Ford F-150 RAPTOR - An Ultimate Pickup

Ford F-150 Raptor Test. The ultimate evolution of the best-selling vehicle in the United States. Extraordinary power, an improbable sportiness for the category, and of course incredible crossing abilities. The Raptor represents all the excessiveness of USA, forged in aluminum and steel. The good news is that, if not marketed here, the Raptor can be registered. We took advantage of a grip organized by the manufacturer to find out what this monster has more than the pickups we cross on our roads.

As we saw again a few weeks ago at the Frankfurt Motor Show, the pickup market continues to expand. Alongside the Nissan Navarra, Toyota Hilux or Volkswagen Amarok, two new competitors have joined the segment: the Alaskan at Renault and the X-Class at Mercedes undeniably have no assets to seduce the customers of the genre with their comfort and convenience. rational motors. At least, to seduce those who design the pickup truck as a relatively civilized "utility and leisure" vehicle.

To this customer, Ford offers the Ranger. It also does not lack qualities to stand out with its modern cockpit, its powerful engines and its first-rate road benefits. But unlike European manufacturers, Ford also offers a much more extreme product. A solution perfectly suited to those who must for example go up the rapids of a river every morning to leave their home. On the other side of the Atlantic, Ford is offering the Ford F-150 Raptor.

The Robust!

First observation: facing our European Ranger, there is a small difference in size. The Ranger, who is already a beautiful beast seems very slender next to his monstrous cousin bodybuildée bodywork of 1.92 m high, 2 m wide and 5.86 m long! It must be said that the tires in 315/70 R17 contribute for a lot to the impressive side. All the more so as they obviously affect the important ground clearance. Imagine seeing the vehicle arrive in your rearview mirror, with its huge grille and hood located 1.55 m high.

On board also the change of scenery with our vehicles is total. The furniture is very imposing, the presentation inspired by the film "Transformers", and the materials as robust as it should be. The only point that recalls the utilitarian origins finally. Because connectivity side or driving aids, nothing is missing. On this point the Raptor has nothing to envy to modern SUVs. The cabin does not lack space either. The front seats are separated by a huge central tunnel. And on our double-cab version, access to the rear seats is simply masterful thanks to the opening doors opening at 90 degrees.

450 hp under the hood!

But the Raptor would not be what it is without what it hides under his hood, a large petrol V6 3.5 liter biturbo 450 hp. Monstrous. Simply the same engine block as the GT, the all-new Ford supercar. Associated here with a new 10-speed automatic gearbox. 

At startup, the sound of the V6 is pleasant but we can not help regretting the borborygms of the V8 of the older generations. We nevertheless feel the mechanical potential of the beast's vibrations. What a pity not to be able to homologate with a more released exhaust! First turns of wheels, the dragster that we imagined proves in fact of the most docile. The reports are linked gently, the direction is almost as light as that of a Fiesta and the suspension is surprisingly very flexible for a 4x4 so high perched at sports claims. 

Needless to say, with its 691 Nm maximum torque delivered at 3,500 rpm for 2,145 tonnes empty on the scale, performance is at the rendezvous. No official figures for the moment but whatever the terrain our Ranger serving as master stallion was a vulgar tractor despite its 5 cylinders 3.2 Diesel 200 hp (and 470 Nm) already exceptional for the market!

Unbreakable Pickup!

In any case driving, we certainly dominates the traffic. It is very safe and perfect to anticipate. But rather indecent to see at this point all other users. Even the biggest SUVs are a notch below. What frustrate the drivers of Range Rover, but yet the reactions are quite unanimous: compared to the thumbs up, the reception is positive. 

If the kilometers are swallowed in the greatest comfort, it is especially on the track of land of the Ferté-Gaucher that the Raptor impresses the most. It did not take more than 5 minutes to trudge through the mud to bury our Ranger. And having to use our Raptor to get it out. Once the track all by itself, we were finally able to enjoy the full potential of the engine and chassis.

Floor to floor, the V6 delivers its power with unprecedented brutality in the category. It is very impressive to take such a high speed. But the Raptor is clearly shown in its element. The huge deflection of the suspension allows to literally fly over the bumps, serenely. He is nevertheless worthy of his sporting claims as soon as one passes in 4x2. The torque is then distributed on the only rear wheels, which allows to note the amazing balance of the machine which turns into a drifting machine! But the photos in our slideshow will be more meaningful than a long speech.

No penalty

Finally, the only difficulty you will encounter driving the Raptor will be observed when crossing small villages. Difficult to contain the size of the machine that fully exploits the entire width of the taxiway. We keep a constant eye on the mirrors. And sometimes, it can get stuck. If a vehicle is parked in double file, the only solution will be to turn around. With such crossing abilities, we think it goes everywhere. But given the monstrous proportions of the machine, it is not totally true. 

The height is that thanks to its utility status, and despite its big-block of 450 hp, this Raptor has no penalty. You can see that it's not so irrational that you buy a Raptor! Source; turbo.fr

FORD F-150 RAPTOR: Technical Sheet:

Ford F-150 Raptor Technical Data Sheet (450 hp)
Characteristics:
Dimensions L x W x H	5.86 m / 2 m / 1.92 m
Unloaded weight	2.145 kg
Engine
Displacement	6 cylinders in V, biturbo, gasoline 3.497 cm 3
Power	450 ch
Torque	691 Nm at 3,500 rpm

Mercedes X-Class: Outgrow the excavations

Mercedes X-Class 2017. The Mercedes builds a pickup. The prospect of a premium product in the market segment, which has so far been dominated by solid workhorses, has led to an enormous increase in expectations among potential customers. As a reminder: The first pick-up with a star comes from a cooperation with Nissan. In order to turn it into a Mercedes, not only have you started with the design, but also technically (wider track, changed front and rear axles, electronic assistance systems, noise insulation) changed a lot.

First impression: The cockpit speaks fluent Mercedes despite the cooperation-related requirements. You have to search a long time to find a Nissan switch (on the seat adjustment). Pleasing for the operation of the on-board computer: The perfect turn / push control from Mercedes cars is also in use here.

Once in motion shows that the 5.34 m long X-Class drives much more agile than the dimensions would suggest. The ride comfort is largely on the car level and even if it turns curvy, the pilot must make no compromises. Without wobbling or wobbling with the tail, she pulls her precise track steerable. Above the class standard is the noise insulation, which largely filters away the four-cylinder diesel in the cockpit acoustically. This comes from Nissan, is available in two performance levels (220d with 163 hp, 250d with 190 hp) and in the base model with a manual 6-speed, coupled with a 7-speed automatic transmission.

4WD shiftable

The power transmission takes over a switchable four-wheel drive with reduction gear and lockable rear differential (the 2WD version with 2-liter petrol engine does not come to us). This is also well-equipped for serious off-road use, an optional camera system also ensures optimal visibility in hairy places.

Even though the X-Class is rarely allowed to claim the qualities of a real pick-up, the basic data shows that it would be ready for this: loading bed 1.587 x 1.560 m, payload 1067 kg, trailer load up to 3.5 t, fording depth 600 mm, Ground clearance 221 mm, ramp angle 22 degrees, slope angle 30.1 degrees, gradeability 100%.

Market launch: 10th of November. Prices: For corporate clients from -€33,910. For private customers, 20% VAT will be added. The NoVA save both, because the X-Class indeed drives like a car, but before the law is considered a commercial vehicle.

Ducati Monster 821 2018 - A good urban?

The Ducati Monster 821 for 2018: The corrected ergonomics, new dashboard, cosmetic evolution, what to fine tune the "Monster for all", certainly! "Zip" on the left, "re-zip" on the right, and the Ducati Traction Control to race with its ribbon of LEDs on the new dashboard. It's a fact! Beppe, the chief opener Ducati, warned us on the occasion of this first test of the Ducati Monster 821 2018: "The roads here are not the most adherent of Italy, too, beware". Well, he did not lie! Between the degraded coverings, slumped stairs (a real trap, ideal to sharpen its concentration, the station we love!), The differences in grip, the grooves of the road, everything is together to "get to the pile"! But it's also like in the "real life", after all.

The New Ducati Monster 821

Review of the day: zero fall, whether for the French contingent as for the other invited nations. Should we see there the sign of the homogeneity of the new Monster 821? It's possible. However, this bike was not made only friends at its release in mid 2014. At the time, it was then a significant development, not to say a break, or even a cultural shock in the tradition of Monster. Indeed, this 821 inaugurated a new Twin Testastretta 11° cooled by water (exit then the Desmodue 1100 Evo), a new chassis with the lattice frame directly anchored on the cylinder heads, a larger tank intended to increase the autonomy, ergonomics softer not to say comfortable, an almost decent welcome for the pasager.

Forget the stiff monster of suspensions, its super-firm clutch control and its autonomy of barely three digits. The first Monster 821 has civilized the Monster. Today, we made ourselves there. But that did not stop Ducati from taking over his work in the meantime, unveiled on this 2018 evolution. Starting with the revised ergonomics, with modified footrest plates. Finished models of a room, now pilot and passenger benefit each of their supports. At the same time, the silencer has been "compacted". The Ducati Monster 821 2018 has therefore received the evolutions that have already been seen on the Monster 1200 R and S. Side driving comfort, it is immediately noticeable: it is the end of the right ankle "typing" in the pot and the footrest plate.

Almost a good urban

In fact, the ergonomics are now mature on this 821. The handlebar has not changed and it generates little support for the bust. The seat, height adjustable (785-810 mm) has a smart arcade, small size (less than 1m70) can touch the floor of both feet. At the same time, the big ones can also retreat a few centimeters on the saddle before stumbling on the rear part, sloping. In short, it appears that the Monster 821 still welcomes and even better the majority of pilots. A good point ! The new dashboard also comes from the Monster 1200. It is more readable and more complete, with the arrival of a gas gauge and a gear ratio engaged. It had to be done in 2018.

So it took three years to see these small changes that ultimately bring a lot to everyday life. We cross the seaside city of Rimini on the handlebars of the Monster 821 which reveals its qualities of "almost good" urban. Admittedly, the turning radius remains high, the engine still emits a lot of heat, especially at the rear cylinder. And then, this twin Testastretta requires regularly play selector between the second and third reports, or even "fall" first regularly. But what do you want, a Ducati twin that would not bump anymore would no longer be a Ducati twin at all!

109 hp and 8.6 daNm, that's enough in real life!

And what matters is that this modern engine and duly approved Euro 4 retains a character worthy of Bolonaises mechanics. And rest assured, this is the case. Beyond the threshold of flexibility (count at least 3,000 rpm), this open-air two-cylinder L has a force more than sufficient in current use. Torque and power are judiciously distributed over the entire speed range, and this results in high availability, with solid recoveries on all gears, especially between 4,000 and 7,500 rpm, that is, stacking the usual speeds. Certainly, by dint of using raises, we notice that this engine has a torque peak at the bottom and another around 6,500 rpm. But that does not mean that it is hollow in the middle, oh no!

Strength, traction, this Monster 821 offers enough! In terms of length, its twin is not ridiculous either with its 109 horses, which can be fetched up to 9000 rpm, even if in common use, it will rarely need to "pull the reports "at this point. Because this engine remains energetic, powerful, full of passion when we open vigorously the accelerator ride by wire. It vibrates just right at 4,000 rpm and always delivers this superb sound, between the roar of the silencers, the crackling at the deceleration, the close pulsations in slow motion. In short, we never get bored with this Monster 821! We would have liked to test the new Shifter up and down, but he was not available for this international launch.

When will the 821 R version released?

The kilometers pass by and several remarks are necessary. Obviously, the Monster 821 probably does not have the best part-cycle of the lineage. His suspensions are comfortable (especially for a Monster!), But the start of the race is almost too flexible (or too little braked in hydraulics), and we feel the more so as braking is also perfectible. Indeed, the first millimeters of the lever's stroke bring no biting, then this one happens suddenly. This has the effect of substantially tamp the bike on the front. Then, if we must continue to brake, the power is difficult to dose.

We have frankly been better used on a Ducati Monster, which is more when it is not the entry-level Monster (attributed to the 797). Unfortunately we can not remedy this problem, adjust the lever guard brings nothing while the fork is devoid of any adjustment.

In addition, the steering geometry provides a satisfactory compromise between stability on the angle, heading stability and agility. What hide the weight of 206 kg all full facts announced. On the other hand, we have already seen more neutral Monsters of behavior, with a front train more frank on the angle and also less resistant to braking in curve. Also, why not offer an R version of the Monster 821, better equipped with brakes and suspensions? This "super monster" is not the order of the day according to Ducati.

Review Monster 821: Little Monster

The Ducati Monster 821 is changing in detail for 2018, and these small touches are welcome. Indeed, the ergonomics is more comfortable, the dashboard is now "on the page" and it makes a complete and endearing motorcycle. In 2018, the Monster 821 remains a Monster by its physical, the mechanical sensations it offers, its good level of performance, but at the same time it is more usable, more versatile in current use. In the end, the cocktail is tonic while remaining very fresh, but the behavior, still perfectible, leaves a little bitter taste, but ultimately not so problematic. No, the real worry is elsewhere: Italian brand icon, the price of this Monster 821 starts at 11,450 € (25/10/17), clearly not the best deal on the market, which still makes it, finally, a pure purchase favorite. It's also that, a Monster! By Christophe Le Mao, Ducati Staff photos from moto-station.com.

More:

Timeless line

Ergonomics in progress

More complete dashboard

Live and powerful engine

Assistances mastered

Sporty and usable

Less:

Behavior perfectible

Heat released by the engine

Price

Ducati Monster 821 2018 Price:

Price: from € 11,450 (red), € 11,650 (black, yellow), to 10/25/17 

Color: red, matte black, yellow 

Warranty: 2 years, parts and labor, unlimited mileage 

Availability : December 2017 

Homologation: Euro 4, license A, bi-place

Ducati Monster 821 Technical sheet;

Engine: 821cc, 4-stroke, L-twin Testastretta 11°, bore 88 mm x stroke 67.5 mm, desmodromic distribution, water-cooled, 4-hp / cyl, electronic injection, 6-speed gearbox, 

electronic chain drive: 3 driving modes, anti-skid, Ride by Wire 

Power 109 hp. (80 kW) at 9,250 rpm, torque 8.8 daNm at 7,750 rpm

Part cycle: Steel tube truss frame, aluminum swingarm, load-bearing motor, inverted telescopic fork diam. 43 mm, non-adjustable, deb. 130 mm, mono shock AR, adjustable in compression and relaxation, deb. 140 mm, ABS brakes AV 2 discs diam. 320 mm / 4-piston monoblock calipers with radial attachment - AR disk diam. 245 mm / 2-piston caliper, front tires 120/70 x 17 - rear 180/55 x 17

Dimension: (L x W x H) 2 154 mm x 1 061 mm x 867 mm, wheelbase 1 480 mm, flush 93.2 mm / angle 24°3, 2 seat height positions: 785 and 810 mm, tank 16.5 liters, dry weight 180.5 kg (manufacturer) / fully loaded weights 206 kg (manufacturer)

Performance: Maximum speed NM, average test consumption 6.1 l / 100 km (ODB).

Suzuki GSX-S 125 2018 test

Suzuki GSX-S 125. On the basis of the new GSX-R 125, Suzuki also offers for 2018 this roadster version, the GSX-S 125. We took the handlebars for a test in the English countryside. Left all! Operation returned to the entire Suzuki range, or almost! The Suzuki press release of the autumn 2017 has allowed us to test several new features: you have already read on the station the test of the Suzuki GSX-R 125 and the test of the Suzuki 250 V-Strom. And today is the turn of the new GSX-S 125 to pass in our hands for first try. This bike is of course a roadster version of the sport, in the same logic as its sister of greater displacement: Suzuki GSX-S 750 or Suzuki GSX-S 1000. The name GSR no longer in the catalog of the Japanese GP.

Weight watchers style

Without (bad) surprise, the GSX-S 125 also benefits from a really very, very compact size. In the category of 125 sports roadsters, it is by far the narrowest, the one that also appears the frailest, a choice completely assumed by its manufacturer. And this visual impression is even more true once on board, with its very narrow water drop reservoir and easy to tighten between the thighs. Despite its only 2 meters overall length (and 1,300 mm wheelbase), with the new GSX-S 125, Suzuki offers a thoughtful ergonomics, as often with Japanese women. There is just an impression of sportiness at the footrests, which are slightly too remote. The over 1m75 will still manage to retreat on the saddle as needed. 

In short, everyone should find its place on this mini 125. The engine emits a beautiful sound (for the category), a sufficiently serious tone, a small "poum poum" friendly and discreet. Another good surprise too, this new 125cc engine is also distinguished by the absence of unpleasant vibrations. The European GSX-S 125 looks as good as it gets from a similarly modern base for the Indonesian market, but in 150cc.

Brilliant in utility

And again, the first kilometers highlight the ease of driving the new Suzuki. Lightweight (133 kg, manufacturer's data, with 90% of the full), equipped with ultra-flexible controls and super-smooth speed selection, this new GSX-S 125 fits within a few hundred meters. From then on, we quickly exploited a satisfactory turning circle, this little motorcycle was not slow in finding its way without any problems in the congestion (although we did not meet many in the province of Silverstone, where the test of this Suzuki GSX-S 125 2018)!

Its urban capabilities are undeniable, which augurs a certain approval in everyday use, in a utilitarian role. All competitors can not say as much: the KTM Duke 125suffers from a poorer selection and a propensity to heat in the circulation; the Yamaha MT125 is penalized by its higher center of gravity, its dry suspensions or its brake control too hard. Without appearing as a model of softness, the new Suzuki leaves at least work the springs of its suspension on the bumps and preserves the back to the descent of the speed bumps. On the paved streets however, better vadura anyway anticipate with the help of thighs. In short, for trips work-dodo, the Suzuki seems well armed!

More margin than on a Honda CB125F

The horizon is clear and we take the 2x2 lanes, with the obligation to drive on the left, I run to the pursuit of the opener. The new Suzuki GSX-S 125 climbs nicely to 110, then 120 km/h, without much difficulty. To reach almost 130 km/h meter, it will be necessary to agree to lie on the tank and improve aerodynamics. But at this speed, the single-cylinder displays a high speed of 11,500 rpm, but without showing signs of fatigue or exaggerated vibrations. We also find the motor character of the sister GSX-R, namely a rise in linear power, always easily dosable to the handle, but no particular ridge at high speed.

At Suzuki, we are told that the design of this engine has given much of its endurance, the need to withstand the abuse inflicted by users Asian (heat, regular practice of the duo, long drives at high speed). Indonesian users would be intractable! Also, if the top speed is not the priority of this bike (it is more for the GSX-R), it does not prevent less than its cruising speed - of the order of 110 km / h - will easily allow peri-urban journeys. This is noteworthy, compared to some utilities still provided with less recent motor base, sometimes air cooled, and limited to 10 small horses. The superior power of the GSX-S 125 brings above all its pilot serenity beyond 100 km/h,

A cape outfit to watch

If we tried the new Suzuki GSX-R 125 exclusively on the circuit (that of Stowe, in the middle of that of Silverstone), the test of the variant "S" takes place only on the road. Very different conditions in terms of adhesion, coating quality for example. And precisely, it is this difference in environment that will highlight certain aspects. First, high-speed heading behavior like curve stability. On these two points, the GSX-S 125 seemed to us less rigorous than the GSX-R 125. In question, certainly the impact of the ergonomics since the geometries are equivalent. On board the GSX-R, you lie down and you pull less on the handlebar at high speed. Conversely, the front end of the GSX-S 125 is naturally unloaded.

Recognize that with such a compact size, a small limited and very narrow tires, the GSX-S 125 really drives like a small engine, and therefore reacts more to the vagaries of the road. On the attack, by the way, it becomes almost exhilarating, provided you remain vigilant at "high" speed. On the other hand, even with slick-looking equipment, the GSX-S brakes very well here on the road. So thank you to the weight of all and the approval of an ABS which, obviously, was not treated lightly. Suzuki, on the other hand, played more economically with the IRC tires, which rise and fall in temperature randomly and back up little information to the pilot.

Appraisal: Pleasant more than fun

Visually, the new Suzuki GSX-S 125 is probably not as rewarding as its competitors. The suspensions, the swingarm, the frame hidden by the cladding, all this "slams" less than a KTM 125 Duke (€ 4,490) or a Yamaha MT 125 (€ 4,999). On the other hand, the new Suzuki offers much more than true utilities like the Honda CB 125 F (€ 2,799). Handlebar in hand, its approval and its efficiency are omnipresent. On the test, the Suzuki GSX-S 125 was easy, light, linear, available, agile, good braking. In addition, his driving has a good deal of its serenity to his discreet and well-filled engine (for the category). This roadster general public is therefore to be considered as an excellent utility with a modern mechanics more than a sporty model and fun.to ensure practical and daily trips, it will respond present very well against a tariff decent (from € 4 099, to 13/09/17).

Pros:

Ease of driving

Lightness / agility

Nice engine

Utility and powerful

Cons

Less rigorous than the GSX-R 125

Price / Facilities

Suspensions a little dry

Suzuki GSX-S 125:

Color: MotoGP Replica, black, red 

Warranty: 2 years, parts and labor, unlimited mileage 

Availability: October 2017 

Homologation: Euro 4, A1 license, B with 7 hours training 

Place of manufacture: Indonesia
Price: From € 4,099, € 4,199 (MotoGP colors)

By Christophe Le Mao, Suzuki photos: Christophe's equipment on this test: Shoei RYD, Alpinestars Lance jacket, Alpinestars GP-Air gloves, Scott Denim jeans, BMW Dry sneakers - Suzuki GSX-S 125 2018 Test by moto-station.com.

KTM Enduro 2T Injection: What does it change?

2T Injection. Are you wondering about the latest Enduro 2T Injection KTM and Husqvarna? Here are answers! Maintenance, practicality of use, adjustments. We make the point for you! The arrival of the 2-stroke injection, you experienced it through our tests with the discovery of the KTM EXC Tpi 2018 tested at the Erzberg, and then again with the Husqvarna TEi 2018 tested in the mountains from Canada. You have probably realized that if the arrival of the injection on a 2-stroke engine is a technical revolution, for the common enduristes it will not change significantly the way of driving. The injected 2T motions being very close, with a few subtleties, to that of the carbureted engines.

But then, concretely, that will it change for the daily life of the endurists? Will we still be able to do his mechanics? Will the maintenance intervals change? We conducted the investigation. Before getting into the thick of the technical subject, we got closer to an experienced driver: Giovanni Sala, 6 times Enduro World Champion (5 titles in 2T, 1 title in 4T). Developments, he saw the Italian driver, and besides these KTM Tpi 2018 correspond to the 4th generation of known 2-stroke engine, practiced or even developed by Gio since 1991.

"For me who does not use the bike 100%, this new 300 Tpi is very nice and especially it became easy to exploit.I want to push a little, it is enough! The strong point of the injection that I was able to try in various conditions (mountain, rain, strong heat), it is the optimal and permanent setting of the motorcycle Good, and then to be honest, I am happy not to me anymore bother with this damn mix! There is no more risk of making a dosing error, you can go hiking and refueling in the station, it's easy! At the time I drove, never imagined that, but it is inevitable today to find new solutions to continue driving on 2-stroke enduros."

Enduro 2T Injection: The interview questioned?

After feeling the user of the friendly Italian, we look at the more practical and technical aspects. You are not unaware that the purchase of a 2-stroke enduro is often dictated by its maintenance cheaper and especially easier than a 4-stroke enduro, which is an indisputable argument. Will that always be the case? Patrick Fura, technician at KTM and former very good driver who has also known several generations of 2T, we learned more. For the endurist who practices himself current maintenance and more, the arrival of the injection will not change much eventually. The engine structure is developed on the same basis as a carbureted EXC, only the cylinder and the cylinder head change.

Injector

On the injector side, there is no particular maintenance to be done during the season. However, for a motorcycle that will not ride the winter, it will be necessary to do an injector cleaning before leaving for a new season. But it's a bit like a "classic" bike that will not be against a carburetor tank drain. In the end, there is not really any additional maintenance due to the arrival of the injectors.

The settings

As you have been told, the injection no longer requires putting your hands in the needles and sprinklers to refine the carburation of his bike. But we understand that some demanding amateurs will still want to refine their feelings on the new Husqvarna and KTM 2018. And the idle screw also serving as a wealth screw, we can play a little on this screw which is just next to the choke zipper. It allows to impoverish or enrich low diets.

For the moment, there is no tool to completely adjust its injection as can be done on modern 4-times. It is only a matter of time to see such an optional tool arrive. The Austrian firm needs to develop a new tool, the 2-stroke injection being provided by Del'Orto (and not Keihin as on the 4T). These more advanced settings should allow to be a motor behavior a little more à la carte.

The maintenance intervals

No change in maintenance intervals. For example the manufacturer's recommendation for the change of a piston in use competition is 40 hours. For hikers, quieter say, this interval doubles to 80 hours. Regarding other interviews such as crankshaft, the recommendations do not change either. The new injection system will not change your usual maintenance schedule.

The price

It can be noted that the original cylinder will increase slightly, the latter being reworked including the implantation of the two injectors. The breech is modified, but its price does not change significantly. The piston being exactly the same as that of the carburettor models, just like the connecting rod and the low engine, the prices remain identical. It will however be necessary to add the price of the two injectors in the addition. More surprisingly, the injection body is cheaper than a carburetor. Overall the final score between the pieces of the old and new Tpi and TEi models will be the same.

The consumption

In theory, the consumption of a 2T injection is lower than that of a carburettor. The first tests are very variable depending on the enduriste's management. However, the average observed on KTM Tpi 2018 would be a bit higher than one liter less gasoline per 100 kilometers for a hiking use. Oil consumption is also well reduced. As a general rule, roll with an oil mixture of 2 to 2.5%. Here, the bike is calibrated with a percentage of about 0.9% (!). The electronic oil pump automatically manages the dosing according to the engine load of the driver and does not exceed 1% even at full load.

Why can not we get this result with a carb? Because the oil is mixed with gasoline and will burn. On the new 2 Stroke Injection, the oil is sent directly into the lower-engine without being mixed with gasoline. This allows the passage a better lubrication. According to Patrick Fura, if the maintenance at the crankshaft bearings are still the same, the intervals can probably be pushed back on these new bikes. 

Be aware that the oil reserve can make 5 to 6 full of gasoline. A full allows to perform about 120 km, so there is something to do a very big taxi before refilling the oil level.

The falls

If pure consumption is reduced, a detail will largely save gas and pleasure to the ecologists. When we fall (yes yes, it happens), that we forget to turn off the tap by placing the bike on the ground, the carburetor tank often takes the opportunity to empty it. This problem now belongs to spent with the injection.

The blow of the breakdown!

We can still be afraid of running out of oil and cause significant damage to its engine. Well no! To avoid this, there is first of all an oil light which lights up on the meter to indicate that it will imperatively be necessary to redo the level. We can still drive a little, to rally a refueling. If we fail to reach the drop point, a second sensor will send the information to the electronic management to order the engine shutdown. The latter will not be done brutally but gradually to avoid falling.

And if we run out of fuel, can we help with the classic mixture? If we find ourselves in the middle of the Moroccan desert or the Romanian forest, we can, the bike will work. But otherwise it is not really advisable! By doing this troubleshooting, the oil from the mixture would remain in the injectors and the little needles that vaporize the gasoline would stick and clog.

More watts

The arrival of the electronic injection goes hand in hand with the installation of an electronic management system, which implies a bike more greedy in electricity. The Husqvarna and KTM 2T injection 2018 have therefore received a new alternator identical to that of 4-Stroke which goes from 110 to 196 watts. In addition to the purely technical aspect of the thing, extreme endurance racing enthusiasts can rejoice, since they will have the opportunity to put a more powerful lighting.

Enduro 2T Injection: And the disadvantages then?

A first "defect" emerged from tests conducted by the pilot tops who find a lack of power at very high speed compared to the carburetor. Note that there is talk of high level, for the use of Mr. Everyone, this "bridle" will probably not be a problem. Rather a solution for some! Our tests have also highlighted this point, this new generation of 2-stroke shines by its ease of handling.

Finally the weight is revised upwards with the arrival of the injection. It must be said that KTM EXC 2017 had a good cure, the KTM EXC Tpi take back the lost pounds. With the injection wiring, the electronic box, the oil tank, the pumps, the alternator and that makes a few more parts and increases the addition of about 2.5 kg. This remains very correct, rest assured! Source by; moto-station.com

BMW G310GS Review and Spec

A quarter of R1200GS in displacement, a third of its price in Europe, 100% produced in India: the BMW G310GS is the recipe of the modern trail for the general public in German version. Tasting sequence. Sure, it has a lot to seduce, this G310 GS. Starting with its design. Directly inspired by that of the lineage of the GS, the novelty 2017 is aesthetically closer to the 650/800 versions than the 1200. It nonetheless takes up the challenge to propose a known and recognized look to dress simple architecture while restricting its weight to 169.5 kilos all made. As soon as it is a question of raising the motorcycle from on the side stand, or moving it to the stop, we jubilate! Already a good point before starting the test of this BMW G310 GS!