Tuesday, May 29, 2018

Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Duel Honda XADV Versus Yamaha TMAX. The luxurious Yamaha TMAX 530 DX today faces the hybrid Honda X-ADV 750. A match at the top for two maxi scooters with the technique very singular and just as different to driving.

Here is the shock of 2018 maxi scooters high-end! On the one hand, the must-have Yamaha TMAX 530, sales leader in maxi scooters for ages and represented here in its best equipped and most technological version, the TMAX DX. On the other side of the ring, the new Honda X-ADV 750, a scooter that scrambles the cards, a kind of cross-over between the maxi scooter and the bike. What make it a real rival for the king TMAX, without giving the feeling of being in front of yet another copy. We chose to oppose them today, tests daily, road and measured in support to verify the arguments of each one. Is the Yamaha TMAX 530 DX still the must have of the segment? the new Honda X-ADV 750 is it relevant at all levels? The answers are here and now!

Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Sunday, May 20, 2018

Porsche Cayenne E-Hybrid test, Almost rational?

Porsche Cayenne E-Hybrid test

Porsche Cayenne Hybrid 2018. No diesel for the moment, under the hood of the new Porsche Cayenne. In contrast, the plug-in hybrid is gaining ground and becoming almost inevitable. Inherited from the Panamera, the system here reconciles virtue and performance up with a clear pre-eminence for the time.

In principle, the plug-in hybrid should be the best-selling version of the Porsche Cayenne third of the name, just recently renewed. Like his predecessor, by the way. And even if the Diesel comes back in the range (probable), the tax situation of the hybrid should always ensure some success to the latter. For companies, already: the new Cayenne is approved at 72 g / km of CO2, the TVS is only 144 € per year (a classic Cayenne S is penalized more than 4,000 € per year!). As for individuals, the calculation is simple: the Cayenne E-Hybrid starts at € 92,304, or € 2,000 less than the S. In addition impacted by 10.500 € of penalty! This leaves a small envelope to pick from the catalog of options, as always numerous and expensive. We understand that Porsche is counting on a share of about 80% of hybrid for the sales figures of the newcomer.

Porsche Cayenne E-Hybrid test

And then, the Cayenne E-Hybrid already leaves with some sympathy: in luxury SUVs, Porsche is now the only one to offer a 6-cylinder in a hybrid engine. The Range Rover P400e, the BMW X5 or the GLE 350 e are all satisfied with 4 cylinders much less pleasant.

Chrono side: 2.3 tons catapulted
A reading of the data sheet, one understands even better the advantage that can prevail the hybrid face Cayenne S 100% thermal (440 hp). Not only in view of its 3.2 l / 100 km announced, that we know illusory, or its 44 km announced all-electric. Admit... we still traveled 35 km without waking once the V6 which is sufficient in everyday use.   

Porsche Cayenne E-Hybrid test

It is especially the performance side that the E-Hybrid impresses, despite its extra 300 kg related to batteries and devices charging system: 5 s to clear the 0 to 100 km / h, 2 tenths better than the S.

No surprise about the mechanics, borrowed from the Panamera 4 E-Hybrid: in this case, the well-known 3-liter V6 (340 hp), rather musical especially if we opt for the sport exhaust that fitted our model, associated with an electric motor of 136 hp. The combined power amounts to 462 hp, as for the sedan. Same for the maximum torque: 700 Nm when both engines operate simultaneously, with an impressive thrust to the key. The least revival is masterful! To reassure: the button Sport Response, at the bottom of the steering wheel, is always present (as on the rest of the range). Except that it activates here an electric boost, and no longer the pre-charge turbos. We are still at Porsche, put a motor electric to a 6-cylinder must above all serve the time!   

Porsche Cayenne E-Hybrid test

The engine approval also benefits from the remarkable management of the Tiptronic S, an evolution of the automatic ZF 8-speed gearbox already seen on the Panamera, which contributes to smooth running. No need here for the speed of a dual-clutch transmission, the beefy pair more than compensates for the slight latency that can be found with the most economical Hybrid mode and that disappears completely in Sport or Sport +, the latter being even caricatural in its management, for an SUV of this size. A Cayenne, it is wide. Its vocation, all hybrid is it, remains to evolve on major axes and to enchain long routes motorway.

What's left of Cayenne S?
A little more rigor when the road begins to turn. Fatally, even if its 2,295 kg are perfectly held by the piloted suspension, the slightly firmer calibration results in a comfort less felted on bad road especially in the filtering of large irregularities. Marginal reproach, of course! But by adding less agility (the inertia is felt at a good pace, making 4-wheel steering a highly recommended option) and variations in consistency of the brake pedal(Sometimes you have to worry about the consistency of the brake pedal, which varies depending on the state of charge and the needs for energy recovery), the E-Hybrid can not boast of the remarkable homogeneity of a motorized Cayenne. classic thermal. While looking at rivals dynamically, let's recognize it.

Porsche Cayenne E-Hybrid test

Finally, it will also count with 125 l less for luggage. The double bottom floor being occupied, the volume is reduced to 645L. Still one of the largest in the category, that said. On board, the refinement remains identical to any Cayenne, except for a few details specific to the E-Hybrid: the "acid green" needle of the central rev counter (only instrumentation always anaological), echoing the brake calipers and exterior lettering. Of course, the driving mode management system now includes several sub-menus designed to force the walk in all-electric (E-Power), preserve the battery, or trigger charging via the thermal (attention, the consumption grime then very quickly).

At the pump
The hybrid is above all a clever way to evade the governmental penalty, to enjoy a mechanical approval and performance largely comparable to the Cayenne S. In itself, the interest of the hybrid in terms of energy balance is interesting only in a context of frequent refills (between 7 and 8 am on a domestic socket, 2:30 on a terminal 32A or wallbox). As with all plug - in hybrids, it is possible to travel from home to work without consuming a single drop of gas, and to reserve the 75 - liter range of the tank for weekend trips.

Porsche Cayenne E-Hybrid test

We thus raised 10.5 l / 100 km of average at the end of our test on a rather demanding course, and making the most of the resources of the 462 hp: about 250 km traveled on moderately hilly departmental roads and highway, with a complete load and an extra charge of about 30% during the course.

PLUS:
  • Engine approval, performance
  • Interesting sobriety
  • Tariff position


MINUS:
  • Weight
  • Expensive and numerous options
  • Feel of braking


Balance sheet
Paradoxically, the most techno Cayenne is also the most economical! The table would be even more favorable with at least a good quintal less. That said, performance and preserved engine enjoyment mark the spirit more than its consumption figures. At Porsche, there is no question of sacrificing the time, therefore.

Friday, May 18, 2018

Volkswagen T-Roc 2018, A part of Golf

Volkswagen T-Roc 2018, A part of Golf

Never satisfied despite a plethoric range, Volkswagen has just launched its new T-Roc, a raised vehicle midway between an urban crossover and a compact SUV. A model with great ambitions that we tried during a journey of 2,000 km. The best way to dominate a segment is always to invent it. A credo become legion among German manufacturers, accustomed in recent years to multiply models. 

Volkswagen is an exception to this Germanic rule, the Wolfsburg builder staying true to its sober side. Leaving behind the competition, especially in small crossovers and SUV.

It will have been necessary to wait until the end of last year to finally see Volkswagen invest this segment of urban vehicles raised with the T-Roc. Bigger (4.23 m) than the Renault Captur, Peugeot 2008 and Citroën C3 Aircross which will be the rivals of the future T-Cross, but smaller than a Tiguan, the T-Roc denotes in the range.

Volkswagen T-Roc 2018, A part of Golf

Good and less good
By its style already, more trendy and less classic than the usual productions of the brand. Its beveled three quarter rear, its indicators integrated in the rims of the air intakes of the front bumper, its colorful hues or its flag dissociated dissociate it very frankly from the Golf, with which it shares the same platform. 

The cabin as for him returns more in the row. The presentation is rather simple and modern with the famous digital slab, but it is imperative to check the box dashboard and colored door panels (optional) to brighten a very dark set. But practical with plenty of storage such as the drawer under the passenger seat.

Volkswagen T-Roc 2018, A part of Golf

The bad surprises come rather hard plastics profusely in the cockpit or a space with the legs disappointing for a vehicle of this type. Defects that are not found on the Golf, yet the same size and sold at the same price.

Same thing for the trunk, which because of the all-wheel drive, loses 53 liters to reach a load volume of 392 l, less for example a Peugeot 308. All for a basic modularity 1/3 2/3.

Volkswagen T-Roc 2018, A part of Golf

The all-wheel drive, a necessity?
A trunk down and a weight up (1.455 kg) with the 4Motion. Adjustable in several modes, the all-wheel drive offers excellent traction on all surfaces and when the road is wet. 

The reverse of the medal, the agility of the T-Roc is partly amputated. While the SUV still has a good level of dynamism but changes in support are less responsive and the front train suffers from a registration curve less easy, relegating it in terms of amenity behind the Golf.

The 4-cylinder 2.0 TDI 150 horsepower also suffers from 4-wheel drive with a propensity to drink more: we found 6.4 l / 100 km on a course of 2,000 km of which only 300 km of city. 

Fortunately, thanks to his generous torque and his perfect agreement with the DSG7 box, he does not mind the task when it comes to relaunch the beast to start the fire or double on the highway. Provided to turn off the Stop & Start, too slamming to re-acceleration, and not be too much looking at the high volume of fuel oil.

Volkswagen T-Roc 2018, A part of Golf

Comfort and prices... Golf!
Finally, the good road surprise of the T-Roc concerns its driving comfort. With optional damping (1,440 €) and despite 18-inch wheels, it is comfortable on all surfaces, including the most degraded roads and even dirt roads. The usual firmness to the German has moved rather in leather upholstery Vienna (€ 1,670), very pretty to the eye but uncomfortable on long trips.

And the prices in all this? Sold from 21.990 € with the 1.0 TSI 115, the T-Roc climbs up to 38.950 € for the upscale 2.0 TDI 4Motion DSG7 Carat Exclusive. Our trial version 2.0 TDI 4Motion DSG7 First Edition is sold for € 35,830, sum to which we must add 5,000 euros of options.

The latter is still well equipped standard with 18-inch wheels, the digital panel, the infotainment system with navigation and internet, the adaptive controller or the recognition of panels. Only missing on the call, keyless start and reverse camera still available on other finishes.

Balance sheet
The Volkswagen T-Roc represents a more modern alternative to the very classic Golf and its reference approval. But for this choice to be really justified, it will probably forget the diesel and all-wheel drive to benefit from a larger trunk, a lower mixed consumption and a lighter weight. Question of choice, and needs!

Saturday, May 12, 2018

HONDA CB 750: The Revolution

HONDA CB 750: The Revolution

It is impossible to speak motorcycle without addressing the one that has changed everything (or almost): 4-cylinder in line, disc brake, design, manufacture, performance and grip, the "oven" laid the foundations of the modern bike.

HONDA CB 750

To understand the shock provoked by Soichiro Honda, we must immerse ourselves in the 1969 Special Summer Motorcycle Review. Here is what was written: "The Honda crystallizes most of the modern motorcycle. It's the big engine that the motorcyclists were waiting. The 750 is a very beautiful bike coupled with a superb piece of mechanics. Honda has just given a new direction to the "Moto" with a big Mr. Si in 1965, its CB 450 rivals already with the English, the CB 750 K0 is ahead of the competition with this machine that some already saw straight from Mike Hailwood's RC181. But in the absence of a double ACT engine, 24 valves and horses to know more than what to do, the brand unveils, in spring 69, a 4-cylinder with single ACT and 8 valves of 67 horses. And if, on paper, this does not seem to be a revolution for the end of the 60's, it's actually a big step towards the modern motorcycle produced in mass production. Solutions such as the compact 4-cylinder long stroke (with dry sump) inserted into a double steel cradle frame, and the presence of a hydraulically operated disc brake attest to this.

HONDA CB 750: The Revolution

The 4-cylinder dry sump develops 67 horsepower. A real revolution as mechanical as aesthetic. Character, performance and style that will open a new path and give birth, a few years later, pure and hard sports.

A real break in the motorcycle world
"From 5,000 rpm, the speed at which the horses really come in numbers, the reps on all the gears are extraordinarily nervous and allow instant overruns. Roadholding and braking perfectly meet the expectations of a major road sports owner. Mass is said and yet, Honda keeps reviewing its copy. Between June 69 and June 70, the CB 750 will receive 300 changes! Then, new versions will come with the K1, K2 and K6 then the F1, K7 and F2, the latest produced in 1971. For information, the K series is characterized mainly by its 4-2-4 exhausts, when F have a classic 4-in-1. In total, 553,400 units will come out of the world's No. 1 channels. But for the purists, K0 represents the symbol of a major shift in the world of motorcycles. There is undoubtedly a before and after CB 750.

Friday, April 27, 2018

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

This is the star niche of the moment! Urban crossovers provide the bulk of sales growth in Europe. Citroën has replaced the C3 Picasso by the C3 Aircross, Seat advances an Arona with attractive dynamic pretensions, while the Renault Captur is still a favorite. Which one to choose?

We could have also included the Peugeot 2008, elbow to elbow with the Captur. But the novelty, the C3 Aircross appeared last year will be the representative of the PSA group in this match that led us to Israel, Tel Aviv in the middle of the Negev desert, through Judea - Samaria. A rather unusual setting for a Turbo! Let's face it, our three pseudo-fighters have not really been put to the test of off-road traps. That's hardly what they're asked to do, even if a brief all-day getaway was not finally a mere formality. By the way, only the C3 Aircross, with its protective shoes and prominent wheel arches, vaguely cultivates an adventurous spirit. It is also the only one to offer something to improve motor skills in all-road conditions: the Grip Control is charged € 300 (a kind of improved traction control, as found on the 2008 for reminder).

The other two are less likely to be Sunday explorers. The Captur remains conventional, the discrete restyling of the spring of 2017 having not fundamentally changed its look... nor its success, on the side of sales figures. The Arona, him, takes again the rather sporting drawing of the Ibiza, all in edges and lines cut with the billhook. As the trend goes, all three compete in combination of hues and customization options.

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Life on board
In front of the very classic Seat Arona which takes up an environment almost identical to the cockpit of the Seat Ibiza (a bit austere despite inserts of color), Citroën offers the opposite on board the C3 Aircross: it's fun, original and does not look like anything known on the market. Except the C3, which we find here some effects of style. Round ventilators, suspended screen, and saddlery as pleasing to the eye (tweed fabric) as comfortable... but devoid of lateral support! Too bad, it will be the only really noticeable quack of the nice little Citroën crossover, which plays the adventurous spirit even in its position of conduct a little special.

Citroën C3 Aircross dashboard
Citroën C3 Aircross dashboard

Renault Captur dashboard
Renault Captur dashboard

Seat Arona dashboard
Seat Arona dashboard

His two rivals are quite conventional, in terms of both driving position and layout. Captur and Arona inherit the qualities and defects of the city-dwellers from which they derive. Namely, an interesting modularity, embellished with multiple storage on the Renault side. On the other hand, basic and fragile plastics and slow R-Link interface show a few more years of design than the Arona. The rear space is also slightly less generous than on board its two rivals. Especially the C3 Aircross, the most welcoming of the lot and more finished than the Captur. Some details and plastics unfortunately are poor bill.

Spanish also does not shine by its materials, almost exclusively composed of rigid plastics, but the assemblies are rather treated. And difficult to compete, in terms of simplicity, with the multimedia Seat and its big screen of 8 inches. Question storage and tips by cons, the Arona is content with basic amenities.

Renault Captur
Like the space on board, the Seat displays one of the largest chests in the segment: 400 l minimum is better than the Captur (377 to 455 l), and only slightly less than the C3 Aircross (410 to 520 l). However, the Captur benefits from a sliding bench: this figure is measured backrest retracted to the maximum, thus freeing up a wider leg space. We can not have everything. On the Citroën side, we manage to reconcile the two, on our Shine version at least: interesting modularity (sliding and splittable bench, height adjustable boot floor, optional folding front right backrest for € 290) and living space. In the end, the sense of welcome and the counter-current presentation of the C3 Aircross tilt the balance side rafters in terms of life on board.

On the road
Difficult to reach the excellent compromise comfort / dynamism and the precision of the touch of road of a Peugeot 2008, undoubtedly the best of the niche in terms of road benefits. But the Arona approaches it, with its lively chassis and very well kept. Opposite, the Captur shines rather by its smooth walk and its progressivity. Not so precise, at the level of commands and especially the direction, but far from being unpleasant. The bias is different, that's all.

Citroen C3 Aircross
The first contact is more unusual at the wheel of the C3 Aircross. The driving position surprises, a little high pitched, with the foot pedal implanted low. A little utilitarian, it's curious! We get used to it. After a few kilometers, we take advantage of a suspension flexibility and interesting balance, better held than the Captur which has a tendency to crash on its supports. However, the damping a little firm at low speed seems strangely calibrated given the quiet and comfortable vocation of the C3 Aircross. Less drought would be welcome.

 Renault Captur
Placidity of setting also, side engines. At Citroën, the 110-hp 1.2-liter Puretech three-cylinder engine is only strong enough to be able to play frequently with the long-range gearbox... and whose movements are just as good. Even with the city C3, the Aircross deserves some extra horses despite a rather generous couple: 205 Nm at 1,500 rpm, like the Captur but 500 laps earlier. Opting for the version of 130 hp is probably a good idea (€ 1,000 surcharge), although the performance here is nothing ridiculous in road use (0 to 100 km / h in 10.2 s).

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Seat Arona
Opposite, the smallest 1.0 TSI of the Arona is not much more powerful (115 hp) but delivers a better approvaland above all, benefits from better insulation (in sound as in vibrations at low speeds). Slightly stronger than the PSA 3 cylinders in recovery, too... but here too, a lack of going low revs is felt (200 Nm to 2,000 rpm). Small weakness which the 1.2 l TCe, unique 4 cylinders of this comparative, does not suffer. Not especially more powerful despite its superior power (120 hp), it is also more linear and less speedy to rev up, but its operation is more discreet and felted. It accelerates and raises just weaker than the Arona (9.9 on the 0 to 100, 1 tenth more), small disadvantage that the Captur owes its weight slightly higher.

This is not always the case, but the smallest engines here are the least greedy: announced at 5 l / 100 km in mixed cycle, the TSI Seat is satisfied with about 7 l in real conditions. Similar score for Puretech C3 Aircross... while Captur requires about 1.5 l / 100 more. Add to this the more precise behavior and pleasant liveliness of the German-Spanish 3-cylinder, and the Arona stands out as the best companion of the trio. Driving, victory Seat.

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

Balance sheet
Captur, a bit of a wise five year career, still excels in compromise... In small urban crossovers, we expect now a little more spice. Citroën and Seat lend themselves to the game, but not really the same way. Sense of hospitality and spirit fighter assumed side Citroën, neat dynamism and techno content for the Seat Arona... we place both tied. Advantage to the youth!

Thursday, April 26, 2018

Lamborghini Urus: A Turbo Bull

Lamborghini Urus: A Turbo Bull
Third model of the Lamborghini range, this Urus SUV differs totally from the sporty Aventador and Huracan.
This is the first super-SUV. Impressive, long (5,11m), the Lamborghini Urus displays especially extreme proportions being the widest (2.02m) and the lowest (1.64m) luxury SUVs. However, it is necessary to make the idea to ride in a Lamborghini and no longer down! But we quickly take its bearings in the spacious and luxurious universe of this Italian SUV. Taurus fans will not be disappointed by the hexagonal and sharp style. We find the "firing" button behind a red flap, wraparound sports seats and a huge "Y" dashboard , designed here around three large screens, two tactile (multimedia, comfort equipment) and a dedicated to the instrumentation.

Lamborghini Urus: A Turbo Bull
The immense "Y" dashboard is designed around three large screens, two tactile (multimedia, comfort equipment) and one dedicated to instrumentation.
On the central console, impossible to miss the "Tamburo", the new dynamic program control "ANIMA" which offers up to 6 driving modes, four for the road -Strada (standard), Sport, Corsa (circuit), Neve (snow) and two off-road (Earth, Sand) optional. Not to mention the three customizable functions EGO (smooth, medium, sport), with well-marked differences to better refine its preferences for steering, transmission and suspension. More comfortable on the road than in town, this Urus is easy to carry, safe and quite comfortable even if the large 23-inch optional wheels (21 inches in series) tend to generate trepidation.

Lamborghini Urus: A Turbo Bull

A real sense of welcome
The standard setting allows at least to appreciate the great softness of the steering -from a frank consistency- and the delicacy of the carbox 8 in quiet driving. Another good surprise, this Urus is welcoming for 5 -the 4-seater configuration is optional- and their luggage, the trunk well designed and practical (ski hatch, folding seat) being announced from 616 to 1596 dm3. A record in the genre. But if the big guys have enough space for their legs in the back, they will have to bend over and deal with the diving roof of this family Lambo.

Lamborghini Urus: A Turbo Bull
The size of this Urus does not really make it the ideal vehicle in the city.
Amazing at all levels, this super-SUV is not afraid to evolve on circuit. The 650 hp V8 4.0 twin-turbo engine, the first supercharged engine for Lamborghini- shared with Cayenne and Bentayga cousins snorts with a heavy, hoarse sound, largely reworked by Italian engineers. In Sport mode, and even more in Corsa, which lowers the body of 15mm, the feeling of driving a super sporty elevated is real. It is just incredible: with 3.6s to reach 100km / h, this 2.2 ton SUV has almost the tone of the Huracan LP 580-2 (580ch), yet 800kg less heavy! The 650 hp and 850 Nm of torque are miracles here.

A "super-SUV" necessarily a super expensive
On track, the result exceeds expectations with such a monster. Four-wheel-drive with rear-leading, rear-wheel steering, sport differential with torque distribution, adaptive air suspension, active anti-roll, huge 440mm carbon-ceramic discs pinched by 10-piston calipers in front: Lamborghini did not skimp to offer a formidable ease in the Urus. Even if the inertia is felt badly braking certainly at shameful pace. The brand relies so much on this "super-SUV" super-expensive (€ 205,715, April 2018 price) to double its production capacity quickly, from 3500 models to 7500. In the literal sense as well as figuratively, the brand takes another dimension.

In four-seater configuration, the rear passengers are installed in comfortable armchairs.
Lamborghini Urus: A Turbo Bull




Technical sheet Lamborghini Urus V8 4.0

DATA SHEETS
CategoryLarge SUV
Generation1
New price-
Tax category-
Nbr. doors5
Nbr. assizes5
Fuelgasoline
EngineV8, Biturbo, 32 S, 3996 cm 3
Engine positionBefore
Transmission4x4
Power650 ch
Max power rate6000 rpm
Couple850 Nm
Maximum torque2250 rpm
BoxAutomatic, 8
Test carried out-
Essay published in AM n °865
Standard AV tires285/45 R 21
AR Series tires315/40 R 21
Conso urban manufacturer16.7 l / 100km
Conso extra-urban manufacturer9.7 l / 100km
Mixed manufacturer conso12.3 l / 100km
CO2 emissions279 g / km
0 to 100 km / h manufacturer3.6s
Vmax manufacturer305 km / h
Dimensions (l / L / h)5.11 m / 2.02 m / 1.64 m
Tank75 l
Safe mini builder616 dm 3
Manufacturer's weight2200 kg

Moto Guzzi V85: For January 2019!

Moto GuzziMoto Guzzi V85: For January 2019!

It was during a takeover of the Moto Guzzi 2018 range that we learned a little more about the future Italian trail. Available, prices, performances and other anecdotes, here are the news of the moment. Moto Guzzi yesterday invited to take over most of the models in its 2018 range, which we will talk about very quickly here. On this occasion, we were able to glean new information on the new trail Moto Guzzi already unveiled on the station. You already know that the prototype of the V85 will go into production. But Valentina Barletta, marketing director of the brand in France confirmed that the commercialization of the V85 will take place in January 2019, after its official presentation at the Eicma trade show in Milan in early November 2018.

Moto GuzziMoto Guzzi V85: For January 2019!

From one point to another, we also confirmed that it would be well powered by a brand new V-Twin of approx. 900 cm3, this time cooled by air and oil, and designed to deliver a power of at least 80 hp. But what we already guess on the images will be in some way the guideline of its development: Moto Guzzi does not have the ambition to compete with the tenors of the moment, stuffed with horses and electronics. In its retro air blooming good the best years of the Dakar, the V85 will remain a relatively basic motorcycle, human scale, focusing on sensations and efficiency in real life. What must also contain its price: it speaks of 11 000 to 12 000 €.

Moto GuzziMoto Guzzi V85: For January 2019!

There is still another detail to settle: V85 is for the moment the factory code somehow future Moto Guzzi trail. But we know that the brand has already asked fans to find its next name. Today, no less than 5,000 proposals have been received! It seems huge, but it augurs especially beautiful sleepless nights for the leaders of the brand before deciding for one of the proposals. The short story does not say how will be rewarded the lucky one, for the moment.

MASH ADVENTURE 400 Off Road Bike Test

MASH ADVENTURE 400 Off Road Bike Test

The stalks are a bit of elegance. Generously sized and well suspended, the Mash 400 Adventure is ideal for hiking. The 400 Adventure Mash breaks with neo-retro style of the rest of the range. In proposing a road trail, the Franco-Chinese brand wants to test this on other grounds. Hinged, fuel tank-type lockable aviation. The bubble 400 Mash properly protects the torso and head of aerodynamic turbulence. In contrast, shoulders and arms remain exposed to the air flow.

On the right hand we find the stop switch (red) and control of the electric starter (black). By their original form, the muffler of 400 Adventure Mash also surprise with their haunting and rewarding sound. The Mash Adventure 400 loads a very good hydraulic fork Fast Ace 43 mm diameter adjustable rebound damping and compression. This fork works on 210 mm of travel. The rear brake is entrusted to a petal disc 220 mm in diameter. A little too aggressive off-road, it is quite convincing on the road. The side stand does not have a cut-contact. We also regret the absence of center stand. To curb Mash 400, we find a petal disc 280 mm in diameter. Power is at the rendezvous, but the attack lever lacks a bit of consistency. According to Sima, a purge definitely gum this phenomenon.

The drum 400 of the Mash Adventure cooled air is identical to that of the Five Hundred. He takes some planning, allowing it to reach the power of 29 hp. Round and pleasant to take on all the beaches use, the Chinese mono feasts (and treats us) especially in the midrange. The very sound of muffled exhausts largely contributes to the atmosphere. Mash the 400 Adventure is fitted as standard in this small-holder packages. These flexible fixing hand guards give some character to the whole. The wide footrests are a boon for trips to the highways. When standing, they allow excellent control of the machine.

Mash the 400 Adventure is equipped with folding passenger footrests. The fuel tank holds 19 liters of fuel. Its width is ideal for contained tighten the machine between the thighs. The 21-inch front wheel causes a certain inertia on the road, but it also gives great stability. Off-road, the front of the Mash 400 Adventure is most reassuring. This engine guard protects the mechanics of flying stones. Rather comfortable for a machine of this type, the seat of the Mash 400 Adventure peaks at 880 mm from the ground. An ideal height to dominate the movement and understand the paths, but shorter riders will experience some difficulties to perform the low-speed maneuvers.

Divided into two-part (analog tachometer and digital window left to right), the dashboard of the 400 Adventure Mash displays time, total and partial mileage, fuel gauge, speed and level charging the battery. Mash the 400 Adventure comes with two aluminum cases (40 liters each) very easy to install and remove. A perfect combo to transport our photographic and video equipment in this test. Note: The cover of these bags is not hinged and another key as the switch is required to lock and unlock them.

MASH ADVENTURE 400 Off Road Bike Test

Flashing is the play very discreet. Rebound and compression adjustable, the Fast Ace rear shock offers a travel of 200 mm. The decor of the Adventure is too wise for us. It is true that it is easier to let go of the neo-retro type motorcycles. A trail 400 as well equipped it is not running paths. Mash hopes (re) open the way to search practical, fun and economical. Hyper comfortable way, the Mash 400 benefits from its low weight (151 kg), its seat height and its much-cycle to play difficulties. Ergonomics typical offroad of Mash 400 can control easily standing in the roads. On the road, the Mash 400 can reach 135 km / h. If some tingling logically appear at full capacity, the Chinese quite well filter vibrations mono 4 times. Perched high, the driver captures perfectly the road that unfolds before him. For U-turns at the stop, the drivers of less than 1.75 m must play tiptoe. The 21-inch front wheel generates a certain inertia in setting the angle, but stability becomes royal once placed on the trajectory. The chassis of the 400 Adventure Mash conspicuous by its neutrality. With the 400 Adventure trail, Mash wants to expand its field of action beyond the neo-retro.

Warranty and Price:
- 2-year P / MO
- € 5,490
           Ensure Buy
Technical sheet
Engine: 4T single cylinder, air-cooled, SOHC, 4 valves
Capacity: 397 cm3 =
Max Power: 29 hp at 7000 rev / min
Torque: 3.05 nm to 5500 rev / min
Operation: electric starter
Power: injection
Clutch:
Transmission: 5-speed
Frame: Steel tubular
Front suspension. : Fast Ace adjustable hydraulic Ø43, deb. 210 mm
Ar suspension. : Fast Ace adjustable, deb. 200 mm
Brake BC. : Ø 280 mm disc,
Brake ar. : Ø 220 mm disc,
Pneu BC. 90 / 90-21; ar. 130 / 80-18
Fuel tank: 19 liters
Length: 2140 mm
Seat height: 880 mm
Dry weight: 151 kg
Standard equipment
Bubble
Hand protectors
Sabot engine
Adjustable hydraulic fork relaxation / compression
Adjustable dampers relaxation / compression
Passenger footrest
Passenger assist handles
Holder packages
Two removable aluminum suitcases
Front disc
Rear drive
Side stand
Tachometer
Digital Window
Fuel Gauge
Battery Gauge
Total and partial mileage
Key cap petrol
Aluminum handlebar
Manufacturer / Distributor
SIMA
Z.A. Good Girls LEVERNOIS - BP 80134
21204 Beaune Cedex France
www.simamoto.fr

Launched there just three years, Mash is now imposing its name in the landscape of the urban bike. 125 Third Market in 2014 (1,660 units sold), the young brand designed by Sima deftly surfs the neo-retro wave without staking everything on this particular niche market. Indeed, a new machine enters the range ... Mash trail 400 Adventure. After democratized neo-retro scene by selling vintage motorcycles attractive content price, Mash could see himself applying the same recipe on the trail of the road segment. Monopolized by very high-end machines (BMW R 1200 GS in mind), this market is sorely lacking in appeal products for beginners and "adventurers" of the less fortunate every day. By adapting an existing motorcycle (the Shineray Kougar), Sima is based on a solid foundation prior to attempt to (re) develop a niche abandoned by most major brands.

MASH ADVENTURE 400 Off Road Bike Test

Ready for the Adventure
The style of the 400 Adventure Mash literally broke with the rest of the neo-retro range of French-Chinese brand. Here, sham and style give way to the versatility and escape for a radically different result but no less appealing. Despite Deco too wise and stalks a little cheap, this trail 400 made a good impression thanks to its static frame type "Diamond" generously sized and perfectly balanced air design. Perched on 21-inch wheels in front and 18 inch rear, the Adventure is a high machine on legs whose saddle rises to 880 mm from the ground. Nothing insurmountable in itself, but "climbing" looks quite complex when the two series delivered removable suitcases are installed. Of a capacity of 40 liters each, these aluminum components significantly value the machine and considerably increase a payload reduced to a single rear door packages. For information, the cover lockable suitcases, but it is not hinged.

Other attributes that should satisfy the "fighters", the Adventure is sold with a pair of flexible hand guards, skid plate aluminum handlebars typed all-terrain fork gaiters and to limit the infiltration of water and Dust off-road driving. Minor drawbacks regarding the absence of center stand (practice to ensure regular maintenance) and the absence of safety stop switch at the side stand. Stylistically, the Mash stands out for its advanced beak topped with a bubble high (effective for the bust and the top of the helmet), its dual trapezoidal exhaust outlet and its equipment rewarding cycle parts.

MASH ADVENTURE 400 Off Road Bike Test

A Five Hundred Heart
Accustomed to correct their products to refine the smallest details and adapt them to the requirements of the French market, the technicians of the Sima had the party rather easy by integrating Mash 400 Adventure in their range. Indeed, this trail takes the injection cylinder air-cooled Model Five Hundred. Now proven, this block 4-stroke dry sump, single overhead camshaft and 4-valve head, develops 29 horsepower at 7000 r / min and torque of 3.05 m.kg at 5500 r / min.

For its part, the cycle part did not demand drastic changes as the original elements seemed to give satisfaction during the validation testing. It must be said that the Mash 400 Adventure is rather well endowed with hydraulic fork (210 mm travel) and Fast Ace shock absorbers (200 mm travel) easily adjustable rebound and compression. Braking is given for its part two petals disks, one of 280 mm diameter at the front and the other of 220 mm at the rear. In the final, the 400 Adventure Mash displays 151 kilos dry, a more than reasonable weight for a vehicle of this class.

MASH ADVENTURE 400 Off Road Bike Test

Good sound
Key stroke to the right and here is the digital window that comes to life next to the large analog tachometer. Clock, fuel gauge, battery indicator, odometer ... the key is there. Boost the starter, the Mash is silent. It then explains that it is necessary to be in neutral to start up, even if it disengages. Well done for security, however the damage is difficult to find neutral when stopped. After some trial and error with the tip of his left foot, the light turns green and Adventure finally snorts.

What a sound! Deaf, cavernous limit, Mash downright gives the impression of riding a rally raid machine. Quite simply, throughout this test day, we remained stunned facing the spellbinding sound of the 400. In addition to the boot, this music lover can play other partitions. It benefits including a couple well distributed over the entire range. Tolerant below 3000 r / min, the Adventure little bumps on the first two reports, it even allows driving under light regime without being heckled. Linear sanitized but not for all that, this bike offers a playfulness to 7000 r / min speed at which the 29 horses naturally begin to pull the tongue.

Take to the skies
At full load fast lane, the Adventure vibrates without excess and reaches 135 km / h. A consistent speed for a machine intended primarily to the city, the small country roads and paths. In off-road, the Mash also feels like a fish in water. Its end tank, wide footrest and flat handlebars are ideal for driving up. The roundness of the engine provides very good traction and excellent work dampers optimizes tire contact with the ground. Qualities that can be found on asphalt with a part-cycle that follows the bitumen despite a 21-inch front wheel a little reluctant in setting the angle. Once apprehended slight inertia, maneuverability poses no particular concern. The stability curve is more reassuring, especially as the tire mounts is rather considerate.

Also reassuring, braking is generally convincing despite a front element which lacked consistency on our test machine. According to Sima, a simple drain should definitely erase that feeling of softness of the right lever. Another positive point is the mass transfers remain very limited during braking phases despite the presence of long-travel fork. The sun setting at the bottom of the vines reminds us that it is time to bring the Mash the headquarters of the Sima. Crossing the Beaune center allows us to appreciate the good behavior of the Adenture 400 in urban areas. The big handle is not really handicapping all motorists, warned by the melodious sound, are shifted nicely. Seat height (caution stopped if you measure less than 1.70 m) allows also to dominate the flow and anticipate changes in traffic. Formidable to climb the sidewalks and play the stream of traffic, the Adventure offers a welcome flexibility to dispose of the pitfalls of the city.

MASH ADVENTURE 400 Off Road Bike Test

Reactions
By marketing its 400 Adventure, Mash hopes to wake the sleepy market too long trail middleweight. The recipe for making things happen? A simple and playful engine, part of a cycle-quality and sound "to fall". A2 licenses or less fortunate fighters could be seduced, especially as the scope of Sima network is reassuring future buyers. Less attractive than the Five Hundred model, the price of this new (delivered with two suitcases and equipped with adjustable shock absorbers) is still a real argument when making his choice. Image and Info Source; moto-infos.com