, tilt to the right, creating gas, playful and precise. The Pirelli Super Corsa SP (each on a Superbike Top choices) set all command to perfectly and the chassis did exactly what you expect from a Super Sport chassis expected. With this rapid pace, also had the steering damper intervene occasionally reassuring when the forequarters yet started easy to prance when Raus accelerating over bumps - but he's there. Great round!

Whether the Yamaha YZF-R1 is now the best choice for the race track, is as easy to not answer. Here takes a direct comparison with the competition take place. But you hear in any case the first choice. A Aprilia RSV4 requires an optimal suspension settings to similar to whet around the corners. The Ducati 1299 Panigale has got more pressure medium speed range, but it is less easy to turn. And BMW S1000RR shines with the best all abilities, though it does not serve up the playful handling of the R1.

Duel BMW S1000XR VS Ducati Multistrada 1200S

A decisive factor in Ducati's success in recent years has been the development of new segments. A real model of success: the Multistrada 1200. Their popularity was sustained BMW probably an eyesore. Therefore, the new S1000XR aimed precisely at the Italian rival, has similar performance, similar suspension layout and looks ultimately also similarly made. Reason enough for us to go with two on test drive.

Looking at the current Multistrada 1200 S, one forgets very quickly that there was a history before the 1200s in terms Multistrada. 2003, there were with the 1000 the first version of the Multistrada. What the designer Pierre Terblanche had created there, was told friendly courageous. Because with all the qualities for most part was simply ugly spitting. Of course, this is always in the eye of the beholder, but there is supposed to be people who found the Fiat Multipla irresistible. A similar fate also plagued the first multi. The very round half-shell lining the upper half was mitlenkend constructed, had about the same as the headlights Schick called Cyclops eye of the BMW R 1200 ST. No comparison to so pleasing appearance of the current Multistrada 1200. modernized in the latest version can be seen as a multi, exactly in the right places and revised.

The BMW S1000XR does not have to bother with the hunchbacked relatives of bygone days. As a debutante in the BMW model range it is breaking new ground - which remind all together but also to the 2nd look somehow to the Ducati. Ultimately, it is now again the same vehicle category and the face with the double headlights has precisely in the S1000 series is a tradition. And the bill has not yet Ducati BMW invented the first had as the Suzuki DR Big. Even though this is now no longer interested. The role of S1000XR is not an easy. On the one hand they should not and must not interfere come, on the other hand it must be against the naked sister S1000R defend the bestseller R 1200 GS. Having the same technical basis in fact, but a similar configuration to have significantly cheaper. However, BMW has now finally an alternative for motorcyclists can start absolutely nothing with Boxer and the GS with the S1000XR. The actual opponents are therefore KTM 1190 Adventure and Ducati Multistrada 1200th

Ducati Multistrada 1200 S - Lots of features and a powerful heart

Unlike the basic version, the Multistrada 1200 S is therefore with complete facilities. And since BMW presents its test motorcycles always replete available, we at Ducati equal to the S variant ordered. The basically has almost everything has installed at BMW as an optional equipment as standard. Reads at first glance very laudable, is reflected at the second stop but also significantly reflected in the price. 18,490 Euros have to shell out for the south, corresponding to base a premium of exactly 2,000 euros. With the machine mounted on the test cases, the price adds up to 19 553 Euro. For this is very much modern technology there. In particular, the semi-active suspension, called by Ducati Skyhook. This property has 4 settings options: Sport, Touring, Urban and Enduro and the setting of the spring bias on the loading condition. Unlike S1000XR the driver can adjust the steamer vote according to his personal preference and separately for the front and rear within each program. The same applies to the engine mapping, the ABS and traction and Wheeliekontrolle. Art lovers, perfectionists and Playstation freaks bounce the heart with joy - the majority of drivers will likely leave it at the default setting.

Front and rear LED headlamps emit, in addition there is the DCL (Ducati Cornering Lights) called Headlights. Here is donating an additional LED light at a certain angle of light in the curve. The cruise control is just as important as the on-board computer and the very high-quality looking TFT display. Staple hands prevents the good working grip heating. The windscreen can be by a simple handle vary by 60 mm in height, the driver's seat by 20 mm.

However heart of each Ducati is the drive - even with the Multistrada 1200 S. The Testastretta-V2 comes from racing, but has been revised sharply for use in sporting tour segment. The first Ducati Multistrada has a variable valve timing hears the name DVT (Desmodromic timing variable). Variable are the valve opening times, the balancing act between high peak power is to succeed particularly well at low speeds combined with high torque. In fact, the V2 shows amazingly good manners if you go in low engine speed on the throttle. The unit takes at low speeds for a large-volume V2 without Zicken gas and runs very cultivated. That he actually stronger ans gas goes as the predecessor we have not really noticed. On the contrary, the V2 makes a strong but also very honest impression. Only in Sport mode it stretches the muscles and thus responding to the throttle as you would expect from a Ducati. While both the 160 horses and 136 horses are always and constantly present, however, the predecessor was more aggressive and direct. The current model works against it pleasing and suitable for everyday use, although still has a very nice V2 sound, but no more so bollernd as before. What do you like the spontaneous departure from about 3,000 revolutions. Immediately bollert rid of V2 and draws the driver's arms damn long. The thrust continues until the limiter, the sense demand the highest concentration so that the driver can keep up here. While the BMW sets the speed increases by more coals on the highway like the punch in the middle, however, better. If you want to chalk up the Italian something, then it is not available the shift assistant.

Compared to S1000XR the noticeably lower seating position falls on. On paper, there are only 15 mm, in reality you sit an entire floor below. Who has not just Gardemaß, feels much more comfortable on the Multistrada 1200 S. Serve with the relaxed knee angle and almost upright sitting position. The steering is very wide, but fits comfortably in your hand and is cranked pleasant. The seat takes the riders on very well and provides good support under hard acceleration. And speed you are doing at each Resulting opportunity. Then the sports for fun mode and the driver is a permanent grin. The overall package of engine power, V2 sound has hit the driver's heart, affects more emotional than the BMW. Although the Multistrada 1200 may have lost a little Italian charm in comparison, but it is just for everyday use, acts more mature, the pilot takes more accommodating than before. We nevertheless still swift as an arrow. The biggest surprise here: the really good comfort: tight enough to properly bolt around the corners, but felt it more compliant in terms of damping than the S1000XR.

The Skyhook suspension contributes a large part to the well-being. Just when you are fast on the road really bad stretches, showing both the Ducati and the BMW which potential in the electronic damping control infected. The feedback on the road surface is excellent, what are missing to rough blows or unlike swaying of some sort. This ensures a good contact with the road and always keeps the entire motorcycle better on track. The comfortable impression of the Multistrada is also confirmed here. They bagged ever more into the springs as the BMW, acts a little as count and regulates the BMW a little faster. For the Italian compensated with easier handling, whereby the current Multistrada is not handling miracle. Does the driving fun yet not diminish, because it is a real curve file. Draws a precise and follows the line taken like clockwork. The Scorpion Trail II from the house of Pirelli provides excellent grip and underlines the sporty ambitions of the Ducati. These are also the excellent brakes. The Brembo M50 monoblocks moored excellent and can be metered very well. Even when braking in an inclined position, the Ducati holds the line, from siting no trace. This high level can not hold quite the transmission. It calls for an increase of attention, we landed several times between transition. 5 and 6

BMW S1000XR - precision tool with lots of power and rough character

The S1000XR must make do with far less equipment ex works, but it has a significant lower price: 15,300 euros. Our test machine is, however, fully equipped and therefore will cost 19.410 euros. The pricing strategy of the manufacturer therefore play basically no role: the road to maximum equipment leads exclusively through the stock exchange of the customer. The BMW priced slightly better come off - could not care less at 19,000 euros. After all, everything is built for what the modern motorcycle design has to offer: dynamic traction control, different driving modes, skew-ABS, gear shift assistant, semi-active suspension and much more. In contrast to the Multistrada 1200 the S1000XR does not leave much individually adjust the driver. Within the selected driving modes, the damping can not influence, the same applies to the spring preload. The can not be changed within the selected setting. Whether actually doing in reality, everyone must decide for themselves.

The drive of the S1000XR has similar to the Multistrada supersports genes. He originally comes from the S1000RR supersports and was largely unchanged from the bare S1000R. The need for the highway use adjustments has since already made. What remain are tight (and reliably An incoming) 160 Bavarian horses from 999 cubic, the torque is 112 NM to 24 NM whole under the Multistrada and at 9,250 revolutions also considerably later. Here the Ducati plays from their engine capacity advantage. When driving, then confirmed the impression leaving imagine the technical data. The BMW needs more speeds to develop their performance, Ducati has in the lower third of the speed better starting. With increasing speed, however, the image changes, from the mid-speed sets the S1000XR even more than the Multistrada, flaring here more fireworks from. Not that the impression is created that the BMW was a barrel organ without power in the basement. The commencement is enormous, but the Ducati is just a bit better in the pots. Conversely, the Ducati in the upper speed range pushes While also powerful, but conveys a touch less sparkle than the BMW. Ultimately a matter of taste and personal preference. However, this does not apply to the smooth running of the series quad. The fact produces high frequency vibrations that tugging on time really neat on patience.

His work takes the driver in front of quite a bit higher than on the Ducati. The S1000XR is clearly long-legged and demands accordingly after longer legs or Balance skill. Once on the driver's seat, there is a similar picture on the Multistrada. Relaxed because upright seating position, wide handlebars and comfortable knee angle. The instruments have a less quality than the smart TFT display of the Duc, it allows the BMW use much more intuitive. Taugt both for the long tour as well as the fixed round on the home track. And fix it is often with the BMW go. Because the performance offered is simply the hammer, to the harsh rattle of the four-cylinder and the afterburner smooth acceleration with increasing speed. Unlike the Ducati, but no less cool. Serve with the razor-sharp precision of the landing gear. The basic setup is noticeably firmer, which helps the S1000XR also to a slightly better steering precision. As a surgical instrument follows the BMW the driver's hand, pampered with excellent feedback. Here she has the pointed nose slightly in front of the Ducati, but the offers, unlike a more relaxed driving style. Because the Duc done their job usually a higher gear than the BMW, especially when you're fast. Then the BMW needs speed and operates a total of a little more hectic and requires more work done.

The S1000XR is not handling miracle. Of greater force, we do not want to speak here, both the Duc and the BMW want to be aware of moves. The damper control of the BMW works better than that of the Multi with surface irregularities. The XR looks stable, not like the multi bags in the springs from this, and do to. For them we already noticed a peculiarity in the R1200RS. The chassis seems to be always and forever busy with the damper control. The leads apparently pot level ground at a very slight but significant work on the front lines. It feels like very slight constant motion judder.

A real plus point for the BMW is the shift assistant. Upshifting and downshifting without coupling fits perfectly with the sporty character of the BMW and works perfectly. Another is the excellent workmanship of the Bavarian. Here the XR benefits from the experience of the manufacturer. Everything seemed very mature and thoughtful, the materials are of high quality, the functionality is up to the bag system very well. The Multistrada 1200 can not quite keep up here. From a rickety Italian one is actually miles away, but at one point or another is a certain carelessness visible. Thus, for example, the lining bend above the headlamps, provides the stability of a Tupper can lid. And the chic TFT display dismissed despite low mileage already visible scratches.

The Vespa 946 Takes Manhattan

The opening of the new store Vespa Manhattan marks the beginning of the expansion of the Italian brand in the United States, leading the North American market the Vespa 946 Emporio Armani. The Vespa 946 Emporio Armani was launched in Europe in June and in Asian markets last September, and now comes to the United States to coincide with the 130th anniversary of the birth of the group, and opening a store in New York. Vespa Manhattan is located in Grand Street 6, in Lower Manhattan between 6th Avenue and Varick Street, where all the group's brands will be offered: Vespa, Piaggio, Aprilia and Moto Guzzi.

"We are pleased to celebrate the opening of this new point in the heart of the city of New York," said Mario Di Maria, president and CEO of Piaggio Group Americas Inc. "Vespa Manhattan is confirmation of the wider strategy Piaggio Group in the field of supply of two-wheeled vehicles and their relationship with customers and potential customers. It is not just a 'showroom' for Vespa and Piaggio scooter, and the Aprilia and Moto Guzzi motorcycles, is also a fascinating experience of Italian style, technology, the legacy of two-wheelers who proudly wear their 'Made in Italy '".

Celebrations accumulate because the launch of the Vespa 946 Emporio Armani in the United States was held at an event in the establishment of Emporio Armani in Soho, at 410 West Broadway in New York. The next market to which this model will go, having passed through Japan, Vietnam and Indonesia, is China, because their presentation is scheduled in Beijing on 30 October.

Ducati Multistrada 1200 Technology Refferency

The S version of the third generation of Italian sports maxitrail asphalt is one of the MOST technology today bikes. Along With the 1299 Panigale is the reference catalog Ducati, a bike That combine many features of different segments with a performance of authentic superbike. Many times we get carried away by the "simple" figure of PVP to sentence if a bike is expensive or not but Perhaps We Should Consider Whether the amount of euros is in line With what the product offers. The € 19.740 for the Ducati Multistrada 1200 S are many and This Year Is That Once You go to a bike last generation comes in an "electronic dimension" so overwhelming and exciting, Which puts you to another level. Usually esta models normally coincides That Overcome the barrier of € 18,000. To this figure must be added the cost of one of the four optional accessory packs, I mean: Touring (heated grips, bags and center stand), Sport (approved Termignoni exhaust, front fender in carbon fiber brake fluid reservoirs and machined aluminum clutch) Urban (top case, tank bag with fixing and connecting USB) and Enduro (auxiliary lights and Touratech components: engine protection bars, radiator guard, crankcase protector, standing easel and larger off-road style footrest).

The Multistrada first generation (2005-2009) resumed forgotten That concept asphalt trail wheels with sticks and sporting character and only Yamaha TDM Dared to sell in the early 90s. First-engine air-oil two valves 1000 cc and then a Climbed to 1,100, design Terblanche always divided the audience.

The second generation (2010-2014) was a Very Important change, since Testastretta engine With four valves inherited 1,198, introducing first DES Öhlins electronic suspension and semi-active Sachs and in 2012, Besides resorting to a complete technological equipment and spend from 95 to 150 hp.

This year has landed in the third generation standard version, S and D-air, a new turning point, Both for the segment in overall and for the individual brand. Only mounts as the KTM 1290 Super Adventure, the BMW S1000XR or Caponord Aprilia Rally 1200 play in the same league. The Product Manager of Ducati Motor Holding, Federico Sabbioni Engineer, is the father of the Multistrada 2015. Ultimately responsible for more than a dozen technical innovations, Including New developments and solutions That deserve to be Mentioned In This maxitrail:

Motor DVT

In a conventional engine, the open or closed position of the intake and exhaust valves depends on STIs fixed position relative to the timing belt driven by the crankshaft. Synchronization can not be altered, so there is no way to Increase or decrease the amount of valve overlap Simultaneously When Both are open. Consequently, The Time That the valves are opened and closed only really optimized for a range of engine speeds away from Those rpm, and fixed camshaft timing is the best solution. The aim of the Multistrada 1200's Increased engine power in the upper area of ​​the tachometer and engine torque at low gain. Now there is less "rattle" a few turns, and improve increase consumption.

The Variable Timing system Desmodromic (DVT) use hydraulic camshaft phase correctors operation (two for each head) to manipulate the position of the camshaft relative to the gear teeth connected to the timing belt and, just thus vary the valve timing. Now, there is no low-end valve overlap and there uptown 54th, more than 1198 old engine.

DRM

The "Multi" includes four driving modes (Ducati Riding Modes), selectable from the left pineapple, changing the character and engine response: Sport / Touring (160 hp) and Urban / Enduro (100 hp). Furthermore, each acting in a more or less intrusive manner on traction control, ABS, anti-wheelie, suspension and instrument panel information.

The Riding Modes are factory preset for each of the three parameters, but can be individually configured to suit the user in case you want to "tune" to any of the parameters and feel more at ease. It is available by "default" option to return to restore the factory default settings.

DSS Evo

The electronic suspension DSS (Ducati Skyhook Suspension) Evolution Incorporates a pressurized fork Sachs 48 mm low friction, shock absorber, a sensor to check the action of the shock absorber Also Receives data and IMU software platform and features a new algorithm. With this "intelligent" system, the suspension "interpret" real-time ground conditions varying the setting of the suspension, driving Regardless of the mode in Which We find ourselves at the moment. Here, the motorcycle is always kept balanced, without gaps in acceleration or braking, and Avoiding travel stops.

An accelerometer in the stem, one in the back part and one in the unit controlling the DSS Evolution Provides data on the suspended masses. Another accelerometer foot fork Provides information on the unsprung masses. Behind, another sensor Measures the travel of the suspension. The DSS Processes This Information Through a semi-active algorithm based on an imaginary point just fixed on the bike control Make Changes in milliseconds to adjust the hydraulic and minimize movement.

DSP

The Ducati Safety Pack is standard across the range Multistrada 1200 and includes multiple operation system ABS calibration curve (9.1 Bosch ME) With three assignments and traction control With 8 levels of intervention (Ducati Traction Control DTC). The DTC Prevent you reduce engine torque to the rear wheel acceleration slip

This new ABS Ensures at all times the optimum distribution of braking force preventative blocking the front and rear wheels, in Addition to Prevent lift the rear wheel braking When uncontrollably. When strong curve braking, the ABS Hence it you reduce the stress and the tendency of the bike to return to a straight position by leaving the lane.

DWC

These acronyms are under the (Ducati wheelie Control) Control anti-horse and use the wheel speed, the speed of lateral motion and the pitch angle (provided by the IMU Bosch) and longitudinal acceleration signals. The monitoring algorithm DWC These signals use to determine the status of the bike and the magnitude of the horse and, Therefore, the system Allows maximum acceleration without scares.

Based on This information, the control unit DWC Estimated demand for power / torque is sent via CAN to the ECU (engine control unit). The ECU Interprets the data provided by the control unit DWC to reduce the level of power / torque required by the pilot. Reducing power / torque shown by the light of DTC on the panel. Depending on the level of DWC, ranging between 1 and 8 different Reductions in power / engine torque Compared With the same dynamic conditions of the motorcycle. Specifically, the power reduction is less With The With Increased level 1 and level 8.

IMU

The introduction of IMU (Inertial Measurement Unit) manufactured by Bosch Allows the implementation of all electronic package of the bike. This sensor Measures the signals of inertia 5D rolling speed (ΩX), speed of lateral motion (ΩZ), longitudinal acceleration (Ax), lateral acceleration (Ay) and the vertical acceleration (az) of the motorcycle. These values ​​use an algorithm, provided Through the CAN system (and other data: such as wheel speeds and other parameters specific to the bike) to determine the pitch and bank angles.

Full LED

The new Multistrada 1200 S headlight technology has LED lights for position, passing and driving, while at the back a 3D light guide Serves as lights and LED position light as brake light. Full Front LED indicators integrated into the handguards and traditional lights at the rear complete the lighting system. Handlebar Also pineapples are backlit.

Prox

The Multistrada 1200 is started without conventional key. When the driver Approaches the bike With the electronic key in your pocket, the system Recognizes the code in a range of 2 meters away and activate the ignition. At this point, just press the button on the panel will come on and the engine can be started.

The steering lock is electrically activated. When the bike is parked, it can be activated by pressing the power button. The steering lock is released Automatically esta When you press button again.

DCL

When entering a curve, the LED headlamps located in specific light in the direction of the road, ACCORDING to a defined slope angle, Allowing you to see just around the corner Instead of Having to drive in the dark. This system is called Ducati Cornering Lights (DCL)

When the tilt angle sensor Detects That the bike is turning, the LED light and lighting addresses the curve to balance the inclination angle; as a result, any obstacle Becomes visible before.

Cruise Control

The cruise control is used to Set the speed of the bike, ideal motorway / highway to rest His right hand. It is activated by pressing a button on the left pineapple Between 50 km / h to 200 km / h, Between 2nd and 6th gear. Through slight press on the same button you can Increase or decrease the speed selected.

Pressing the front or rear brake, or clutch, or turning on the gas in the opposite direction, the cruise control is deactivated. The "Resume" (resume) feature Allows the driver to reactivate the speed originally selected automatically.

DMS

The Ducati Multimedia System (DMS), thanks to the Bluetooth technology, can accept an incoming phone call, select and listen to favorite songs and Receive notice of a new SMS.

When you climb on the bike, the smartphone Automatically Connects to Bluetooth'La It Through connection to manage the controls of the main multimedia functions, while the TFT screen shows the track Being listened, the icon New SMS or the name of the incoming call; audio call and music are transmitted to the headphones of the pilot and the passenger.

Through the application for Smartphone Link Multistrada (available for Android and IOS), it Provides several features designed to enrich and share the driving experience.

TFT

The Multistrada 1200 S is equipped with a sophisticated instrument panel TFT Full. The display Automatically adapts to variations in ambient light ACCORDING Changes to the driving mode selected.

There are four configurations, differing in style background, the information shown and the design of the screen displays Differ in style tachometer, the information displayed and the screen layout. The Touring and Sport modes are The most comprehensive in terms of information displayed; in Sport mode, the bar graph RPM has the same style as the Panigale; Urban mode displays only the MOST essential driving information, while the Enduro view bar graph RPM adds.

New 2016 Honda Crosstourer VFR1200X and new crossover

The family crossover Honda renews the face of 2016. In addition to the new VFR1200X Crosstourer, the Japanese brand has updated its X, CB500X and NC750X models, and held in the VFR800X Crossrunner catalog. The new Honda Crosstourer VFR1200X is the reference in the complete renovation of Honda crossover range. Comes with approval Euro4 and impresses with its remarkable electronic software update. Mode S (Sport) DCT change will have three levels of use that allow a more intuitive use, and have a slope sensor. It will still have standard with the combined braking system C-ABS and traction control HSTC (Honda Selectable Torque Control).

It maintains its 1,237 cc V4 engine power of 95 kW (129.2 hp) at 7,750 rpm and torque of 126 Nm at 6,500 rpm. It has PGM-FI electronic fuel injection with 44 mm butterflies, and electronic throttle. The new standard will Crosstourer with 12V outlet.

Besides the usual colors will the new decoration Special Edition, in Candy Prominence Red and Black Graphite, and there will be a Travel Edition.

Honda Crosstourer VFR1200X Travel Edition

The Travel Edition has the following features:

• Trunk can accommodate a full-face helmet.
• Side cases of 35 and 39 liters.
• Center stand.
• Sidebars aluminum protection.
• LED fog lights.

Honda NC750X

The new Honda NC750X receive electronics and equipment improvements and new styling, with both front and rear LED light cluster. 70 has a higher windscreen for improved wind protection mm. It has a new three-tier mode S (S1, S2, S3) DCT change, and a new muffler for the exhaust. It also has a new fork adjustable Showa rear shock preload. The helmet front hollow now has more capacity (22 liters).

Major changes:

• LED headlights
• Windshield higher to reduce driver fatigue and increase aerodynamic protection 70mm.
• Three levels of S mode in version with Dual Clutch Transmission (DCT) to cover a wide range of situations and driving styles.
• New front fork with double valve for a linear and optimum suspension performance in both compression and extension; preload adjustable rear shock.
• Hollow to increased helmet (21 to 22 liters), located in the place where they usually carry the motorcycle fuel tank.
• New exhaust, lightweight and compact, producing a more serious note to the characteristics presses its parallel twin engine of 745cc and 270 ° crankshaft draft.

Honda CB500X

The Honda is accessible CB500X A2 license in 2016, receives important series updates:

• 100mm high windscreen for protection of the driver.
• LED lights front and rear.
• Preload adjustable front suspension, adjustable brake lever and the revised selector mechanism to improve the gearshift.

KTM 450 SX-F 2016: The Successful Revolution

KTM 450 SX-F 2016. It has passed through our hands the bike that comes with the titles of AMA Supercross and AMA Motocross underarm after renewed completely. So Tony Cairoli own I wanted to last season MXGP. A powerful, light and beautiful machine. What more could you ask for? The phrase "when something is good, better not touch it" does not go with KTM engineers and so have decided to take another step in the evolution of the four and a half 2016. A bike that inherits all the technology and progress of the prototypes World Championship and the AMA. The result is evident from the outset: lighter, flexible, progressive and fast. The four key points that every driver looking in a competitive dirt bike.

The first thing we perceive nothing more contact with the 450 SX-F is that we have a bike lighter than its predecessor. Weight reduction versus the 2015 version is 5 kilos, which is striking given that the previous version was the lightest in the category anymore. This becomes even more impressive if we consider that its direct rivals not incorporated electric starter, which carries extra weight. Upon entering the circuit this feeling is remarkable especially in the twisty broken and the track where the bike is shown remarkably agile.

More power, less weight

Another point where the Austrian factory has concentrated its efforts is in the drive, an effort that has led them to reduce weight by 1.8 kilos. This has been achieved by using lighter materials and optimizing its components one to one. To give an example, the stock is now 350 grams lighter and engine housings have lost weight at 550 grams. Weight reduction is accompanied by an increase in power throughout the throttle curve, reaching 62 hp of maximum power and a maximum speed of 11,500 rpm. We face therefore one of the 450 most powerful and explosive category. This makes both a physically and only the most experienced and best fitness drivers can make the most of the propellant very demanding bike.

The improvements made in the injection system allow power delivery is linear and progressive, rather facilitating driving. A low and mid engine shown really efficient and immediate response that offers allows us to successfully overcome all the situations that present themselves in the path. But without doubt, what has captivated this 4.5 is the final explosion that offers high-rpm drive, where power seems endless. The steep climbs of the circuit where we did this test allowed us to squeeze the most of the engine, being very satisfied with their performance.

Suspensions

Suspensions in section, are incorporated by novelty AERforce with the fork bars WP 48 mm. Damping functions are on the right side, while the air spring is on the left. The bottle has a left cartridge encapsulated air. This air spring can be easily adjusted to the weight of the driver using an air valve and a pneumatic pump for standard forks. The right fork leg has a completely new damping cartridge. WP rear shock has been adjusted to fit the new geometry of the chassis and swingarm. And yes, the fork is also lighter than it predecessor, no less than 1.4 kilos less.

During testing, we ended up not completely satisfied with the operation of the new hoquilla WP, but we can improve the bad initial feelings. At first fork it showed too sharp in the first part of the tour and we excessively tired arms. Following pressure from the left fork to adjust our weight and adjust the compression / extension to our liking, we got some settings that best absorbed uneven ground and not wearied us both. Undoubtedly, it is one of the areas with room for improvement of this bike almost perfect.

Particularly striking is the number of components that have undergone significant changes or have been completely renovated, providing a mechanical finishes of extraordinary quality. These include the tapered handlebar Neken, fuel tank, aluminum radiators, larger and more stable footrest with a "antisuecidad" for mud, airbox and filter, brake discs Galfer, ion battery for starting, seat system as well as plastics and adhesives. Another aspect that differentiates the Orange brand from its rivals is the incorporation of serial electric starter, which in this 2016 version has been improved. In our test unit it worked perfectly, both cold and hot, in neutral or with the gear. The battery is now smaller and contributes to this obsessive quest to reduce weight. The starter-set battery lost, this time a kilo of weight in the strict "Operation Bikini" Austrian.

Final assessment

The KTM 450 SX-F is presented as one of the most competitive bikes category, a ready to compete at the highest level mount. The 2016 version is a total revolution, both the quality and the quantity of new components incorporated. The letter of this four and a half is a significant reduction in overall weight, accompanied by a fully renovated to gain power and engine reliability. Strong, light and easy to handle are the adjectives that best describe the last 450 of the Austrian brand. A bike that has far exceeded our expectations, although we would improve the functioning of the new fork WP.

The best:

Weight loss

Engine power

Manageability

Would improve:

Front fork touch

Deadlock difficult

Physically demanding

Honda Grom 50 Scrambler Concepts

Honda MSX. The little beauties in heels. In the upcoming Tokyo Motor Show Honda will sport several prototypes based on some bikes in its current catalog that will surely not see the light but we can give clues about the direction they will take in the coming years. We have drawn attention to the couple Honda Grom 50, fun and engaging.

The Honda Grom know here as Honda MSX and, although not a best-selling motorcycle in our country, has for several years been a benchmark in Asian countries, with authentic legions of fans who made preparations for them to leave anyone with the mouth open. On this basis, a simple 50cc engine and a very bold design, the Honda Grom literally goes to another level. Unveiled with two different designs, the Honda Grom 50 Scrambler Concept-One stands out for its polished gray body color, side and front side number plates, aesthetic Cafe Racer seat, etc.

The fenders are chrome, though we can not say if they are made of metal or plastic. Another interesting detail are the pads on the sides of the container to support the knees or mirrors at the ends of the handlebar. As we see, parts shown in preparations of older motorcycles but also in the Honda Grom get a gorgeous look while on the face makes you bring out a smile at her.

In the case of the Honda Grom 50 Scrambler Concept design-Two also has worked in depth, with many pieces that differentiate them. We still drawing attention mixed tires or inverted fork and gold finish. But the similarities do not end there. The body combines the green to the tank with polished aluminum (highlight the large side air intakes) and seat brown or black matte finish of other parts such as the engine or the lower engine protection.

The exhaust also changes and even has the same route is shorter and is protected with different pieces. The tilting is also new bill and, as the tail is much higher, takes one second wheel attached to the fender. The mirrors are placed in a more traditional place, while the headlight is much more futuristic. Also changes the form and anchors the front fender and brake discs become type "wave".

Finally, the instrumentation is very avant-garde, with a small sphere that contains all the information and that the two models are positioned differently. In the case of this latest model, the Concept-Two, we can not leave out details such as where intermittent light illuminates only on the perimeter, these being drilled in the center like the backlight.

Nissan Concept 2020 Vision Gran Turismo

Nissan Concept 2020 Vision Gran Turismo / GT-R: Tokyo - 06/10/2015. The next generation of the Nissan GT-R will come 2018th In Tokyo, initially there is a foretaste: the Concept 2020 Vision Gran Turismo. If at the Tokyo Motor Show 2015 (October 30 to November 8), the bright red 2020 Vision Gran Turismo Concept is revealed, know the GT-R fans: There is a first indication of the new generation of Godzilla.

Nissan Concept 2020 Vision Gran Turismo

Brachiales supersport hedge the study 2020 Vision Gran Turismo with a large rear wing. What clearly definitely is: The design of the R36 GT-R is still edgy. Already in 2014 Nissan had given at Goodwood a foretaste of the Concept, which was designed specifically for the PlayStation game Gran Turismo. 6 Now we see in Japan a revised version. From the radical drawn study only one or the other design feature is probably taken over who might be one of them for Tokyo redesigned grill (reminiscent of current production models). Important for the next generation is a Gewichtskur. With nearly 1.8 tons of the current model is too tough nut to crack. The competitors from McLaren, Porsche and Ferrari bring up to 400 kilograms less on the scales.

But GT-R fans will have to wait one more thing: Because before the next generation of the Nissan GT-R from 2018 attacking the Porsche in the world, there is a technical update of the current model. This was confirmed by Nissan caradvice.com.au against the Australian side. Thus, the developers see the GT-R series R35 still room for improvement. This does not affect driving performance, which are already on a very good level. Rather, it is in the revision to improve the handling characteristics of the GT-R. In addition, there will be slight modifications also in the design. All image by; autobild.de

KTM Freeride E-MS: Short but intense

KTM Freeride E-SM. Access to the battery very simply by lifting the seat. Then simply remove 4 large screws to remove and recharge. There is nothing else to disconnect. Few electric motorcycles homologated for road, yet KTM moves to the segment with the new Freeride E-SM, a Supermotard machine for urban use. Before this version SM, he had the cross Version (SX) and enduro (XC). These three bikes share many elements: engine, suspension, battery and frame are identical, so most centerpieces. The perimeter frame is steel for the top. There are almost as many styles as transmissions and electric motorcycles, each brand explores his own ways and KTM has naturally focused on the segment of motorcycles off-road, his first love, before embarking on the road in 2015 .

In the center of the dashboard, witnesses 1, 2 and 3 indicate the driving mode selected. We can change it at standstill. 1 offers reduced power, 2 and 3 the maximum power of more or less reactively.

Access to the battery very simply by lifting the seat. Then simply remove 4 large screws to remove and recharge. There is nothing else to disconnect.

As the swing arm, the lower part is made of aluminum. The perimetrical frame is made of steel for the upper part and aluminum for the lower part. View controls on the left. View orders right. The front brake lacks teeth and large clearance generates large trim movements. Whether electric or not, the Austrian brand is always attached to a steering drive. The inverted forks and PDS shock absorber can be adjusted in all directions. The Freeride ESM differs from its cousins ​​by a front fender specific, longer gearing and 17-inch wheels shod with Pirelli Diablo Rosso II. No clutch lever on the KTM Freeride electric. Everything is automatic. The liquid-cooled electric motor is placed below. It is associated with an automatic transmission which the driver does not mind. The duo made the connection between the swing arm and the front of the frame, just below the large battery.

The saddle is particularly uncomfortable after only a few kilometers. The KTM Freeride E-SM sailed wide footrest resulting from the off-road world. The PDS shock absorber is adjustable. 125 cm3 homologated as equivalent, this E-SM is available to holders of a car license. Applications of electric motor power are in their early days on the bike, but we must recognize that KTM has a fairly successful E-SM when it comes to driving pleasure and its dynamic qualities. Acceleration is thundering and first laps reveal a motorcycle as healthy as handy. With a taxi in town and on a country road in the Barcelona area, it took two batteries to cycle 70 km. While driving is not conducive to savings, but it was not excessive either. Apart from the absence of the exhaust outlet and the sound of the electric motor, which differs most thermal motorcycle is that there is no pass speed or brake pedal. Both brakes are the handlebar, like on a scooter or ATV.

Warranty and Price

- 2 years

- 11,825

Technical sheet

Engine: power, water cooled,

Capacity: equivalent = 125 cm3

Max Power: 15 hp at 5500 rev / min

Torque: 42 nm to 6600 rev / min

Operation: electric starter

Supply: Power

Clutch:

Automatic box

Frame: Steel and aluminum

Front suspension. : Inverted fork Ø43, deb. 250 mm

Ar suspension. : Mono shock absorber, deb. 260 mm

Brake BC. : Ø 260 mm disc, radial

Brake ar. : Ø 230 mm disc,

Pneu BC. : 100 x 80 x 17; ar. 130 x 70 x 17

Gas tank: liters

Length: mm

Seat height: 880 mm

Dry Weight kg

Standard equipment

Side stand

Digital Dashboard

DPS adjustable damper

Adjustable Forks

Clock

Odometer

Few electric motorcycles homologated for road, yet KTM moves to the segment with the new Freeride E-SM, a Supermotard machine for urban use. This first test is used to get an idea about relevance. There are almost as many styles as transmissions and electric motorcycles, each brand explores his own ways and KTM has naturally focused on the segment of motorcycles off-road, his first love, before embarking on the road in 2015 . The KTM Freeride ESM no one still not too far away since it is a pure Supermotard.

The off-road guided its design

Before this version SM, he had the cross Version (SX) and enduro (XC). These three bikes share many elements: engine, suspension, battery and frame are identical, so most centerpieces. The perimeter frame is steel for the top. As the swing arm, the lower part is made of aluminum. It is located on the front of the battery and the sub motor (carrier), such as a shoe. The loop back is plastic, which can lighten the structure but does not allow to ride two: ESM is a strict car.

The inverted forks and PDS shock absorber can be adjusted in all directions, and travel is identical on three machines, very important. It is the same for the saddle height and braking. The Freeride ESM stands in contrast to his cousins ​​by a front fender specific, longer gearing and 17-inch wheels shod with Pirelli Diablo Rosso II. The gear allows the ESM to reach 90 km / h top speed, and have felt more suited to urban use.

The liquid-cooled electric motor is placed below. It is associated with an automatic transmission which the driver does not mind. The duo made the connection between the swing arm and the front of the frame, just below the large battery. It is reached easily by lifting the seat. Then simply remove 4 large screws to remove and recharge. There is nothing else to disconnect. Officially, it takes 80 minutes to recharge to 100% and 80% for 50 minutes to an AC outlet. The external charger is bulky and difficult to transport, but you can suddenly have a battery ready for use or simply recharge it in his living room.

The electrical KTM player but not for long

Whether electric or not, the Austrian brand is always attached to a steering drive. It tightens the brake and press the starter button to the KTM road. In the center of the dashboard, witnesses 1, 2 and 3 indicate the driving mode selected. We can change it at standstill. 1 offers reduced power, 2 and 3 the maximum power of more or less reactively. Green bargraph on each other is the level of charge for each 20%.

Apart from the absence of the exhaust outlet and the sound of the electric motor, which differs most thermal motorcycle is that there is no pass speed or brake pedal. Both brakes are the handlebar, like on a scooter or ATV. When launched at nearly 80 km / h, the front brake lacks teeth and large clearance generates large trim movements. But when considering this bike in purely urban use, it is not necessarily a bad thing. Handlebar brakes are not a concern, however we can not count on any engine braking whatever the committed mode.

Acceleration is thundering and first laps reveal a motorcycle as healthy as handy. Unfortunately, the first flats are soon revealed. The most important is probably the saddle, unbearable after a few kilometers. The dashboard is very readable and minimal. Finally, we must frankly bow their heads to see the battery level drops rapidly. With a taxi in town and on a country road in the Barcelona area, it took two batteries to cycle 70 km. While driving is not conducive to savings, but it was not excessive either. She was actually quite representative of the daily use of 125 thermal motorcycle.

Applications of electric motor power are in their early days on the bike, but we must recognize that KTM has a fairly successful E-SM when it comes to driving pleasure and its dynamic qualities. In an everyday context in town, is accused discomfort of his saddle and orientation off-road too, but especially its autonomy that oscillates between 30 and 40 km. Unable to charge it once to as the charger is not integrated, which enables it to display only 111 kg on the scales.

125 cm3 homologated as equivalent, this E-SM is available to holders of a car license. One can in principle legitimately hesitate with Duke 125 KTM to stay. With this electric motorcycle, no refueling to do, and maintenance is significantly reduced with a box of oil change to every 50 hours. The Freeride E-SM is available end of May 2015-11 EUR 825. This price includes the battery and the external battery charger. An extra battery is 2750 euros bill. All Image and source by; moto-infos.com