Yamaha XV950 Racer Test

Yamaha XV950 Racer Review. A version of custom bodied Bolt XV 950 R, the Racer has a single filter roasting, nevertheless full of testing flavors. For the Café Racer Japanese does not have his gun prices to attract. The fashion is in vintage style. And if you still find a classic in the Yamaha range, in the presence of the Yamaha SR 400 (at least until the end of the year), evocations the past with the neo-retro XSR the family, in the absence of a Scrambler model is the only Japanese to the three forks of the Café Racer movement is ultimately the XV 950 Racer test today on the station!

Custom "gently" roasted, it differs from the Bolt R XV950 (which it is derived) with a few simple adjustments. Its flagship is already fully dressed in a jump curved wind, with a passageway for cables and solid spacers to hold it. Its fork tubes are adorned with bellows. Its double saddle takes height (765 mm against 690 mm), the more it has a long bulging hood. From the XJR1300 and R 2015 also install exterior parts on the sides (at the drums) and of course the cockpit adopts handlebars bracelets sportier than the original wide hanger. To the riding position in tune, footrests were remote. Finally Yamaha reviewed the deflection of its suspensions to suit the kind. What transformed the "eater Yankees' Racer in the vintage spirit? For smaller budgets, why not...?

A look, and a prize!

For the first argument of the XV950 Racer is already its price: €7,999 (08/10/16), placed in a great price range Heritage Yamaha XV950 being displayed in the €8,499 and R declination better equipped (mother of Racer) is trading against the sum of €9,599. Less than €8,000 then, Yamaha offers a unique motorcycle, which does not perhaps attract purists, like Harley who have not rushed to the Bolt! But the look and philosophy certainly seduce fans of the genre more open to fashion.

They then have a well finished bike, both in the engine than the chassis treated "dark". A dark tint which contrasts nicely with the cool blue colors of our test Racer, whose tank and seat cover are covered with a white strip. The handlebar, if we find the stalks and mini LCD counter XV, the scenery takes place at the bracelets that inevitably results in a sporty driving position, torso tilted forward, so we adopt a totally right position on the original custom. Raised saddle, but still highly accessible "feet forward" banned in the presence of remote controls and enhanced, posture is sporty but not radical. The legs are in fact not too bent, however, to become one with the machine, again we regret the prominence of the right Airbox side and shifted left rear side cylinder, which interfere in the knees.

An easy town

Yamaha XV950 Racer is long and heavy (253 kg on our scale!), Which disadvantage the engine off but at a slow pace, given its falling direction. However, we have good support on the ground (even small jigs) and its small turning radius helps maneuvers in town. And thanks to its delicacy, the small size of the handlebars, it manages to emancipate traffic with ease.

In this context city, the availability of V-Twin in low revs gives serenity, despite this little jerk transmission remaining in the throttle opening. And whether to play the left lever, gear changes are facilitated by the presence of a flexible control, coupled to a gearbox however always a little reluctant. However, block vibration of 962 cm3 (lacking balancer) are never distracting for the driver, as the sound of the Racer who has also never disturb the peace of passersby. For if the original line is quite aesthetic, it has to recognize that in Europe (standards oblige!) his singing lacking charisma. The online catalog of Yamaha Akrapovic, among others, should definitely arrange it!

It lacks liveliness

This motor satisfactory approval Urban is more winded on expressways, penalized by its low power (52.1 hp. At 5500 rev / min). With the staging of the box 5 reports, however, it has interesting times by getting the lower fat in the towers, however it is clear that after this current low and medium speed, the V-Twin of Racer lacks longer. At least during transfers motorway, it enjoys a certain comfort with the aerodynamic position that generates only low downforce at the wrists. In addition, the seat of the Racer is more mellow than XV customs.

Characterized by increased deflections in the front and lowered at the rear, the new suspension agreement gives good resistance to the road Racer and more 'arguments in turn. We find it indeed a rigorous surplus in the course of maintenance, coupled with handling that improves a tad over that of Bolt. However, like the latter, the Racer, who fishes for lack of liveliness, require commitment from the pilot to make faster turn in fast combos.

They forgot the ground clearance!

Moto simple, the handling of the Café Racer Iwata is quick and its healthy cycle part quickly puts its driver (even novice!) Confident. So, quickly, we take good driving sensations to his handlebars, helped by lying down on the tank. Too bad the ground clearance of more limited quickly cut short corner taken barely spoken. It's frustrating, because the rigorous chassis incentive to increase the pace, but the filing of first footrest, then the selector left and right brake pedal requires returning.

However, braking side it's good! While the single front disc displays a moderate size, but as a custom classic, the rear brake applied more than a roadster, actively participates in slowing Racer. The mordant is present, but not exceptional. And if something goes wrong with ABS before, a successful system that shines here for its actuation discretion and its smooth operation, free from unpleasant feedback to commands.

Balance: Custom 100% Arabica

Grandmother can do a good coffee, and Yamaha is not doing so badly with his Café Racer entry. Ok, the 950 Racer XV although obviously not be full-bodied and authentic flavor of English new example (like the old way!), However the Japanese manufacturer does not offer us the low cost socks juice here.

The Racer this is primarily a look that fans (the less enlightened!) exhibit this philosophy without difficulty in town. But who, for lack of engine ground clearance too custom (thus limited) and a rather disparate assembly (basic Bolt, caches XJR), certainly will not delight the enthusiasts of the genre. Opening Question of mind, and budget!

Yamaha XV950 Racer Conclusion:

More:

Driving position

Manufacturing

Rigor

Price

Less:

Lively

Elongate

Ground clearance

Yamaha XV950 Racer:

Colors: matte gray, ice blue, 60th anniversary 

Warranty: 2 years parts and labor 

Approvals: Euro3

Yamaha XV950 Racer Price: €7 999 (at 08/10/16) 

Kawasaki Z1000SX 2017 Review And Price

Kawasaki Z1000SX 2017. For 2017, the new Kawasaki Z1000SX promises a more enjoyable driving and secure through its new electronic aids. The perfect match? Let's see it on the first highly selective and informative test. To test this Z1000SX Kawasaki 2017 model, the Japanese manufacturer has invited us in the south of France, a few kilometers from Nice to go gallivanting in the Verdon Gorge. A course of choice that has nothing to envy the roads of southern Spain, to Malaga which are often used for press presentations of new motorcycles. But then, once again the weather factor gets involved, it is 6 ° C and it rains, bad luck! Hopefully luck changes for the second session of the morning. But to smile again, there is a foolproof method: simply rotate the right handle of the new Z1000SX Version 3!

The Z1000SX in the right direction

Because its engine remains unquestionably number 1 argument of this sporty road! Now in phase with the Euro4 standard, the famous 4-cylinder "Kawa" will arrive in France without a bridle, with its 142 hp and 11.1 daN.m. In passing, note that Standard E4 did not make him lose power, which is already a positive. In the first kilometers, the famous character that we know since the arrival of the first model in 2011 rises to the surface. In this case, the hardened bitumen from our route, is its flexibility, which highlights. This big 4 cylinder in-line 1043 cm3 is able to resume with much ease from 2000 rev / min on the interim reports. The arrival of the gear indicator for 2017 is therefore not a luxury, as it is sometimes difficult to know which report is changing because of this muscular and elastic potential. Kawasaki thus catching up on this, many competing motorcycles already had and the owners of the earlier Z1000SX often demanded in maxitest.

The roundness we love

If flexibility is the prerogative of all four-cylinder in-line, the "roundness" is however not always the rendezvous. And voluptuous character, quiet strength, elastic that stretches and relaxes with great force, responding again to the call on the third Z1000SX. Among other asset, it can rely on a Keihin electronic fuel injection double butterfly (oval pipes for the second row), controlled longtime technology by Kawasaki, but tends to disappear, such as the famous H2 compressed or the ZX-10R. The house technicians explain that this type of technology involved in a generous filling and always very sweet to handle. 

And it is quickly evident that the connection between the throttle grip and the rear tire always shows precise, tasty and generous feelings thanks to ample torque available and frankly longer vigorous 142 nags. In addition, the Kawasaki Z1000SX has always delivered a beautiful sound, so that the exhaust intake, a humming that turns into meow at higher speeds. Even certified Euro4 this 2017 model equipped with its original silent, the soundtrack remains a model of its kind.

During our test, we found a very slight jolt transmission which penalized somewhat approval of driving, especially on "false beats" when groping for the right hand, or to nothing. In contrast, honors for the new more flexible clutch control and automatic search of neutral, perfect to prevent you from knitting left foot during stops.

Always a little reluctant at low speed

Reassured by the "transformation euro4" successful engine, its brilliance, its approval, its performance, its intact nature, we re-discover the part cycle. The hands engaged on very wet ground still commands respect. And this fact immediately ascend one of the weaknesses of this model, known from the beginning. Namely triggering the shift restive enough when the low speed is controlled or again on a "false rhythm." Kawasaki Z1000SX 2017 so do not progress on this, it always seems to want to resist putting on the angle. The cycle parts have changed little (except buffer), so it makes sense to find this phenomenon here, which quickly fade as soon as the speed increases and the steering becomes more authoritarian with less "neutral phase" in sinuous portions (the moment when we no longer slows and no further accelerates). When the rate rises and that one seeks the net gas earlier, "Ninja Traveller" turns much more easily, despite his big rear tire 190/50 x 17 would ensure the best stability and better traction against the classic 180/55 x 17 (depending on the manufacturer). Recall that in the maxitest of Z1000SX, you also specify that the rear suspension settings and tire choice much impact this phenomenon. So nothing is lost;)

Rigorous and well suspended

But if "this character" to the inclination affect the approval of the bike, it does not call at all question the rigor of his behavior, always to be credited into strengths. The directional stability of the Z1000SX 2017 on Highway remains impeccable even with the side cases and debilitating to the wind. Cornering stability is also out of criticism. Braking is powerful (Tokico radial calipers) and dosed especially as the ABS is optimized on the new vintage (its triggers and the rebound in orders arrive late). Cornering, subject to be at ease and in its rhythm, Z1000SX is very pleasant as always healthy. Admittedly, it may not be as sharp as the Honda VFR 800 F or agile as the BMW R1200RS , but it offers a judicious compromise between rigidity and comfort directivity.

On this point, the evolution of the rear shock (144 mm travel, 6 mm more in 2017) still siglé Kayaba, is probative. The Z1000SX 2017 digests very irregular asphalt with a depression and a rise in very progressive rear suspension. Work on the hydraulic bearing fruit. In fact, even better you can appreciate this comfortable bike on asphalt damaged and rigorous on the operating table. The quality of the suspensions is also stored in the "more" as the manufacturer still has not yielded to the fashion of Electronic Power suspensions. Kawasaki sees no interest in that class, considering the price, a development that remains working and potential sources of failure. That's a pragmatism that is not displeasing to us.

They protect feet than shoulders

With more than 250 kilometers in the rain, our first test of this Kawasaki Z1000SX 2017 gives us time to test its protective fairing amended accordingly. On the feet and thighs, it is always very good with a deflected runoff where it's needed. At the bust, it remains perfectible. The hands are particularly exposed, it will be better choose his gloves. The chest is relatively spared when placing the bubble in high position. However, shoulders and head are always swept by squalls. Finally, if the protection of the driver is probably better on this version 2017, it is still very limited face a true GT, even a big road trail as the Versys 1000 . Moreover, talk about the alter ego which shares the same engine on stilts. If the Versys 1000 is significantly less dynamic (position, engine performance, directional stability), it digs a considerable gap on his sister Z1000SX in protection, comfort saddle or welcoming passengers. And they are well on these criteria both bikes find their place in the range: The pressed and lonely travelers prefer the Z1000SX, lovers flâneront Versys in 1000. By the way, they will take more baggage because Z1000SX can not adopt the top box along the side cases, unlike the Versys 1000.

The Techno just right

The other notable developments Z1000SX 2017 regarding the arrival of a more advanced electronics. The Sport GT Akashi inherits a central-type "Inertial Measurement Unit" as the Kawasaki Ninja ZX-10R , but re configured to suit a road exclusively philosophy. With this case, Traction Control and ABS management take into account more parameters and so now the degree of inclination of the bike to further improve the safety of its control, particularly when cornering. Let's be honest, if the acceleration IMU provides greater safety, braking relied on the wet condition angle are primarily the preservation, because we can not imagine tempt fate under cover ABS brakes IMU.

On this point, the Kawasaki technicians state that the tire grip limit is not rejected, but the occasional losses of adhesion are informed. Clearly, the IMU will not save you from a diesel trace the trajectory. However, its entry into action indicated by an amber LED does not interrupt so on-off traction or braking. The set shows clear and very, very gradual. The Z1000SX also maintains two driving modes, Full (142 hp) and Low (100 hp). The difference between the two is especially sensitive from 6000 rev / min, where Z1000SX "full" then flew into an angry and intoxicating sound.

And the toll ticket then?

The GPS indicates that there is few kilometers before completing the test Z1000SX 2017. The motorway section is a must. Equipped with a rain suit two pieces, I have to drag the toll ticket in a pocket of my jacket, but the case is not simple anti rain with Kawasaki over vest could think of a small empty pocket on his sports bike, of course! Older generations of ZZR 600 and ZZR 1100 proposing the series and it facilitates daily. Similarly, Z1000SX does not have cruise control, which is unfortunate given the performance.

In terms of gaps include also the new dashboard, complete great, but hardly legible due to a too low light . Heated grips are some of the options either, but they are very classic design, with a control mounted on the handlebars. Because of the lovely exhaust line, it is still not possible to graft a center stand. This is unfortunate for the stability of the bike on loose soils, since the chain tension has an eccentric, a magnificent piece that allows an almost automatic alignment of the wheel. Suitcases pack Tourer (always designed by Givi) are truly successful: certainly large, they are Lodgeable (full each), waterproof, easy to drop. Top! Especially for a single traveler because they hinder the feet of the passenger sitting behind it or to climb on board. In short, there are some known limitations.

More Sport GT and that's good

The Kawasaki Z1000SX 2016 is dead, long live the Z1000SX 2017! Joking aside, this development dictated in part by the arrival of the Euro4 standard is a very good vintage. One finds there already all the ingredients that you appreciate the SX: aggressive and dynamic line, sporty ergonomics without excess and versatility to run every day, and performance character of the engine, rigor of the game. The new-cycle Z1000SX remains a Sport GT than a GT-Sport, and always aimed primarily at fans of walks "rhythmic" especially lonely. The 2017 version does not suffer defects such but always marked traits: a little reluctant in setting the angle of private cruise control, offering an average protection for the torso, devoid of oddments. It nevertheless remains a good example of sport versatility and sensations. Not arrested at this time, its price should be close to € 13,500 (excluding pack touring) for current availability December 2016. A nice Christmas gift in store!

More;

Philosophy intact

Engine!

Rigor / comfort

Touring kit

Less;

Bust protection

Placing on the angle

Equipment shortcomings

Kawasaki Z1000 SX 2017 practice:

Colors: orange, gray, green 

Warranty: 2 years parts and labor, unlimited mileage 

Approval: Euro4, permits A 

Availability: December 2016

Price: approx. € 13,500

Suzuki S-Cross 2017: The Super Versatile

Suzuki S-Cross 2017 - The new is very active lately, Suzuki again with the release of the S-Cross restyled. New look, new engines, the SUV comes with profound changes. The Suzuki S-Cross is perhaps not the most famous or the most renowned in the compact SUV market but yet has points to make: great rates, compact size or the ability to benefit from 'AWD. All this has unfortunately not allowed the Japanese to shine in a market begins to saturate. These strengths S-Cross 2017 strengthens, hoping to break further with the arrival of new engines, an embedded technology in line with the expectations of today and especially a profound change of look. Aesthetically, the SUV gets redesigned headlights (LED depending on version), a more muscular bumper and grille with chrome bars. These changes are quite marked for a facelift and gives the S-Cross a real personality.

On board, the changes are more timid. Apart from a few inserts and new colors of plastic remains the same as before, ie welcoming given its reduced size (4, 30 m), and "realistic." Indeed, despite efforts made in the design of the cockpit, the quality of plastics and finish are below European competitors.

However, we comfort with a great technological content. Suzuki added for this release restyled adaptive cruise control and a new multimedia system (7 inch touch screen) Compatible with Apple carplay. The latter has the advantage of being easy to use and mostly reactive. In view of prices, the S-Cross broadly satisfactory for those seeking a well-equipped vehicle and able to manage a small family. Precisely, in this game, the S-cross rather pulls well with a space with very correct legs to the rear seats and a boot capacity of 430 liters, which is still pretty good for a fully equipped all-wheel drive car.

In full renewal phase range, Suzuki is enjoying its most recent models (Baleno and Grand Vitara) new engines including the brilliant 3-cylinder turbocharged petrol Boosterjet. A new 4-cylinder gasoline 140 hp from Suzuki Vitara S also appeared on the top version. Finally the 1.6 DDiS diesel 120 hp from the Fiat group, is always present in the catalog. It can also enjoy the full transmission and TCSS dual-clutch gearbox (€ 1,600).

Japanese Boosterjet with 1.0 of 111 hp is an excellent proposal. The 3-cylinder is never short of breath and showed great discipline in its revving. A success that is at ease on any terrain. In town with its flexibility and quiet operation and on major routes where it provides enough times to overtaking. It has the advantage of being associated, in the selection, a mechanical 5-speed auto or 6 speed. It is available in two premium transmissions: 4x2 or integral with the Allgrip system. A proposal that is not made by anyone in the market for compact SUVs.

A driving, Suzuki S-Cross is not the most rigorous on the asphalt (towards the artificial felt, too elevated driving position) nor the most comfortable (some trepidation) market but one must admit, he seduced us. It is one of the few to take his physical 4x4 and that we love. The AllGrip viscous coupling system automatically transfers torque to the rear wheels when it detects a loss of traction of the front wheels. It is coupled by a differential lock ( "Lock") which transforms it into permanent 4x4. The S-Cross thus opens far greater offroad prospects than most of its competitors.In full renewal phase range, Suzuki is enjoying its most recent models (Baleno and Grand Vitara) new engines including the brilliant 3-cylinder turbocharged petrol Boosterjet. A new 4-cylinder gasoline 140 hp from Suzuki Vitara S also appeared on the top version. Finally the 1.6 DDiS diesel 120 hp from the Fiat group, is always present in the catalog. It can also enjoy the full transmission and TCSS dual-clutch gearbox (€ 1,600).

Japanese Boosterjet with 1.0 of 111 hp is an excellent proposal. The 3-cylinder is never short of breath and showed great discipline in its revving. A success that is at ease on any terrain. In town with its flexibility and quiet operation and on major routes where it provides enough times to overtaking. It has the advantage of being associated, in the selection, a mechanical 5-speed auto or 6 speed. It is available in two premium transmissions: 4x2 or integral with the Allgrip system. A proposal that is not made by anyone in the market for compact SUVs.

A driving, Suzuki S-Cross is not the most rigorous on the asphalt (towards the artificial felt, too elevated driving position) nor the most comfortable (some trepidation) market but one must admit, he seduced us. It is one of the few to take his physical 4x4 and that we love. The AllGrip viscous coupling system automatically transfers torque to the rear wheels when it detects a loss of traction of the front wheels. It is coupled by a differential lock ( "Lock") which transforms it into permanent 4x4. The S-Cross thus opens far greater offroad prospects than most of its competitors.

The range of the new Suzuki S-Cross focuses on three finishes: Advantage and Privilege Style. The S-Cross "Advantage" from € 19,390 is proposed with the 1.0 Boosterjet and two-wheel drive. It embeds Series multifunction display, power steering, steering wheel 3-spoke, adjustable in height and depth, 8 airbags, the controller / limiter and telephony, radio with Bluetooth connection and USB port, air conditioning, remote central locking, power windows front and rear, using hill start, etc.

The upper level "Privilege", from € 21,790, provides access to the automatic transmission and AWD "AllGrip" (from € 23,390). She added from the finish "Advantage", air conditioning with automatic dual-zone control, automatic headlamps, rain sensor and automatic wipers, the device "keyless" DRL LED and alloy wheels 17 '', fog, LED headlights (headlights passing / driving), gray roof rails silver, heated front seats, the color touch screen multimedia system 7 '' including MirrorLink and AppleCar Play coupled the backup camera and rear windows-tinted.

The upscale "Style", from € 25 290, drives the point home with 3D navigation Europe, polished alloy wheels 17 '', the park assist front and rear, aluminum roof rails anodized, the auto adaptive cruise control, leather upholstery and panoramic sunroof.

The high-tech item: Adaptive Cruise Control

This facelift is an opportunity for the S-Cross receiving an adaptive cruise control. A system already seen in competition. Sensors analyze the distance between the S-Cross of the vehicle ahead and adjust speed accordingly.

Technical informations

	Suzuki Sx4 S-Cross (2) 1.0 BOOSTERJET PRIVILEGE ALLGRIP
General
Start of marketing	01/10/2016
Warranty on parts and labor: in km	100000 km
Warranty Parts and labor: in months	36 months
Maintenance interval: in months	12 months
Engine
Displacement	998 cm3
Number of cylinders	3
Number of valves per cylinder	4
Fiscal power	6 CV
Couple	170 Nm at 1800 rev / min
Fuel	gasoline
Gearbox	Mechanical
Number of speeds	5
Nm: alternative fuel	-
Engine speed at maximum torque: alternative fuel	-
Din power	Ch 111 at 5500 rev / min
Dimensions
Length	4300 mm
Width	1785 mm
Height	1575 mm
Volume mini safe	430 L
Maximum volume Safety	875 L
Seating	5
Unloaded weight	1200 Kg
Performance / consumption
CO2 emissions	119 g / km
Acceleration from 0 to 100 km / h	12 s
extra-urban consumption	4.9 Liter / 100 km
combined consumption	5.3 Liter / 100 km
urban consumption	5.9 Liter / 100 km
Maximum speed	175 km / h

All image by; caradisiac.com

Kawasaki KH 400 - A Classic Review

This Kawasaki KH 400 is the queen of the famous "Kawasaki" in the 70s, the KH 400 is especially the latest and most advanced 3-cylinder 2-stroke Kawasaki. Her character remains a monument of its kind but not so difficult to tame. The proof! When she arrives in 1976, the Kawasaki KH 400 already announced the end of a line that has yet signed the most beautiful pages in the history of the manufacturer. The famous oil shock has since dictated her law and the Honda CB750 fully involved in imposing the 4-stroke motorcycle in a culture full upheaval. However, with its 38 hp to 177 kg, the weight / power ratio of the KH 400 still holds a candle to many rivals as its designers have just attached to make it more politically correct than its predecessors, and 350 S2 400 S3. Revenue less than 10 liters per hundred kilometers (instead of 16 liters for S2 angry!), Consumption of the KH 400 "back into line", as well as his behavior elsewhere. So if pull the floss on a 3-cylinder Kawa is no longer synonymous with risky outcome. And even today, the KH 400 she remains the best gateway into the very particular to these sports as special as legendary.

A shot of timeless pencil
In 2016, pencil stroke still requires its soft and clean lines. The design of the seat into the continuity of the reservoir, without rupture, also appreciate once on board. Hard not to find its place on a Kawasaki KH 400, as laid on this bike that tends its high handlebars with equal natural. Despite its small displacement, the engine, it you deviate feet more, partly because of its large oil pump, right. Kicker remains without big effort to launch the famous melody. This typical sound of big motorcycle then propels us many years back, to the days when pollution standards were just beginning to bother engineers. For now, the rich aroma of the three exhaust does not bother anyone, at least less than the characteristic roar of its kind according to our photo shoots. He must know, roll Kawasaki 3-cylinder is to forget all the discretion of the rules that prevail in modern society.

Nothing is spared you!
For now at least, it is far from bestiality promised by its big sister, the legendary Kawasaki 750 H2 and perhaps even more famous "Widow-maker" 500 H1. Ride aboard a KH 400 is almost a formality. Between 2 and 5 000 r / min, 3-cylinder reassured by its flexibility and progressiveness. Compared to S2 / S3, the air filter housing is bulkier and its intake reduced diameter on the last of the siblings. Added to electronic ignition, all rightly promotes regularity of operation and licensing at low revs. The box of reasonably gentle speeds correctly and locks the clutch fit for purpose provided they do not tortures too in sessions 400m standing start.

An orgy
Precisely, this is the time to see what it. Those who expected a furious acceleration in a wheelie indomitable will resign themselves: the latest evolution of the framework released this KH 400 favors stability, even the steering damper has disappeared. As for the 38 advertised horses if those are definitely less wild than the S2, they scamper no less effectively in an absolutely unique sensory orgy. Noise, smell, smoke, nothing is spared you, there is life here, overflowing!

Even the shoes may stain mixture, whereas we quickly forget any restraint on the throttle. A vacuum or engaged, to roar 3-cylinder Kawa remains among the most incredible sensations we have offered motorcycle industry! And here, those ones reach their peak between 6 and 8 000 r / min, where cavalry pushing you (nicely) in the back in a hysterical caterwauling while the reactions of the chassis and the tires (in juice) make you understand it does not may have to add too much on these country roads.

The brake, which brake?
A reasonable pace, the KH 400 normally holds the course, tired suspensions maintain comfort, the bike easy to handle in turns. The random grip of the tires does not invite too much testing ground clearance on the angle (deemed limited) and anyway, here it is above all the front brake which imposes limits. One disc gripped by a single piston with again with original pads do no miracle aboard a KH 400, it can slow down, but in terms of braking, all depends on your references in appreciation of the term. In short, it was nice draw four fingers on the lever, better anticipate and think about investing in better equipment (+ Brembo caliper disc type P08 conventional, at least) to avoid abrupt change of the geometry of this beautiful bike at the slightest surprise.

Balance: Your first 3-cylinder 2-stroke Kawasaki
In short, drive a KH 400 is back 40 years ago and still wonder his good behavior. Gradually, the rate stabilizes itself ultimately optimal regulatory limitations of the moment. The wind whipping your face discovered by the jet helmet suffices to fix the good cruising speed, according to the refueling breaks. According to Christian, restaurateur and owner of the motorcycle our test, a KH 400 consumes between 8 and 10 liters of gasoline (0.3 liters of oil in the 1000 km) in "normal" use (for a 16 liter tank) this ultimately raises little concern given the reasonably foreseeable average annual mileage to handle this type of gear. Deemed reliable, Kawasaki 3-cylinder in good condition should perform tens of thousands of kilometers without any major mechanical intervention. Finally, the price of a Kawasaki 400 KH obviously varies depending on its condition. For a complete model "in its own juice" have between 6 and € 8,000 or more for a restored bike. Above all, the prevailing rule here, like most older bikes, is always put a full KH 400 and original as any spare part is quickly adding up (if it is still).

Article by; Manu Cadiou, photos Arnaud Vibien for moto-station.com

More:
Taken in hand
Healthy behavior
Docile engine
Reasonable conso

Less:
Various emanations
Front brake
High rating
Prices and availability of parts

A big thank you to Christian Arnaud for his home and the loan of his Kawasaki for this test. Christian sells, restores and maintains all model Kawasaki 3-cylinder 2-stroke in Savoy, a contact to carefully note 07 89 61 38 93 Other items and test the Kawasaki 3-cylinder 2-stroke coming quickly the station. Just for the pleasure of the ears, accelerated riding a Kawasaki S3 equipped with a rare 3 in 1 Martin of time. Sublime!

Technical sheet
Engine: 400 cm3, 2-stroke, 3-cylinder, 57 mm bore x 52.3 mm stroke, air-cooled, 3 Mikuni carburetors diam. 26 mm, electronic ignition, 5 speed, secondary transmission chain 
power 38 hp. 7 000 r / min, torque daNm 4 to 6 500 rev / min

Chassis: Double cradle tubular steel frame, telescopic fork deb. 110 mm, 2 deb dampers. 70 mm caliper front brakes 1 1 piston / disc diameter. 250 mm - Rear drum diam. 180 mm, front tires 3.25 x 18 - AR 3.50 x 18

Template: seat height NC, wheelbase 1364 mm, tank 16 liters, weight 177 kg with full

Performance: Maximum speed 170 km/h

Piaggio Medley 125i ABS: The clever Italian scooter

PIAGGIO MEDLEY 125i ABS - Despite its small size, the new scooter with large wheels at Piaggio offers a record payload. The large-wheeled scooters have more coast in Spain and Italy in our market. French scooter buyers usually prefer the convenience and anxious for the safe. But the presence of large wheels are usually made at the expense of the space under the seat and its business requires to stay between her legs. But the Piaggio Medley exception to the rule and offers both large wheels (16 inch front and 14 inch rear) and a nice load volume.

The opening of the saddle via a handlebar button releases room for two helmets (one full and one jet). To this is added a storage space between the legs with a retaining hook and a small glove box incorporating a USB. Suffice to say that despite its small size, this scooter offers a carrying capacity greater than that of a high-end scooter. Note also that the original packet-door luggage facilitates stowage in the rear or the installation of an optional top case.

In addition to its practical aspects, the Medley impresses with its polished presentation with a beautiful metallic paint, of sturdy plastic and precise assemblies. Removable footrests are also well integrated and provide a comfortable driving position for the passenger. The legible instrumentation and well presented offers all the necessary information and even includes a small board computer, the data shall consult from the handlebar.

The Medley also receives an automatic cut-off system on the motor type "Stop and Start". One way to limit consumption and noise levels during the many phases stop at red lights in town. Very compact and lightweight (132 kg), Medley is a real snake that slides into the steepest places and pivots on itself through an ultra small turning circle. Braking with ABS is effective and progressive but narrow tires incentive not to look too.

The engine 12 hp makes no miracle at the start and the "stop and start" lack of reactivity compared with that of Honda. It remains to take off more quickly disconnectable and performance sufficient to evolve in the centers saturated cities. However, on fast track, the top speed is limited at 105 km / h meter with the wind in the back and no windshield requires lowering the head. If the damping is working honorably, farm and narrow saddle fast tans sitting posture. Charged less than € 3,300, the Medley rivals the Honda SH (€ 3,349) certainly more dynamic and powerful but less practical and elegant. During our testing mixes city road and expressway, our Medley swallowed 3.7 l / 100 km which allows about 180 km range.

PIAGGIO MEDLEY 125I ABS - VERDICT

Stylish, practical and compact, the Medley perfectly meets the expectations of city dwellers eager for a reasonable price to buy and to use.

Awesome:

- Careful presentation 

- Fantastic Agility 

- Payload capacity.

Disappoint:

- Firm and narrow saddle 

- Average performance 

- Stop and Start unresponsive

PIAGGIO MEDLEY 125I ABS: TECHNICAL & PRICE SHEET

Engine: Single cylinder 4T water cooled 

Displacement: 124.7 cm3 

Power: 12 hp at 8250 r / min 

Torque: 11.5 Nm at 6500 r / min 

Weight in running order: 132 kg 

Seat height: 799 mm 

Capacity tank: 7.0 liters 

Piaggio Medley 125i ABS Price: € 3,290

What Renault Clio facelift choose?

After four years of loyal service, the Renault Clio goes to step restyling. A facelift to give it a facelift but to grant him a more powerful diesel unit (110 hp) and some additional equipment. Here is an excellent opportunity to review the full range of this versatile little and tell you what torque / finish works best.

Renault Clio New Update

The Renault Clio  everyone knows. It is the city most sold in our country (it is in constant battle in this category with the Peugeot 208). The Clio is also head of sales (all categories) in the French market. Today it's time for restyling. A face lift is done in small steps and changes regarding daytime running lights integrated now in the spotlight at the front, the rear LED lights from Intens finish that also team Full LED headlamps. Finally, bumpers and grille have been redesigned.

Effort in the cockpit

Aboard the touch screen is still set from the second trim level. A finish that also rose slightly, with more flattering materials against the steering wheel and door panels. Nevertheless, there are some hard plastics and the fit is not perfect everywhere. Regarding the trim levels, the Business reserved until now for companies is now available to the general public, while the GT finish disappears from the catalog. The offer of equipment is in progress now with the opportunity to have a Bose sound system or opt for the Easy Park Assist with AV cameras, side and rear view camera.

Vitamin boost

Under the hood there is new with an improvement of 0.9 TCe petrol engine 90 hp overboost that earns (5 hp more). There is especially the emergence of a more powerful diesel unit. A 1.5 dCi 110 hp which gives wings to the small Clio. It accepts without flinching additional horsepower thanks to a dynamic chassis and perfect handling. For transmission, the six-speed EDC is available with the blocks TCe 120 hp and dCi 90 hp. The TCe 120 hp receives (since facelift) as the dCi 110 hp manual six-speed gearbox, the other blocks merely a five-speed.

Space aboard

Series, the small Renault Clio has height adjustment and depth of the steering wheel and driver's seat, so that it is easy to find the driving position. At the rear, despite the large size of the car, space is limited and livability ratings are in the middle of the category. The trunk show correct capacity, with a load volume that can vary from 300 liters to 1146 liters. This car is also available in wagon. The Renault Clio Estate is offered 600 € and has more cargo space (443 dm3 dm3 in 1380).

On the road

Dynamically, this car is among the highest of the moment. We appreciate the compromise dynamic / comfort offered by suspensions and the accuracy of the electric power steering. The suspension as the chassis are of quality. Finally, if the Renault Clio reveals a bit less agile than the Peugeot 208, it is ultimately more able to face long journeys.

Renault Clio in ten points:

• Urban, five doors, five seats
• Dimensions (L x W x H in meters): 4.07 x 1.74 x 1.45
• Turning circle: 10.6 m
• Volume mini boot: 300 liters
• Maximum volume Safety: 1146 liters
• Petrol engines: 1.2 16V 75 bhp, 0.9 TCe 90 hp, 1.2 TCe 120 hp, 200 hp 1.6 T (RS), 1.6 T 220 hp (RS Trophy)
• Diesel engines: 1.5 dCi 75 hp, 90 hp 1.5 dCi, 1.5 dCi 110 hp
• Also available in wagon body (Estate)
• Five finishes: Life, Zen, Business, Intensity, Initiale Paris (+ RS and RS Trophy)
• Price: from € 13,700 (Diesel: € 16,800)