Triumph Tiger 800 XRX Test

Triumph Tiger 800 XRX. No revolution at Triumph 2015: the British manufacturer is refocusing on key models and expects 2016 to present strong new products. The "small" Tiger and comes in Triumph Tiger 800 XRX: a new generation of English fawn, more technological, but still raking wide. Our testers flock of journalists from across Europe leaves the hotel. Ten minutes later, we approach this famous Spanish departmental who for Marbella, crosses the mountains towards Ronda.

This route, which has seen many new developments - 1290 KTM Super Duke R, Honda Crossrunner 2015, looks like a must for the motorcycle press! That is what to consider early career Triumph Tiger 800 and 800 XC. Launched in 2010, these two excellent bikes have quickly resonated with the public, even becoming the best-selling brand in some European markets. Meanwhile crispy new for 2016, Triumph has chosen to develop its 800 range in 2015. Tiger range which is now split into two models with distinct philosophies - XR and XC - each with a version x more richly equipped.

On familiar ground

What good change a formula that works? This is probably what has been thought the house engineers when they were in charge to change the Tiger family 800. In fact, visually, the differences are not huge. Good for the owners of the first generation: they will not have the feeling of riding on an old nail. Nevertheless, the presentation of the new generation 2015 is impeccable, thanks to a titanium gray look great framework with an aluminum swingarm of the same hue. The fairing has put on weight, probably to give more room to a radiator which has seen its surface area increase to improve cooling. Saddle, handlebars and levers are adjustable, just like the bubble on this XRX release. Indeed, it quickly found its marks on this trail road to perfect ergonomics, offering a fairly low seat (810 mm minimum setting) and an ounce of support for the arms. Plus, it would be almost a roadster.

Softer selection, controlled ride by wire

The road leads from Marbella to Ronda rest just great for the variety and quantity of turns, and his reassuring grip at the end of November. In familiar territory, so it is easier to focus on the bike. And the new Triumph Tiger 800 XRX already reveals its approval, significantly improved. The work on the box, like the one made on the Street Triple in 2013, has borne fruit. The reports go better, we almost never force the selector or the rise or the descent. Where we take one of the best selections of the brand.

The ride by wire dosage is also perfectly calibrated, as successful as the Kawasaki, often referenced at that level. The Tiger 800 XRX therefore takes easily to hand, and immediately reveals a character say catchy. And again not so far from a medium engine roadster.

More than velvet paws claws

We thus find approval and versatility that made the success of midsize Tiger. The three-cylinder in-line 800 cm3 more elastic is particularly pleasant in common use. Flexible, it takes less than 50 km / h in sixth and leaves without knock or jolt to unmentionable speeds.

With 95 horses and a torque of 7.9 daN.m, this engine never shows exuberant, but always available and effective. He pulls relentlessly and is an excellent companion, especially as it remains one of the few modern engines to maintain engine braking, significant use in tourism. The cycle parts, true to the previous generation, setting the neutrality and security. Neutrality with very precise steering and sufficient stiffness that provides a clear shift in placement and directional stability beyond reproach. The curve stability is impeccable while the motorcycle is still recovering from when braking on the angle. The Triumph Tiger 800XRx is always very healthy.

So, thanks to its wheels 17 and 19-inch Pirelli Scorpion Trail pavement catching well in the dry, it becomes fairly player in the winding, to reminders of ground clearance, sufficient for this type of motorcycle. A similar pilot, some roadsters middleweight to follow, especially as the trail more forgiving wrongdoing.

Useful or useless technology?

Braking, always entrusted to two pistons calipers, proved sufficient in 90% of cases, with a rear brake worthy of the name. Certainly sporty driving could claim more power, but it may increase the effect of mass transfer typical road trails. The Showa suspension with hydraulic braked sufficiently are also finally convincing also in 90% of situations. One can hardly criticize a cocktail so homogeneous. Between two villages, it is time to change the engine mapping to judge the behavior change. And it is better to go to the judgment as navigation requires some learning.

Honestly, the motor expression differences are not very sensitive and modify the response of the throttle grip via the Road mapping Sport brings little discombobulated. The change comes about ABS or traction control, each of driving aids are making more or less intrusive depending on the mode. Just over 200 kilometers later, the Tiger 800 XRX has revealed all its versatility: comfortable saddle as suspensions, with a super healthy chassis and considerate, full of pleasure motor side except some troublesome vibrations only, it and provides reassuring, always.

The versatility as a trump card

The Triumph Tiger 800 motorcycle was excellent in 2010, five years later, the Triumph Tiger 800 XRX is equally important. Improvements (gearbox, adjustable windscreen, possible reduction of consumption) is montrentd'une subtle efficiency. The introduction of new electronic audience shows that Tiger wants to move with the times. Some, such as cruise control, participate in approval, others such as engine maps are more a matter of the gadget.

Sold € 10,190 in XR version, and € 11 390 version XRX (adjustable windshield, saddle comfort protectors hands, center stand, more comprehensive trip computer), the 800 Tiger is always a great choice for those who want to - almost - everything do with their motorcycle. But careful not to tip this safe value of the average range in the upper segment because it came out in 2010, the Tiger 800 was sold standard € 8,990.

By Christophe Le Mao, photos Triumph staff

Christophe The equipment on this test: Scott Jacket All Terrain Pro 2015 Scott Assault Gloves, helmet AGV AX-8 Dual Evo.

Kawasaki KX 450 F 2016: The Green Smoothness!

Following our tour cross tests and now up to the Kawasaki KX450F 2016 on real novelty to be reckoned with! We completed the testing of the largest of the KXF MXGP circuit Maggiora, where she impressed us on many points, they tell you everything. Kawasaki this year, the flat calm regarding the small KXF 250. However, green are arranged to the side of the 450 KXF 2016: revised engine, new injection, chassis and draconian regime profoundly changed. In short, the fact (3.4 kilograms less are announced!) takes no less to fuel our desire to ride aboard the new KX450F, especially as our day the playground is none other than the gorgeous Italian circuit Maggiora, no less!

Test Kawasaki KX450F 2016

Nothing resembles a KXF! So when you look at the new Kawasaki 450, we do not make necessarily account of the changes. I can already hear aficionados of the green mark cry foul when reading me. But they can rest assured, we also disposions a KXF 2015 on site, and placing it next to his successor, while then became obvious! Its plastics are "sharpened" the 2016 model becomes more aggressive and modernizing!

Yet when auscultates a Japanese motorcycle cross, it is rare to be subdued. But Kawasaki exception to the rule, the KX450F is clearly ahead as the most racing machines of the archipelago. Besides the many pieces anodized black or green, black DLC treated tubes and almost matte white fork blades confer a true spirit to the KXF Factory. Not to waste anything, we can only welcome the weld quality of aluminum frame, sharp, burr! You'll understand it we already won the 450 KXF 2016, but it is primarily on the ground that it will have to convince us!

Compact and easy to KXF 2016!

From the start, the Kawasaki shows welcoming, it fits perfectly behind the handlebars. But as always in green, the switch seems too close to the footrest. This is a disturbing hair and this probably requires a little more gymnastics than usual to shift gears. Too bad for this slight "hitch" in terms of ergonomics, as for everything else, it's cardboard,. green! Especially in comparison to the 450 Husqvarna FC I just roll the same week the KXF strikes me as a little bike!

Fine between the legs, with closely spaced openings, the cross Kawa gives feeling of being close to the ground, and this undoubtedly gives it a player mind. Its handling is exemplary, it can turn into a handkerchief with KXF 450 2016 who do not reluctant to take the angle when propped support. Accuracy is the game, the bike does what is asked of him without flinching and without surprises. The downside, however, when hits hard in big holes, its front axle moves a little too. Better take a closer look before continuing it.

The first test of the 2016 KX450F is Showa suspension with its standard setting: no need to go quickly to realize that it is much too flexible, so weigh less than 45 kg, it must review the settings. After passing the "pump" to increase the compression of low air pressure, and then adjust the preload of the shock absorber and adjust any settings with a few clicks, it's already much better. Certainly, the fork should probably be a little more released on the first centimeters to absorb the impacts less sharply, but as is, it works much better already. And the shock did a good job, comfortable and efficient, there is not much to complain about.

Forget the 2015 engine

It seems a long time KXF angry and cut for Supercross cross. The 2016 Kawasaki 450 displays a very different temperament. The operation of the mill is quick to understand, and this comes naturally: the KXF 2016 responds flexibly to the demands of the throttle, smoothly accelerating, with little inertia and no piston blow low speeds! No doubt! We are witnessing an easy engine. No doubt the new injection there is it not foreign, but the feeling with the throttle up a notch here, and they will be felt particularly after watering of the track making compacted parts of the route for less slippery.

This KXF 450 is full everywhere, to the point that we do not really feel the strength he can muster, lack of expressiveness (450 for a course) that becomes almost frustrating. At first we think that the engine will not withstand the overload, and finally it makes the job without wavering. Okay, the big KXF loses some at low revs this year, but it is gaining high! The extension of this 450 can linger longer on the same report without losing effectiveness (which was lacking in the 2015 model) and still without being afraid. To summarize this engine, one word comes to mind: smoothness.

Kawasaki Connected

Not surprisingly, the news remains on the electronic KXF 450 in 2016, with three interchangeable plugs for changing motor behavior, going from the app, or at powerfull standard. This last mode we have given full satisfaction and showing perfectly versatile, we kept it from one end to the other of the test. For the most demanding, know that we can go even further with the new Kawasaki tool to connect and modify the injection mapping (but that's optional). Inaugurated by Kawasaki on a motocross bike, the Launch Control is obviously part of the 2016 KXF but use remains a matter of taste and feeling according to each driver. To have tested several departures with this device on a very dry land, I keep my preference for "old school method", "without assistance, which I thought was more effective.

The KXF 450 is your friend!

More compact in its 2016 version the KXF 450 has marked us with its ease of handling. It is soon to have fun riding the Green, a well-balanced bike that leaves behind the feeling of "chopper" (high ahead) so far unique to Kawasaki. However, the cross Kawasaki 450 does not give without taking the trouble to properly adjust its suspension, at least to strengthen all that seemed far too soft for most riders over 50 kg The guests ... sharper will probably not hesitate to work more on the fork to find a good compromise between maneuverability and stability, eternal dilemma. OK, the air fork is not simple, but when understood, the settings possibilities are endless. Know also that Showa has developed an application, AIR SFF Holder for Iphone and Android, and can be of great help.

For its part, if the engine of the KXF 450 2016 does not offer this demonic force that can be found on its Austrian competitors for example, ease of handling, its continued effectiveness of low to high speeds or his precision to throttle certainly are one of the nicest in its class. While creaminess, you are told! Come on, I will not deny that the Kawasaki KX450F and brand attracted me seriously points to become my favorite 2016. We'll talk! Finally, note that the addition increases by € 200 and € 8,899 passes for Kawasaki KX450F 2016. Good news for drivers however, as on presentation of the license in one of the 37 "KX Center" of France, the price is 400 € revised downward, 8 € 499. Kawasaki pictures by Arnaud Vibien.

The Arnaud equipment for this test: Alpinestars Racer Braap Dress (shirt: € 39.95; pants: € 119.95), Boots Alpinestars Tech 10 (€ 549), helmet Shoei VFX-W Damon (€ 529)

Kawasaki KX450F 2016: Practice

Price: € 8,899 (licensee: € 8,499)

Availability: Available

Engine: 449 cm3, 4-stroke, single cylinder, 96 mm bore x stroke 62.1 mm Compression ratio 12.8: 1, liquid cooled, 4 valves and ACT 2, 43 mm Keihin electronic fuel injection, 5-speed, start by kick, final chain drive, 60:22 primary transmission, final drive 1:50 p.m.

Chassis: aluminum perimeter frame; Showa inverted fork SSF TAC Air diam. 49 mm - deb. 310 mm; Showa monoshock rear deb. 315 mm; Nissin caliper brakes AV 1 2 pistons / wave 1 disc diameter. 270 mm - 1 piston Nissin caliper AR / wave disk diam. 240 mm; front wheel: Rim 1.60 x 21 - tires 80 / 100-21; Rear wheel: Rim 2.15 x 19 - rear tire 120 / 80-19

Template: wheelbase 1495 mm, 960 mm Seat height 345 mm ground clearance, 6.3 l tank, weight fully fueled (manufacturer data) 108.7 kg.

Kawasaki J125 ABS 2016 Test

Kawasaki J125 ABS 2016. After J300, Kawasaki landed on the segment 125 cm3 with the J125. An original GT? Almost since under its sleek fairing, chassis and engine derived from Kymco Dink Street 125 were optimized by the men in green. So in this first kick scooter Kawa available on B permit? Our comprehensive test conducted in Malaga told you! The Kymco Dink Street 125 was a good GT scooter. While it is never imposed upon our comparative (find here), however, the Taiwanese outsider in quality / price plan first proposed compelling dynamic qualities and practicalities in number. For comfort instead, the DS was perfectible! Passed under the banner Kawasaki, so this first characteristic that Akashi engineers focused their efforts.

And in the streets of Malaga, today we take the measure of the improvements made in this direction. Already, the softness of the seat of the J125 is no comparison with that of Dink Street 125. In addition, with the new settings made on the suspension of the GT, it shows in a more progressive damping. Driving comfort is greatly improved, especially since it does not feel any vibration mechanics. However, the picture is not perfect yet.

The ally of citizens scooter

Indeed, the driving position remains compelling, especially for the big guys whose legs are too bent. Also, the tender is not possible, then we could do it on the Dink Street, and we remain skeptical as to the space granted for the toes, in the presence of a large central tunnel and narrow steps. Fortunately, the knees are freed from all constraints, thanks to well-positioned apron, and have good ground supports hardly reveals difficulties even for the smallest of us.

The hands by taking the J125 is instantaneous, which is reassuring in heavily borrowed streets of the Andalusian city. Natural controls, adjustable levers, manageable size and weight by the greatest number, maneuverability and perfect acceleration management helps the driver to concentrate on driving. As for braking, it distills a perfect bite, that dose with ease as the system is progressive. Maintaining online scooter is reassuring and ABS keeping watch in case of adhesion problems. Tested only on dry, but city on prominent markings, assistance is not too sensitive and seems to work well with the Maxxis Pro tires. To know what they are worth on wet roads, we will remain attentive to its owners maxitest fill.

Respondent, but a lack of longer

Fire, Kawasaki J125 hard to achieve "holeshot". It marks indeed a certain lag time between when the needle of the rev counter jumps to 5500 rev / min and its implementation action. This is not the most responsive segment, however, it makes up for in speed, as in times. Launched on a fast track to reach the mountains, we find in fact that the J125 has to double trunk with confidence.

At least until 90 km / h! Because beyond it is losing momentum and lack of longer is felt. When at its top speed stands at 103 km / h in GPS (112 km / h meter), we find rather weak, Forza and X-Max 125 easily cruising at 10 km / h more. Now see if the original cylinder Kawasaki Kymco Revisited (! All the technical details are on page 2 of this article) becomes available in garnering kilometers - our test machine showed in a hundred before we left !

Proven dynamic qualities

Limited maximum speed, perfectible protection front, short bubble, so without the slightest regret that we leave the highway to land on small winding roads. A time of pleasure ? Yes, because the J125 is a well-balanced scooter that has some potential to confer riding feeling to that settles behind his handlebars.

Earlier in the day, we had already taken the measure of its good handling and on this new playing field, we now see his agility. With its nose gear well posed, dating unfiltered information from the road, the J125 is indeed easy to register curve. We find the spot at the angle changes and once seated in its path, it offers a compelling rigor. And as its ground clearance is good, he takes her to pace stride. However, its driver better appreciate the good runs rather than the lift, as weighted by the weight of a 80 kg driver (such as that of yours truly!), The Green GT hardly exceed 90 km / h in rib.

Low payload capacity for a GT

After a final passage through Marbella and 170 km more on the clock, our first day of testing on board the Kawasaki J125 SE ends. Before making keys, we contemplate a last time at the GT nice stylish design and quality workmanship. Paintings, assemblage, contrasting materials and colors, the J125 is a beautiful product. Its pilot will certainly appreciate its beautiful handles, the original of the handlebars to the metal trim texture and dashboard in blue backlight. But it will however disappointed with the handling of LCD central block (its buttons are inaccessible and tedious to operate) and by the small amount of information distilled by this instrumentation, the J125 does not have on-board computer nor external temperature indicator, for example, unlike its competitors!

With its large grab handles, its soft seat and footrest to independent rubberized coating, the passenger has a good home, meets the standards of the GT class. However the side of the carrying capacity, the J125 underperformed its competitors. We can actually put one helmet under his saddle, in the trunk lit by LEDs and maintained by a good hydraulic cylinder. And glove box (which does not lock!) Is not large, especially when charging the phone that connects a GPS on the 12V. Fortunately, the J125 features a deck to stow a bag hook and a series of packet-door.

Appraisal: Outsider interesting

With a J for Jonetsu! This is the Japanese philosophy that guides the passion, which is in the DNA of each of the Akashi motorcycle brand into the realm of reason, a strong component on the city scooter segment. Following in the footsteps of J300, J125 it manages to satisfy this compromise, offering a dynamic look, seductive, style and functionality for daily commuters.

Having been almost 500 models J300 2 years (Kawasaki digits) Kawa table on a volume of 1000 J125 for its first full year of commercialization. A € 4,199 (+ € 150 for SE) as introductory price concessions in some network - we still do not know why or for how long this operation - the goal seems feasible for this atypical outsider. He stands well up to the new Kymco Downtown 125 ABS (€ 4,199) or a Suzuki Burgman 125 ABS (€ 4,099). But at € 4,599 standard tariff (+ € 150 for SE), the J125 will attack in front to Honda Forza 125 ABS (€ 4,799) and Yamaha X-Max 125 ABS (€ 4,899) more otherwise modern and better equipped than the GT green color of hope, yeah it seems! Photo by; Mehdi Bermani-Tezkratt

Engine: 4 stroke, 125 cm3, ACT 1 and 4 valves, 54.0 mm bore x 54.5 mm stroke, liquid-cooled, electronic fuel injection, transmission and belt drive, electric start

Power of 14 hp. (10.3 kW) at 9000 rev / min, 1.15 daN.m torque at 7000 rev / min

Chassis: tubular steel diamond-type frame, hydraulic telescopic fork diameter 37 mm, deb. 110 mm, 2 hydraulic shock absorbers rear preload adjustment (5 positions), deb. 100 mm front disk brakes diam. 260 mm / 2-piston caliper + ABS - AR disc diameter. 240 mm / 2-piston caliper + ABS, front tires 120 / 80-14 / rear 150 / 70-13

Template: Dimensions (LxWxH) 2235 mm x 775 mm x 1260 mm, wheelbase 1555 mm, rake angle 28 °, hunting 113 mm, 775 mm seat height, ground clearance 145 mm, weight all full facts ( manufacturer) 182 kg tank 13 liters

Performance: top speed measured at 103 km / h in GPS (112 km / h meter), medium cons of unmeasured test

Ducati 959 Panigale Test: Powerfull

Ducati 959 Panigale. As we arrive at the Ricardo Tormo Circuit in Valencia, the MotoGP teams began the test of the 2016 season have just return home. Too bad, the meeting was obviously amazing. In consolation, the Spanish track, re-surfaced a year ago, is still very marked by the stigma of a single racing season. In short, the track is like new, what further increase our excitement a notch before the task that awaits us today: test the new Panigale 959! After only two years in the catalog, the former 899 must be resigned to give way when it could very well have continued his career in this segment without any real competition or sporting challenge. However, this departure was inevitable, Press the norm euro4 industrial calendar, to our delight and particularly in France! For this deadline ends the clamping of French motorbikes (new). And in addition to its various technical developments, this 959 Panigale promises to be our official issue with a historical argument: a power finally free to enjoy. Franco mechanical sensations!

Ducati 959 Panigale Test 2015

Wearing "leather", we enter the box where are carefully aligned the "Panigalettes". Asked about their workshop crutches, their tires wrapped in their blankets, the younger of the Italian Superbike range will not take less the senses. A show which one never tires when you love the beautiful sports book and the circuit, as in bike-station! Quickly, we beat around the bush, this is the case to say and remarks fuse: "Why on earth did they not put the pots under the seat; it looks like the silent Nine-T; we understand? why it took 7 kg (including 200 kg fully fueled announced). "

The siren will sound and we can finally start motorcycles. Undeniably, the typical sound Ducati suffered from the arrival of this new dual exhaust and muffler Akrapovic homologated not bring much better. In the saddle, I rediscovered a typical position Panigale: pronounced support for the arms, but enough for my legs unfolded meter 70. What is new is the presence of the exhaust side down a tad discomfort right heel while new turntables footrest aluminum can hang inside the boots (depending on their make and model though). The ergonomics of the 959, if it is not as natural as other sports, preserves at least a decent welcome for young and old templates. That's something.

In 2016, up to linearity

To switch on the 898 cm3 899 cm3 955 Panigale on the new 959, Ducati chose to play on the run rather than the bore: 60.8 mm against 57.2 on the now 899 Panigale, the piston rises and So descends on an increased distance of 3.6 mm, which is not insignificant even though the overall ratio still remains much hyper square with a diameter of 100 mm. Enough to make a nice ashtray in a second life, but for the moment we especially asked to propel us without too much smoke.

And the first session of 20 minutes will soon answer our questions. We remember the 899 block, a hollow full of nothing but demonstrative longer and at high speed. The difference is obvious with the 959, substantially in its linear acceleration and it must be said less fun "up". However, if it wants more muscular mid regime on paper, handlebar hands he does not really feel. For example, if you forget to return a report and you find yourself under 6500 r / min, the output curve is rather mollassonne. The fault, probably in large part to a gear "euro4 approved" extended (15x43 on 15x44 959 Panigale against the 899) which obviously does not help to take turns. But connoisseurs relativiseront, change the transmission output pinion and / or the crown will solve the problem at very little cost, and indeed on previous models.

Note also that on circuits using mainly high revs, which "dilutes" the general character of a motor. On the road, a wiser use should therefore further highlight the strength of the Ducati 959 Panigale in the midrange, we will confirm. For the rest, L-Twin "works". It seems flexible enough (even if on the racetrack, we have little opportunity to test), the Ride by Wire electronic throttle and transmission (gearbox, limited slip clutch and shifter to upshift only) is show precise and perfectly efficient.

Not fear!

The track turns are connected, the straight line is swallowed without complaint. With 157 horsepower (+ 6% compared to the 899 Panigale), the new Panigale 959 is far from hanging, one suspects. If the new block gives the best beyond 7000 rev / min, the acceleration and pulling sensation is obviously quite far from what we know on a 1000 cm3 hypersport strong 200 horsepower. The 959, and is also its strength, offers a "between". On board, there is time to relocate, well hide behind the bubble while reports are linked on the fly through the shifter limiting the cuts to the minimum ignition barely noticeable. Nothing to do so with a BMW S 1000 RR is always looking to pitch up and torturing you thighs and arms in the lower stretch. With 959 Panigale, we are not afraid to squeeze the handle fully, and that's still very nice when you do not aim a racing career or to empty his bank account.

Bumps? So what ?

The straight, rather short, the Valencia circuit allows to see the excellent directional stability of the native Bologna. To this is added the good protection of the bubble, which becomes excellent with the racing bubble option. An undeniable advantage that significantly reduces the turbulence headphone level to over 250 km / h: pretty aerodynamic work! In making the brakes, one perceives the only really bumpy part of the route already proven by the racing season 2015. But the stability of the 959 Panigale has nothing to fear, we can decelerate with confidence through the power Brembo system (M40 calipers). Certainly the feeling does not reach that of 1299 Panigale more richly equipped on this point (330 mm discs, calipers monobloc M50) but the performance is still waiting for you on the 959.

Then comes the moment to link turns on this circuit very sinuous profile. Specifies in its corner entry placement, Ducati Panigale 959 claims a few arms and legs to be kept at the rope. Rigor on the side angle, no worries, it's a track and longer wheelbase should participate. In fact, she is reassuring curve and the revival of the angle does not require much concentration with 1299 fierce.

Engine braking under control

During this test, we were several testers journalists to complain about engine braking too present. If road its authorization is evident on the racetrack it affects the fluidity curve entries. The Engine Brake Control (EBC) which electronically manages engine braking was initially set to 1 or the highest level. Much of the international testers therefore wanted to move quickly on level 3, the least intrusive. Yet Ducati insisted us to test the second setting. And it is clear that they were right. Because with this medium setting of the engine brake, the bike had changed behavior. The small oscillations of the accelerator engendered less disturbance to the chassis 959 and the Panigale became easier to take in the turns which in particular closed again. Similarly, in parts, the DTC traction control blinking at all going on the scoreboard when no movement of the rear train was felt. Once set at the end, the Panigale 959 not régulait power and the chains became more fluid. In short, what really start having fun without a second thought before the checkered flag fleet for the last time along the track.

Appraisal: The first full Panigale!

Not big but really average position this "Panigalette" in the French market will still not an easy task in 2016. As if it reaches almost 1 000 cm3, it obviously can not compete with the big Japanese four-cylinders pure performance (it makes them nearly 50 c.). Moreover, with its 200 kg fully fueled and announced a steering remains demanding, the 959 does not show as agile as the ballerinas of about 600 cm3. Even its price is extraordinary: € 16,590 colors red (+ € 200 for white) or a tariff still upscale.

So why choose this sport over another? Undoubtedly for the very rare compromise it offers. On the road, it will be more reasonable than 1000 cm3 hypersport and still less hollow than 600 cm3 who appreciate whip. And on the track, in addition to effectiveness, the Panigale will be more humanly manageable 959 by an amateur all the latest missiles arrived on the market and which require a driver confirmed technical background to get the most. A performance / ease which obviously come from the Japanese that of the famous GSX-R 750, also last of its kind. Finally, for collectors, it also remains a historical argument: The 959 will remain the first Panigale sold officially in free version for France, in accordance with the standard euro4 2015: 157 horsepower is happiness! And these days, although it would be wrong to deny it. Image by Gigi.

Convenient :

Price: € 16,590 (at 11.27.2015)

Warranty: 2 years parts and labor, unlimited mileage

Availability: January 2016

Yamaha WR450F 2016 test

There it is this new Yamaha WRF 450 2016, a bike that, like his little sister 250 cm3, is based on the technical basis of cross YZF model. The operation was quite successful with 250 WRF, but what will happen with the 450? A question that may arise legitimately, especially considering the elitist character of the hair 450 YZ-F. But the Japanese did not merely add a headlight at the motocross bike to create this enduro motorcycle, among blue we worked in depth to fit the specifications of Enduro, probably helped by the experience garnered for some years now on the Dakar.

Yamaha WR450F 2016 Motorcycle

So you can forget the older generation of 450 WR-F, the similarities with the 2016 vintage will not be obvious to find. First, exit the mill 5-valve, up to the famous inverted cylinder engine and tilted backwards. The same principle as the YZF but with a lot of changes I invite you to (re) discover in the technical part. Obviously we note the arrival of an electric starter, almost indispensable element in enduro, but the kick is preserved, and that, that's always fun when battery failure. The chassis is extremely close to that of a YZF few details. We can not say that the WRF suffers deficiency in terms of equipment, but still, an enduro bike to over € 9,500 series without hand guards.

Yamaha inside

Place this test 450 WRF 2016, we are in the south of Spain and Yamaha has put together a full-scale rolling to discover this new Japanese enduro, a raid of 200 km in the western scenery Sergio Leone, like conditions of Baja and even a day in South America in the Dakar! Straddling the bike, it's not really disoriented by the current style of Yamaha ergonomics "up to date" which calls for a small acclimatization recalcitrant broad bikes at the gills, and personally I am one. Well, it is not fatal, it gets used again but it's usually more enjoyable to have a finer motorcycle.

If the handlebars seems very natural beginning of the day, I change my mind at as and taxiing. By chaining kilometers standing in the tracks and Spanish rios, the position becomes brittle for the wrists. A concern which can be partly solved by changing the position of the handlebars, or even better by changing the position of the tees (4 possible positions) in order to better adapt to his wishes.

We quickly realized that the best is notable on WRF 450 2016 in terms of chassis behavior. From the previous vintage, the bike seems already lower saddle, especially the weight seems less high pitched. The whole is more balanced, so it becomes more easy handling. It is easier, yes, but we will not go again until that one is in the presence of a simple enduro to handle. It takes a minimum of presence and leadership to guide the new WR450F, especially in more technical portions where you have to shoot straight. Its front end is not always easy to register with precision corner entry for example. Throughout the test, I will open also further compression of the fork so that it plunges more easily and more will be felt.

Side always suspensions, this fork that I could find a little dry on small impacts, ultimately proved an excellent compromise between comfort and performance. I speak from the top of my 68 kilos (without equipment), some of my colleagues (sturdiest do we tell) have found them a little too soft at times. For his part, no complaints about the shock of the WRF 2016, comfort and efficiency were at the rendezvous, despite the hostile terrain grip. The result is a healthy Kayaba together, that does not come unawares when a hidden hit hard by dust stone, yes yes, we tried!

Silent and. noisy?

To engage the motor part, I will immediately start with the point that hurts: it is noisy this WRF 450! Noisy yes, but from inside ... Because if we can only welcome the discretion of the beast for the ear of a waterfront, the Standing slam issued by the airbox just behind the cockpit is this When making use for the pilot in the long run. Well, we must say that has swallowed 200 terminals in the day with many rolling parts where gas remains open for minutes ... like on a rally bike, really! And so, as rally, earplugs are urged to make your life more enjoyable blue.

As for the engine itself, say he has a demonic, just healthy! The "fishy blows" on the throttle the bike propel strongly from one point to another. Thrill seekers and seasoned drivers will probably delighted in WR450F 2016. However, the lambda enduro rider, he may be less dythirambique. This engine clearly has strength to cash sub-schemes without flinching or ideal for winding in the technique. But unless they are always watching finger on the clutch, it is not unusual to be surprised by his explosive behavior the rest of the time! A point which can also penalize the precision of the motorcycle in the art, as seen above.

Long live electronics!

Fortunately, this gross nature can also leave coax through the magic of electronic fuel injection, and we we're not deprived in our halt at midday: it is sufficient to connect the Yamaha tool, minute later the standard engine curve is replaced by "soft" and we are off again. It is obvious, the WRF is not the same! It becomes much more docile behavior is smoothed and can then operate with much greater ease motor force. It has now mastered the precise net gas. In short, here is a possibility of setting it important not to neglect and also the strength of this "big" enduro 2016, not only reserved for the big guys.

Finally, the test course with few crossings, we have not really been able to put the box of the test speeds. However, nothing special to report, for example, has not found between two reports, and the mill anyway accepting the troisimème at low speed, it helps! Note though, takes the fifth long - maybe a sixth would it not too much? However that does not stop us "cruiser" to 120/130 km / h on the Spanish track (with still room).

Balance WR450F 2016: The adventure does not scare him!

Yamaha WR450F The 2016 will not truly surprised us, and it is in no one complaint but simply the result that we expected. This bike imposes and caters more to large spaces. If maneuverability is up, the WRF 450 is still not the Queen crossing "beefy" technical and portions skimpy. But when the landscape opens while the beast is in his element: his handlebars, one imagines well venturing Morocco, America and other large spaces to swallow kilometers motorized adventure.

Here Yamaha therefore did not err in offering us the test this way WR450F 2016 "Baja". For his motorcycle is placed on the ground with a healthy chassis that allows driving with the pace without fear when the field is deteriorating. The engine is really strong, his strength allows him to cash diets low in stride. His punch him is double-edged, we appreciate the "boot once" at the slightest rotation of the handle, it's fun, you can pull up on all reports, but it is also sometimes difficult to control. Hence the importance of playing with different power curves available and make its engine to the card. Well seen.

Yamaha WR450F 2016's will be available at your local retailer in the month of March 2016 at a price of € 9,599; obviously it's still too expensive but with respect to the Yamaha market remains on the ropes. On this test, Arnaud carries a holding Klim Enduro XC (€ 169 pants, jersey and gloves € 59 € 39), a helmet 6D ATR-1 2014 (€ 599) and knee pads Leatt C-Frame (€ 599).

Yamaha WR450F 2016

Price: € 9,599 at 08.12.2015

Colours: Blue

Availability: March 2016

Ducati Monster 1200 R: Again! Ready to bite!

Ducati Monster 1200 R Super Bike. With this new R Monster finds the drawing we had picked out on the original Monster. The Ducati Monster 1200 S with its liquid engine arrived in 2014 with a surprise since it was moving towards a use more "tourism". A surprising choice facing competition that displayed superior performance. There are only a few things wrong with the Monster 1200 R R because this is the one we expected nothing less with this liquid engine. One that had launched the roadster category regains its youthful soul. R is applied to the radiator protection, the engine is in a black finish, an adjustable steering damper is added, and the diameter of the exhaust manifold is increased by a few millimeters.

The rear shock is fully adjustable

The loop is completely redesigned and significantly reduced. She now hosts a traditional plate holder as Stripe, instead of one placed at the end of the swingarm. The lighthouse is found with LED daytime running lights and the like Stripe S, the small windscreen, carbon mudguards and Brembo monobloc brake calipers M50. The wheels are exclusive W contrast to R. The large deck is removed and is replaced with standard carriers with sports footrests and no longer amortized. The heel of the right boot is no longer embarrassed as it was.

The exhaust silencer is always double bunk but its design is unique to R. Ducati does not simply work on the performance of the Monster. The general line is preserved but the style is changing nonetheless. By notches on either side of the saddle replace the handles for the passenger. M1200R This is the Monster of the range, the fans should appreciate. Installation of liquid cooled engine has caused weight gain on the Monster 1200 S or standard. Ducati reacts a year after putting in this new catalog Monster, which is in addition to three others in 1200.

The first surprise is undoubtedly the absence of mechanical noise when the engine starts. Ducati have made some changes to 160 horses: the exhaust manifold is expanded 8 mm, compression is increased to 0.5 (13: 1) and butterflies are elliptical. On paper, the R 25 wins horses compared to the standard and 15 version compared to S. With this new R Monster finds the drawing we had picked out on the original Monster. The new footrests and changes to allow suspensions to take a 50 ° angle. However, all share the same Monster Box and the same clutch. Too bad the R does not benefit the shifter 1199 Panigale.

The seat which is set higher up clearly student winning 45 mm. We regret two things primarily: the dashboard is unreadable in sunlight and the high price of this bike. Nothing actually varies in the front outside of the highest inverted fork and black finish, and not on the gold as S. A test of the Ascari circuit, the new R immediately shows its differences against other M1200. The power and increased compression do not prevent the twin to remain flexible at low speeds anyway. However, we must not hesitate to go to tease the maximum speed that is expressed without restraint.

It must be acknowledged that over the towers, lack of shifter is annoying, but the big twin forgives many minor errors with its wide availability range. He never shows even when violent opens wide, and its sound is rather discreet, a rather amazing thing Ducati. A pleasant surprise is to bring to account the position of the handlebars. The changes make it perfectly in line with what is expected of a sporty roadster. It is ideally suited to larger without excessively penalizing the smaller drivers. The wide handlebars contributes to good handling of the Monster 1200 R even though it is not very suitable on circuit.

Ducati is reactive in the banking Ascari but staying on course without failing and without tiring the driver. The same goes for braking that combines with success fingertips the power, ease and finesse of the assay.

Warranty and Price - 2 years P / MO - € 18,490

Technical sheet

Engine: 4T-twin, liquid-cooled

Capacity: 106 x 67.9 = 1198 cm3

Max power: 160 hp at 9250 rev / min

Couple 13.1 nm to 7750 rev / min

Operation: electric starter

Power: injection

Clutch :

Box: 6

Setting: lattice of tubular steel

Front suspension. : Telescopic fork ø48, deb. 130 mm

Ar suspension. : Mono shock absorber, deb. 159 mm

Brake BC. : Ø 330 mm disc, 2-piston

Brake ar. : Ø 245 mm disc, 2-piston

Pneu BC. 120 / 70-17; ar. 200 / 55-17

Fuel tank: 17.5 liters

Length: 2121 mm

Seat height: 830 mm

Dry weight: 180 kg

Standard equipment

Adjustable shock absorbers

Adjustable suspensions

Adjustable traction

Adjustable ABS

Steering Damper

LED Lights

Flyscreen

Digital Dashboard

Tachometer

Fuel Guage

Clock

Total mileage

Partial mileage

Seeing gear engaged

Manufacturer / Distributor DUCATI

Ducati Monster 1200 R

The Ducati Monster 1200 S liquid engine arrived in 2014 with a surprise since it was moving towards a use more "tourism". A surprising choice facing competition that displayed superior performance. Ducati puts the race in 2016 with the Monster 1200 R, R for Race. Installation of liquid cooled engine has caused weight gain on the Monster 1200 S or standard. Ducati reacts a year after putting in this new catalog Monster which is added to the other three 1200 range. The Monster 1200 R shows significantly higher claims and to demonstrate it, it tries on the Ascari circuit in southern Spain.

The Monster revives its style

Ducati does not simply work on the performance of the Monster. The general line is preserved but the style is changing nonetheless. Nothing really changes in the front outside of the inverted fork and highest in black finish, not as golden as on S. We find the headlight with LED daytime running lights and as the S Stripe, the small flyscreen The carbon fenders and calipers Brembo monobloc brake M50. The wheels are exclusive W contrast to R.

The changes are much more important in the rear. The loop is completely redesigned and significantly reduced. She now hosts a traditional plate holder as Stripe, instead of one placed at the end of the swingarm. By notches on either side of the saddle replace the handles for the passenger. The seat, which is set higher up, clearly winning student 45 mm high. The footrests no longer share anything with others M1200. The large deck is removed and is replaced with standard carriers with sports footrests and no longer amortized. The heel of the right boot is no longer embarrassed as it was.

With this new R Monster finds herself picked up the drawing that had been discovered on the original Monster. There are other things that jump least in the eyes relative to the S. One R is applied on the radiator protection, the engine is in a black finish, an adjustable steering damper is added, and the diameter of the manifold exhaust is increased by a few millimeters. The exhaust silencer is always double bunk but its design is unique to R.

Dynamism raised to 160 horsepower

The first surprise is undoubtedly the absence of mechanical noise when the engine starts. Ducati have made some changes to 160 horses: the exhaust manifold is expanded 8 mm, compression is increased to 0.5 (13: 1) and butterflies are elliptical. On paper, the R wins 25 horsepower over the standard version and 15 in relation to the S. The new footrests and changes to allow suspensions to take a 50 ° angle. However, all share the same Monster Box and the same clutch. Too bad the R does not benefit the shifter 1199 Panigale.

At the Ascari race circuit, the new R immediately shows its differences against other M1200. The power and increased compression do not prevent the twin to remain flexible at low speeds anyway. However, we must not hesitate to go to tease the maximum speed that is expressed without restraint. It must be acknowledged that over the towers, lack of shifter is annoying, but the big twin forgives many minor errors with its wide availability range. He never shows even when violent opens wide, and its sound is rather discreet, a rather amazing thing Ducati.

A pleasant surprise is to bring to account the position of the handlebars. The changes make it perfectly in line with what is expected of a sporty roadster. It is ideally suited to larger without excessively penalizing the smaller drivers. The wide handlebars contributes to good handling of the Monster 1200 R, although it is not very suitable on circuit. We never force to move from one corner to another, while remaining adequately "on the front" to maintain good support in the long fast corners. Ducati is reactive in the banking Ascari, but it stays on course without failing and without tiring the driver. The same goes for braking that combines with success and fingertips, power, ease and finesse of the assay.

There are only a few things wrong with the Monster 1200 R R because this is the one we expected nothing less with this liquid engine. One that had launched the roadster category regains its youthful soul. Everything is there: the liveliness of the chassis, reduced dimensions and weight, a powerful engine. We regret two things primarily: the dashboard is unreadable in sunlight and the high price of this bike. Perhaps by adding some elements picks on the 1199 Panigale, such as ABS or curve shifter, it would have been more understandable. Anyway, this M1200R is the Monster range, the fans should appreciate. All image by moto-infos dot com

KTM Duke 690 2016: Multiple Pleasures

The rear shock discomfort but is very effective in sporty driving. KTM perseveres to offer a mid-displacement roadster powered by a single cylinder. Duke 690 2016 model is the fifth generation of Duke, she tumbles this year with a more powerful engine and an electronic top-flight. Competition is most often trust the twins and offer simple solutions for small roadsters accessible. KTM relies on technology choices as astonishing as convincing once underway.

It should not be relied upon, the changes are numerous in the bowels of the single-cylinder KTM 690 Duke. The only regret has finally braking that should be more teeth to taking orders. The single cylinder virtually no longer vibrates, but retains its characteristic sound despite its transition to the Euro 4 standard. The finish remains in good order. On the R version, the electronics comprise the pack track in series, and the ABS receives the "curve stability control" function. Duke 690 has no standard suspension tuning, but nevertheless performs well in sports driving without sacrificing comfort. Sport mode offers a sharper engine response without any irregularities, the dosage of the handle is always easy. All changes allow the mono taking 1000 rev / min and display more impressive power of 73 horses.

Competition is most often trust the twins and offer simple solutions for small roadsters accessible. KTM relies on technology choices as astonishing as convincing once underway. The tank holds 14 liters of gasoline. The KTM Duke 690 is setting using the buttons on the left handlebar and the new digital TFT color screen. It deserves to be placed a little less to the horizontal to less reflect the sun, but remains readable throughout despite the amount of information contained herein. With 148.5 kg, this lightweight Duke is a real treat on small mountain roads but also shows particularly docile in town.

Water cooling for the KTM Duke 690 R.

KTM perseveres and does well. From generation to generation, the 690 Duke gets better as to become the most versatile roadster category, at least probably capable of the greatest gap of use, the city humdrum piloting on a special mountain. Another batch of novelties is put on the account of electronics. The "ride-by-wire" allows KTM to propose several driving modes (Rain, road and sport), as on many roadsters larger displacement. KTM has revised riding position with wide handlebars and fairly low but adjustable footrest height. Added to this the new saddle much better suited to a roadster. It is refined on the back to provide the pilot with a less cramped seating and better mobility. This small KTM can do everything, including holding a great pace in the relief without using his driver.

Warranty and Price: - 2-year P / MO unlimited km - € 7,990

Technical sheet

Engine: 4T single cylinder, water-cooled, SOHC

Capacity: 690 cm3 =

Max power: 73 bhp at 8000 r / min

Torque: 6500 nm to rev / min

Operation: electric starter

Power: injection

Clutch :

Transmission: 6-speed

Setting: molybdenum steel trellis chromo

Front suspension. : Inverted fork Ø43, deb. 135 mm

Ar suspension. : Mono shock absorber, deb. 135 mm

Brake BC. : Ø 320 mm discs, 4 piston

Brake ar. : 240mm disc, 1 piston

Pneu BC. : 120x70-17; ar. : 160x60-17

Fuel tank: 14 liters

Length: mm

Seat height: 835 mm

Dry weight: 148.5 kg

Standard equipment

Ride by Wire

ABS

Digital TFT display

Akrapovic Exhaust (model R)

Pack Track Series (model R)

Folding passenger footrest

Passenger Handles

Aircraft-style fuel cap

Side stand

Options

Motor Slip Regulation

ABS Supermoto

Manufacturer / Distributor

KTM

KTM perseveres to offer a mid-displacement roadster powered by a single cylinder. Duke 690 2016 model is the fifth generation of Duke, she tumbles this year with a more powerful engine and an electronic top-flight. Competition is most often trust the twins and offer simple solutions for small roadsters accessible. KTM relies on technology choices as astonishing as convincing once underway.

It should not be relied upon, the changes are numerous in the bowels of the single-cylinder KTM Duke 690. His run is reduced and increased its bore to maintain this displacement of 690 cm3. The single overhead camshaft operates the four valves head with only three cams. The active central cam the two exhaust valves through a rocker in Y. The two lateral cams are in charge of the intake valves. The balancer on the crankshaft is reduced, but the big novelty, a first on a mono, is the addition of a second balancer in the high engine. The air intake is tranquilized with a small chamber which absorbs the variations of the incoming stream and butterflies move from 46 to 50 mm. All its developments allow the mono taking 1000 rev / min and display more impressive power of 73 horses.

A big mono resolutely high tech

Another batch of novelties is put on the account of electronics. The "ride-by-wire" allows KTM to propose several driving modes (Rain, road and sport), as on many roadsters larger displacement. The most amazing is the addition of MSR (Motor Slip Regulation), which allows downshifting safely block the rear wheel through a convenient and automatic adjustment of engine speed. This is an option that goes with the traction control in a Track Pack, which also concerns the ABS. This is standard, but not the Supermoto ABS which makes it possible to slide the bike, pushing its yield response. All this setting using the buttons on the left handlebar and the new digital TFT color screen. It deserves to be placed a little less to the horizontal to less reflect the sun, but remains readable throughout despite the amount of information contained herein. It changes color depending on the engine temperature, the speed reaches or switched mode.

Steering surprising sensations

The most surprising result of these new technical features. The single cylinder virtually no longer vibrates, but retains its characteristic sound despite its transition to the Euro 4 standard. Of course, do not drop under 3000 r / min, but beyond that, he took without flinching whatever the regime and more quickly above 6000 rev / min. It never lets up to the maximum power of 8000 rev / min. Probably more than the power and torque gains is its spontaneity and incredible lie that give bananas. Bluffing, that very player engine is accompanied by changes of ultra-fast, accurate reports (the rise and downhill) without moving the rear. Changing the frame at hunting obviously plays on the surprising stability that demonstrates this Duke. With this spirit, the only regret has finally braking that should be more teeth to taking orders. Sport mode offers a sharper engine response without any irregularities, the dosage of the handle is always easy.

The Duke 690 has no standard suspension tuning, but nevertheless performs well in sports driving without sacrificing comfort. On this point, KTM has revised riding position with wide handlebars and fairly low but adjustable footrest height. Added to this the new saddle much better suited to a roadster. It is refined on the back to provide the pilot with a less cramped seating and better mobility. The passenger loses a little but the Duke found himself all alone mainly ways. Whatever the look adopted, the pilot of this machine is still very easy and instinctive. With 148.5 kg, this lightweight Duke is a real treat on small mountain roads but also shows particularly docile in town. It can even accept the main roads without flinching. It's not his favorite environment, particularly because of the lack of protection, but this little KTM can do everything, including holding a great pace in the relief without using his driver.

The R gives much, much more

2 more horsepower provided by the approved silencers Akrapovic change nothing to the case. True over R version are elsewhere. The electronic package comprises the track in series, and the ABS receives the "curve stability control" function. The frame is orange but remains the same. What changes frankly, is the ergonomics of the bike with a higher seat than 3 cm, remote footrest and enhanced, and a slightly different handlebar hanger. Moving from one to the other does not fail to surprise, but is quick to A. sporty driving, have more downforce on the front is nice and adjustable suspensions are much more efficient, while Brembo braking M50 as much bite and endurance. This version is therefore an excellent choice for lovers of sports driving, but the bill is logically higher.

KTM perseveres and does well. From generation to generation, the 690 Duke gets better as to become the most versatile roadster category, at least probably capable of the greatest gap of use, the city humdrum piloting on a special mountain . Of course you can find her small defects, but its consistency is excellent with great and scabby engine, imperturbable chassis and incredibly easy handling. The new engine is a gem for those who want to have fun, with its unique architecture and so endearing that only KTM currently offers on the market. Too bad the big developments in electronics are optional on the standard 690 Duke (€ 7,990) in the Track Pack to € 299: traction control, ABS supermoto, MSR and control modes. R lacks nothing, but is also much more expensive with € 10,500. In the final, this new generation is progressing well, especially on the ergonomics of the seat which lost nothing in comfort, while providing a real gain in terms of driving pleasure.