Yamaha MT-125: The MV!

The Yamaha MT-125. A hundred miles of a 125 Utility It starts with an assertive look. The aesthetic codes of the Master of Torque family, are duly respected. Clean lines, sharp headlight, side scoops sharp, digital dashboard full very bright, short and low exhaust, muscular swing arm, so on and best C 'Certainly, for a 125 cm3, she throws the small MT. Especially, thanks to a clever dress up game around its engine, the Yamaha MT-125 does not "big bike with a small mill": Nederlands Yamaha designers worked well. With such pace, obviously we want to get close, to feel its materials, animating the dashboard and to climb in the saddle. 

Perched at 810 mm, it is slightly below the cup (my) load but still a little high for smaller riders. Under 1.70 m, it is impossible to put your feet perfectly flat. It is still a shame when you know that the MT-125 will also seduce girls. Here lies the difficulty of drawing such a motorcycle today: it must suit everyone, all over Europe. Not simple.  For the rest, the interface is still very successful. The triangle handlebar / seat / footrest is natural, although fairly flat handlebars generates an ounce of support for forearms. Sports lovers will appreciate while urban will be reassured to learn that the city repeated stops not make you want to stand up to all the time.

A little softer than mono torquey

At startup, the small single cylinder 124.7 cm3 makes a sound consistent with catégore, although rather serious for the engine and especially less jerky than the designated rival, the KTM 125 Duke. In a few hundred meters, one easily grasps the MT-125 wanders the boulevards like your goldfish in its bowl.  Clutch and ultra flexible selector obvious selection, beginners should easily take over this novelty. In town, it does not feel its advertised 138 kg fully fueled, which is itself an argument. Subsequently, there is some equipment deficiencies: while no speed gear indicator are tight and it is possible to get lost between the third and fourth report, warning lights conspicuously absent, screwed tank cap damage. 

These small grievances are quickly erased by the dynamic qualities of the Mini MT. Starting with a frankly engine available for the category. Magic of the electronic injection - or know-how acquired by Yamaha Enduro - The drum seems incalable!  We can thus ask him to go down to 50 km / h in sixth and leave on a light throttle. Certainly, in these conditions, we salute ra greater flexibility that the couple - must not be pressed - but still.

Easy town, efficient road

The vitality of this 4-time remains in the average, with linear acceleration and longer in the best vein of the category. The concept of Master of Torque is of course relative, but what is appreciated is the way in which MT-125 delivers its power and torque: the engine always responds and never gives the impression to be martyred even more sporty driving.  The outbreak of the limiter, often criticized for its brutality on the first generation of the YZF-R125 which is the basis for MT, was much more mild. At 90 km / h sixth, the engine runs at 6000 rev / min and seems perfectly accommodate this pace. Road Trip is in fact perfectly possible. Accreditation is the appointment, within the limits of the genre. 

The cycle-party oversized has no difficulty in assisting the engine. The rigidity of the steel frame Deltabox participates in directional stability almost beyond criticism. The placement accuracy is close to the rigor of a big engine. The only downside is the beautiful Kayaba inverted fork 41 mm: set quite flexible - particularly against the donor sport - it slightly dives when braking and participates probably the willingness of the MT-125 to get up when braking on the angle. Otherwise, dynamic capabilities are real and good enough to have fun in the mountains. The floating front disc and caliper four-piston are not in lace-side power, even if the lever is inconsistent in the first quarter of the way. After a day of city and road, sometimes not really "snooker", the Yamaha MT-125 has not shown tiring and suspensions flexible enough contributed. This bodes well for everyday use and say while the same motorcycle 300 cm3 would be a sacred tool. 

A future must in the 125 class?

125 The market has seen better days. It must be said that significant innovations are not as flowering than in large cubes. In addition, if you dream of a 125 cm3 fun and modern, we have little choice. The new Yamaha MT-125 therefore falls straight, making a breath of fresh wind on the category. Easy to grip, more comfortable than suggested by its looks, it offers compelling performance and pleasure that appears in the game. What challenge the KTM Duke 125 ABS, which has managed to establish itself in France at a price of € 4,090. The Yamaha MT-125, sold € 4,299, suffers only small secondary faults as a saddle and a bit high few equipment deficiencies. Hopefully future version of ABS remains at reasonable rates. It shows in any case a nice teamwork between the various European subsidiaries of manufacturer:. Dutch design, Italian and French testing assembly The most European of 125 cm3 Yamaha should logically carve a lion's share in eighths liter but we will wait until the last quarter of 2014 to see land in the concessions.  By Christophe Le Mao, photos Alberto Martinez and Sebas'

Bultaco Brinco: mid-electric mid-calf

The two red buttons are dedicated to the handlebar to the electric motor. The one on the right and turns off the engine. The left one is more unusual: it is a power regulator, not as a motor speed control or auto. Thus, the Brinco can maintain a constant power regardless of the terrain. Brinco is the "moto-bike", a hybrid device that fits between the bike and the VAE. Apart from the name of the Spanish brand on the frame and off-road appearance, we must admit that nothing makes the link between the past and Bultaco Brinco 2015. This motorcycle-bike that stands between VAE and electric motorcycle will be offered in two versions, one not approved as a motocross bike, and certified as an enduro bike. The battery and is easily installed to recharge his apartment.  Without the battery, the Brinco is a classic mountain bike The lithium-ion battery promises 30 km of autonomy. The Brinco is tried here in the finish "Bultaco is Back Limited Edition" 4800 euros.

Hyundai Genesis Sedan

2015 Hyundai Genesis sedan driving test. Inside is much more spacious, but not as spacious as this one, which has whole right side removed! What Hyundai continues its ascent to dominance of the automobile in March, and since making quality a little over a decade ago a priority - and since he pipped another priority shortly after - the automaker has made ​​some mistakes on his climb up -market competitiveness. The last step of this increase is that the 2015 Genesis sedan.

Outside, it has a strikingly stylish new grille and side profile, part of "fluidic sculpture 2.0". The hood is long and flat, the car is backward, the grille is more upright, the C-pillar is what we might call "elegant. "It certainly looks more elegant and more expensive than the current Genesis sedan. Outside significantly smoother means a cd of 0.26, it is quiet as it slips into the air.

The interior is lined with real aluminum, leather and wood, coated horizontally and corresponding to the elegant exterior perfectly. Nobody should complain about the elegance factor of this tower. Under the long hood, there is the same 333 hp 3.8-liter V6 and 429 hp 5.0-liter V8 driving the rear wheels. A little on the back of these is superbly smooth ZF automatic Shiftronic eight reports. But the new car also comes with a HTRAC optional four-wheel drive, which transfers torque to the front wheels via an electronically controlled multi-plate clutch. (Like a little more detail, or the engines exactly who will get the HTRAC will be announced closer to the launch in April of the car.)

There are four modes to choose the driver for the system for the clutches: normal, sport, eco and snow. Normally, the torque varies from 30/70 to 40/60 front / rear. In sport, it ranges between 20/80 and 10/90. Sport mode also enhances transmission at faster change, faster response to the accelerator, sportier limits on electronic stability control and firmer settings on the Advanced controlled damping continuously.

What is it like to drive? Climb inside and the car immediately feels like it's moved up a class or two. The seats are almost an inch lower to the ground, for example, which, surprisingly, makes a big difference in how it feels when you sit sport in it. Previous Genesis sedan almost feels like an SUV in comparison. The base 3.8 launches with authority and 5.0 straight launches as a true sports sedan. Hyundai did not give figures 0-60, except to say they are "much faster than the old model," which does not seem possible, given that it has the same engine and transmission so that curb weight is "a little heavier." We have to wait to get on a drag strip. The Genesis has achieved in the previous Trim higher five years to 3.8 liters and five years with lower 5.0.

Underway in the prototype we drove, new springs and dampers and a new stiffer body with ultra-high strength of more than 51 percent steel combine to make Genesis a competitor worthy of best players establised in the classroom. The sedan had previous shocks that have been listed as being "hard" both hamper the rebound, while the new sedan jounce soft and hard bounce.

We had three laps around the road race at Namyang Hyundai bus ride the grounds of an hour outside of Seoul prove. After getting a strong sense of shock in a straight line, we found that, in the process, the car tends to wallow a little more and maybe even a little flop. The electric power steering rack mounted motor with variable gear ratio was fairly accurate and not terribly overboosted, but the rear tires 275/35 all-season 245/45 before and mounted on 19-inch wheels (18 are standard ) yelped in agony crafts that we take here and there in the Korean countryside. This sound can come from our engineer terrified / passenger, however.

The car has been clocked in the Nürburgring, but it was only a trick "informal", we are told. Nevertheless, it was "about five percent faster than HTRAC with rear-wheel drive." We liked to try back-to-back laps with the BMW 535i, which was at hand in Namyang, but that was not an option. We're guessing the Bimmer had manipulated the safe handling and better with much less thin. But we wondered, how Genesis sedan owners will drive like that? Probably not if the shocks are softer probably fine for the average buyer. Next year, Hyundai will offer a sport package with a more powerful engine, better suspension, big tires, stiffer body and a better seat.

? Do I Want It In the end, with technological upgrades such as automatic braking, lane keep assist, blind spot detection and a host of other features of luxo - including a CO2 sensor for inside to see if you breathe too much carbon dioxide - the arrival worthy of Genesis is Hyundai's new luxury goal spearhead, including more bonuses in its range. Prices will be announced closer to the car in April (almost) launch, but current Genesis sedans start at just over $ 36,000 for the V6, while the 5.0 R Spec starts at just over $ 48,000 . Compare this to, say, a BMW 535i from just over $ 56,000 and a Mercedes-Benz E-Class at about $ 53,000, and it is a good deal. While the Germans manage about twice as much on a slalom course, if you do not try to autocross your turn, or even push hard on a twisting mountain road, you can give Genesis a try before making your purchase .

Benelli BN 302: appealing to more than one!

Benelli BN 302. With two 260 mm discs gripped by 4-piston calipers, the Benelli is an excellent brakeman. The Benelli BN302 a roadster sparkling twin and very well equipped. The look of the Benelli BN 302 is not unlike that of the Kawasaki ER6N. Despite this strong resemblance, the general line is very pleasant and well balanced. The finish of the Benelli BN 302 is very good. With two 260 mm discs gripped by 4-piston calipers, the Benelli is an excellent brakeman. The twin-cylinder 4-stroke cooled DOHC 4-valve water develops 38 horsepower at 11,500 rev/min. The couple is not without interest for this type of engine with a value of 27 Nm at 9000 r/min. The tubular frame provides good stiffness and good road feedback.

If the passenger seat is counted, it benefits still dedicated handles. The engine is capable of taking the Benelli BN 302 to the maximum speed of 155 km/h. The selector and the brake pedal are adjustable in distance. The single transverse damper is adjustable via a hydraulic wheel. Left: Turn signal control, control horn and position control fires. The 240 mm rear disc is just as convincing as the front. The Benelli is formidable in the exercise of braking. The escapement in the down position delivers an incredible sound in the towers.  Music lovers will enjoy, residents a little less. At the front, the Benelli BN 302 is equipped with an adjustable inverted fork 41 mm in diameter. Right: control starter, cut-contact control and warning control.

The small wind-jump participates in the aesthetic success of the Benelli 302. In dynamic BN, its effectiveness is very relative. With 790 mm seat height, the Benelli 302 BN wants rather accessible. Only its weight of 180 kg can put off the most fragile among us. Comprehensive and well presented, the dashboard includes all information (tachometer, total and partial mileage, clock, fuel gauge, temperature). The brake lever of Benelli BN 302 has an adjustment wheel. The aircraft-type gas cap wrench farm and is hinged. Very healthy in his behavior, Benelli BN 302 is not the last to address the winding roads. His high-flying harsh braking and chassis put in trust. To deliver its full potential, the twin needs to be maintained above 6,000 r/min. Below, there is compelling but was less demonstrative.

Technical sheet

Engine: Twin 4T water cooled, DOHC, 4 valves Displacement: 65x45,2 = 302 cm3 Maximum power: 37 bhp at 11500 rev / min Torque: 27 Nm nm to 9000 rev / min Operation: electric starter Power: injection Clutch: in oil bath Gearbox: 6 Frame: Steel bridge front, rear aluminum Front suspension. : Inverted fork Ø41, deb. mm Rear suspension. : Single adjustable shock absorber, deb. mm Brake BC. : Discs ø 260 mm, 4-piston brake ar. : Disc 240mm two-piston Pneu BC. : 110/70-ZR17; ar. : 140/70 ZR17-Fuel tank: 16 liters Length: 2150 mm Seat height: 790 mm ​​Dry weight: 180 kg

Standard equipment

Side stand with motor safety 

passenger handles 

passenger footrest 

adjustable selector 

lever adjustable brake 

hydraulic adjustable inverted fork 

Mono adjustable hydraulic shock absorber dial 

needle Tachometer 

Clock 

segments Fuel Gauge 

Temperature 

Odometer 

Total distance 

aircraft-type gas cap hinged 

retractable Key 

Lights rear LEDs

Manufacturer / Distributor BENELLI

Largely inspired by the Kawasaki ER-6, the lines of the 302 Benelli BN does not necessarily shine by their originality. However, looking more closely, it is clear that the 300 does not miss assets to seduce, among others, the new license holders A2 motorcycle. Polished finish, high-class equipment and playfulness make this bike an endearing companion to overcome the everyday and take a good dose of fun on weekends.

DIP imported by France, the Benelli brand was born in 1911 in Pesaro, Italy. At that time, Giuseppe, Giovanni, Francesco, Filippo, and Domenico Antonio Benelli founded a repair shop of cars and motorcycles. Gifted for mechanics, these six brothers decided to manufacture their own parts to produce an engine 75 cm 3 adaptable on a bicycle. In 1921, they imagine the Motoleggera, first bike in a long line for the Benelli siblings. Commercial successes and victories in competitions accompany the brand until 1970, when the company was purchased by Alejandro de Tomaso. In 1990, Benelli disappears from radar screens before re talking about her in 1997 following its acquisition by Andrea Merloni. In 2005, the powerful Chinese group Qjian Jiang absorbs brand promising to keep his DNA. Today, the range consists of the trek Amazonas, the Trek 1130 1130 R DTT, DTT 899, R 600 BN and BN 302 which contains the test today

Even draw on an existing bike, both refer to one of the stars of its class. This is exactly the bias Benelli of designers who did not hesitate to take up the broad outlines of the Kawasaki ER-6, reference to the mid-size roadsters for many years. Lateral shock absorber, vertical optics, low exhaust outlet position, lined tubing at the swingarm, forms side scoops. Fortunately, Benelli has not fallen into the trap of cheap imitation, one that does all the same as its but with less inspiring.

One feels that the Italian brand wanted to do things well, offering 302 BN of quality elements. Front disc brake in 260 mm petals with 4-piston calipers, hydraulic adjustable inverted fork 41 mm in diameter, adjustable shock preload simply by knob, plus the brake lever, selector and adjustable brake pedal. This ability to adjust at will all inevitably brings us back to the long history of the brand in competition. 

No bad taste

Other facilities on offer on the BN 302 are more common on this type of machine. Thus we find an engine with side stand safety grab handles, a rear light LEDs and a lockable fuel cap hinged. The dashboard is not left with a tachometer needle attached to a particularly generous digital window. The speedometer is found there, the watch, the outside thermometer, fuel gauge, odometer and odometer.

Do not spoil the readability of the whole is excellent even in bright sunlight. Finally, the ignition key is in the holder folds like some car. Certainly, it is not used much in absolute terms, but such details allows the BN 302 score points before you even press the electric starter. 

Uninhibited

At the heart of Benelli BN 302, we find a dual 4-stroke twin cylinder overhead cam head, 8-valve, liquid-cooled, 300 cm 3. This engine develops 38 horsepower at 11,500 revs / min for a torque of 27 Nm at 9000 r / min. For comparison these values ​​are almost similar to those of a Kawasaki Z 300 for example. The Italian even delivering its maximum torque 1000 laps before the Japanese.

Featuring 180 kilos dry on the scale, the BN 302 is not necessarily obvious to move. Fortunately, things work out when the handlebars (aluminum with variable section please) through a 785 mm seat height that allows most of the templates to lay the feet flat on the floor. The ergonomics are well thought out with a fairly neutral riding position, slightly remote footrest, smooth controls and a carefully carved saddle. 

At home in the city

The first of the six-speed engages smoothly and the smoothness of the clutch can jump without fear of stalling. The first meters also reassure us on the good behavior of the engine at low speed. While the twin lacks a bit of roundness as the needle remains in the bottom of the rev counter, but the flexibility is there to move serenely in urban areas without constantly playing left foot.

To escape from the flow of traffic, however, it will start typing in the towers to take full advantage of the twin playfulness. Well balanced at low speed, BN 302 is quickly forget its relative overweight. However, the turning radius deserved to be shortened for easier maneuvering in town. After several minutes of driving, the firmness of the seat starts to be felt, but the comfort of the cycle-part compensates this slight inconvenience. Potholes, speed bumps, deformations of the road, BN 302 gum road traps brilliantly. 

Formidable in the countryside

As soon as the horizon clears, the Benelli reveals another face. The discreet feulement exhaust becomes angry roar from the first big revving. After 6000 r/min, music lovers will be delighted bordering a little less. Second, third, fourth the selection is intense, precise, and the sensation of riding a sports model is omnipresent. While the engine will not lengthen your arms, but led to good progress, the twin distils excellent feel.

The chassis is never subject to sway, Pirelli tires well stay the course and only the nervousness of the front on the wrong coating could inspire you to make the hand. From the next turn, the desire to put a "shady" Yet even takes over the braking proves formidable in all registers. Power, progressive, endurance, hard to blame him anything at the front and rear. A return on the expressway confirms the lack of protection inherent in the kind roadster despite the presence of an anecdotal windscreen. At the maximum speed of 155 km/h chrono, your neck can withstand several kilometers, but your license points will already be suspended.

Conclusion: The segment 250/300 just to take off in France despite an offer increasingly varied and serious in the image of this Benelli BN 302. Even on an entry-level model, the Italian brand does not do things by halves using materials and equipment beautiful bills. Not very original in form, BN 302 is a rewarding machine and very fun to drive. Now proposed to € 4,290 instead of € 4,790, she found a little air face 600/700 cm3 at competitive price and very popular with new licenses.