Duel Triumph Thruxton and BMW R Nine T

BMW R Nine T Against Triumph Thruxton

BMW R Nine T Against Triumph Thruxton. There are many stories surrounding the emergence of the term Cafe Racer. The most accepted is about young Englishmen rebels gathered in cafes to illegal racing bike in the 1960s While rolling a rock on the jukebox, they went into a run toward another coffee or just for accelerated nearby, with " mission "to vote before the music ended. To gain performance, shuffled in their bikes engines and eliminated virtually everything that could add weight, besides putting the most advanced and low handlebars, to leave more sporty riding position.

BMW R Nine T Against Triumph Thruxton

Time passed and with it those "cracks" were contained for surveillance. I've had the pleasure of visiting the Ace Cafe in London, during a Sunday morning and no lack of police in the eye were assembled bikers. The Ace is the mecca of style Cafe Racer, a place that still seems to live like 50 years ago. Rock of old, retro decor and old jukeboxes are scattered by the snack bar serving coffee that morning at the whim of English - with the right egg, sausage, black tea and even beans! By staying on the road junction at the exit of London, the place is right point of the crowd gathered for bike rides - whether old or brand-new. But what dominates the car are the same cafe racers, a fever that reheated in recent years and we decided to celebrate this time in Brazil, with the now classic Triumph Thruxton and BMW Nine T.

BMW R Nine T Against Triumph Thruxton

Our set has up to the clock tower Big Ben, but London is more than 10,000 kilometers away. We are in Paranapiacaba, in Santo André, a small district that retains the British style built by the British company trains São Paulo Railway, which operated the transportation of cargo and people between São Paulo and the port of Santos. Luckily (or the photographer?), We even had the typical English fog on the report. More appropriate, impossible!

BMW R Nine T Against Triumph Thruxton

Although they have the same source of inspiration for the style, Thruxton and Nine T are different animals: the model of Triumph is a "sportif" version of the traditional Bonneville, more faithful to the rustic look of Cafes. It comes with semi-handlebars and rearmost and high bracket and the highest bank to make more aggressive riding posture. It also has a specific seat, narrower and can receive a cape on the back to leave it as single-seater. Also in relation to Bonnie, the instrument panel receives white background and the motor, remapped, yields 1 hp extra. In total, the dual cylinder 865 cc delivering 69 horsepower and 6.93 Nm of torque.

Already Nine T was developed to celebrate the 90th anniversary of BMW Motorrad. With design based on the old R 1200R, she received a number of modifications to make her more sports and cycling minimalist design. The engine is the classic two-cylinder boxer brand, still in the refrigerated version the air (the current R 1200 GS uses the new version liquid) in order to enjoy the history of preparation the propellant has in Europe. One of the balconies of this bike is the customization, including a cover in place of the rear seat (leaving her with single-seater face), but the mechanics do not have to move: they are 110 hp and a kick of 12.1 Nm of torque, controlled by a shift six-speed and transmitted to the rear wheel by drive shaft. The front canes, reversed, came from the former S1000 RR (though without setting) and the brakes are dual disc front and single rear, with ABS and Brembo calipers.

As we can see by the technical descriptions, the Triumph is a motorcycle simpler design, stripped, allowing you a price that is almost half of BMW's value about US$ 14.995 to US$ 16,900. What are we doing here, so is far from a comparative. Our idea is to just show these two options for lovers of Cafes, since the choice will depend largely on taste and especially the interested pocket.

In motion, the Thruxton is a percolator coffee well drawn, while the ninet is those gourmet Espresso coffees type. That is, the Triumph is good enough to please the palate, but BMW has more full-bodied flavor. Starting with the English bike, then noticed the sportier stance toward Bonneville. The semi-handlebars leave the narrow bike, while the footrests are further back in the raised position. The pilot gets the more inclined back, tiring after a while, but gets to "change" a lighter that played in Bonnie, easier to point the curves. The exchange has soft couplings and long relationships to compensate for the absence of the sixth (are only five-speed).

The engine dual cylinder surprised by the low level of vibration, also having a slight snoring, but striking. Despite high 230 kg, the motor responses are vigorous and appropriate to the bike's proposal, which aims to be not sports. Still, 100 km / h arise within a few seconds, and the maximum is around 180 km / h. The suspension uses conventional forks on the front, with 120 mm of travel, and double damper on the back, with adjustable preload and 106 mm stroke. She is "stiff as a board", but does not quite hit the dry holes, providing good stability on winding roads - respecting, of course, its thinner tires and conservative design band. Have the brakes are only reasonable: there could be another disc in the front (just one), and on the back we find the "bite" of very soft disk for the bike walking (and weighs). Another felt lack of ABS is not offered or as an option.

More true to rustic style, Thruxton has some curiosities, like a carburetor engine in imitation (which is actually injected) and the choke (which must be used for the first match of the day), and the keyless gas cap. Another aspect that draws attention is the position of the mirrors at the ends of the handlebar, which requires some adaptation to move in the aisle formed between the cars, since the total width reaches 830 mm. With tank of 16 liters capacity, Triumph had an average consumption of 18.9 km / l during the evaluation, yielding a range of approximate 300 km.

If the British commitment to purity, the German is all about power. The departure of motors 1200 is accompanied by a light bike (characteristic of dual cylinder boxer engine) and a strong and thick snoring emanating from the dual exhaust. Unlike Triumph, here the pilot's position is less than sports and more naked, with open chest handlebars and the wind. The hydraulic clutch requires almost effort on the handle while the drive shaft makes a very smooth ride, practically free of fits even on the fastest running passages. To follow, the exchange has soft couplings and the suspension is surprisingly soft even in São Paulo Burrowing. Have to move between cars in traffic it takes a bit of attention with the heads of cylinder engine out of the frame, in addition to the wide handlebars (total 890 mm). But the Nine T has good angle manure and despite the 222 kg does not seem heavy time to maneuver between other vehicles.

Can you use on a day-to-day? Yes, but the great cheap this BMW is taking a road full of curves preference. Impresses the generous torque (more than 12 Nm!) Spread over a wide speed range, causing the throttle responses are always strong, even at high speed. A call over the decided knock result in a right lever on the back, with the firing Nine T beyond 200 km / h in a short time - 100 km / h to reach only 3.6 s in accordance with the mark. Although not a fast-moving motor (the red band starts at 8500 rpm), which does not lack is available engine 1,200 - and felt the vibration at idle discards as the turns increase. In the city, Nine T walks a good using high gears at low speeds. On the road, spikes 4000 rpm at 120 km / h in sixth gear, providing a relaxed and enjoyable trip.

Fun to ride in any situation, the Nine T reveals a lightweight cycling, agile and sporty, offering a much more daring than played suggests its classic look. She points easily where you want, staring passages in "S" naturally and leaning more than expected in closed carvings. Also deserves applause the brake system with dual disc 320 mm at the front and Bream calipers, ensuring decided allocated and efficient ABS. Other "modernity" are present in items such as LED flashlight and the gear indicator on the panel. Finally, the average consumption during the test was 15.6 km / l, which results in about 280 km of autonomy with 18 liters of tank capacity.

BMW R Nine T Against Triumph Thruxton

After enjoying the two Cafes, it is evident that the only thing that unites them is the classic style. Each with its played, Triumph can be the starting point for a stylish largest displacement bike, by the softer responses and a footprint more "uncompromising ride." On the other hand, the T Nine justifies its higher price for the mechanical and neat finish. It is a sporty naked dressed in classic clothing, as for the more experienced (and wealthy) look back at their time of rebels boys.

Conclusion - BMW R Nine T
Engine: Two-cylinder boxer, 8-valve, 1,170 cm3, electronic fuel injection, dual overhead camshafts, air cooled and oil; gasoline Power: 110 hp at 7,500 rpm; Torque: 12.1 Nm at 6,000 rpm; Transmission: six-speed exchange, transmission drive shaft; Table: Four sections with rear frame into three sections, steel; Suspension: inverted hydraulic telescopic fork with 46 mm diameter (120 mm stroke) on the front and Para lever swinging Unit swing at the rear (120 mm stroke), adjustable in spring preload; Brakes: Dual discs with radial calipers in the front (320 mm) and single disc at the rear (265 mm), with ABS; Tires: 120/70 rim 17 at the front and 180/55 at the rear rim 17; Weight: 222 kg (in running order); Capacity: 18 liters tank; Dimensions: length 2220 mm, width 890 mm, 785 mm seat height, wheelbase 1,476 mm

Conclusion - Triumph Thruxton
Motor: two cylinders in line, 8-valve, 865 cm3, electronic fuel injection, dual overhead camshafts, air cooled; gasoline Power: 69 hp at 7,400 rpm; Torque: 6.93 Nm at 5,800 rpm; Transmission: five-speed exchange, chain drive; Frame: tubular steel substructure; Suspension: telescopic fork with 41 mm diameter (120 mm stroke) on the front and two-damped at the rear (106 mm stroke), adjustable in spring preload; Brakes: simple front discs (320 mm) and rear (255 mm); Tires: 100/90 rim 18 at the front and 130/80 at the rear rim 17; Weight: 230 kg (in running order); Capacity: 16 liters tank; Dimensions: length 2150 mm, width 830 mm, seat height 820 mm, wheelbase 1490 mm.
By Daniel Messeder, Photos: Rafael Munhoz for carplace.uol.com.br

Second Generation And Confirms The Finish Line For The Peugeot RCZ

The Peugeot RCZ

Peugeot rule out. After back and forth Peugeot finally confirms that the RCZ coupe will have no successor in the market. Launched in 2009 with the mission to compete directly with the Audi TT, the model came to have a second generation designed based on modular platform EMP2, but soon plans were aborted. Thus, the sport becomes a direct victim of downsizing portfolio set by the PSA, in which the range will be reduced from 26 to 12 vehicles by 2022.

The Peugeot RCZ

"The RCZ is lovely, but it's better focusing on more important models of our range. Exit common sense is something for the premium brands. For us, it is a distraction, "said Maxime Picat, boss of Peugeot, in an interview with British magazine Autocar. Based on the 308 platform, the model had a goal steal customers TT especially in Europe, but only model was successful in markets such as Argentina, Spain and France.

The Peugeot RCZ

In some countries like Brazilian market the launch of the RCZ happened in the last half of 2011. Imported from Austria, where it is produced by Magna Steyr in Graz, the model landed here with 1.6-liter THP 165 horsepower and six-speed automatic transmission the price of R $ 129,900. In mid-2013 began to come restyled while maintaining the same mechanical assembly, but with the price of R $ 132,990. Never, however, be a complete sales success.
Source; carplace.uol.com.br

Fiat Ottimo Win Adventurous Concept

Fiat Ottimo Win Adventurous Concept

Fiat Ottimo Cross. Fiat takes for this year's Hall of Shanghai, China, a special concept of the average hatch Ottimo (which doubles the Bravo there). Derived from Viaggio sedan and consequently based on the new generation of the Dodge Dart platform, the model is exposed in the unedited version Cross. As the name suggests, the prototype highlighted a typical garb of adventurers models, enhanced by plastic coatings and off-road props. So far, however, the brand has not confirmed that will produce the new series.

Fiat Ottimo Win Adventurous Concept

On the outside, the Ottimo Cross differs from other versions by height above the ground, roof rack with silver finish, plastic coatings in the wheel housings and base of the doors, front grille with redesigned grille, bumpers with silver inserts, decorative stickers, LED daytime running lights, brake calipers painted in red and alloy wheels with unique design.

Fiat Ottimo Win Adventurous Concept

Inside the changes were more contained, especially the new chrome elements on the dashboard, sports seats with leather upholstery and clear identification of the model embroidered and steering wheel in leather with red stitching. Among the equipment, calls attention UConnect entertainment system with touch screen seven inches.
Source; carplace.uol.com.br

Duel Fiat Uno VS Ford Ka Test

Fiat Uno VS Ford Ka Test

After more than two months testing almost all versions of Uno 2015 ended the longest test ever conducted in Garage CARPLACE yet. Our team had the opportunity to ride the 1.0 Attractive models, Way 1.4, Evolution 1.4 (with start-stop) and Sporting Dualogic, assessing Fiat's compact performance in different situations. We begin by Uno Way 1.4, which right away hit the road for a hit-trip between Sao Paulo and Rio de Janeiro. On the outside, the update of the model was discreet. The light had improved visual, such as grille and the bumper. Already transparent lanterns showed the generous size of the piece, which changed only internally.

Way this version, the bumpers have become the body color and there are light-alloy wheels with unprecedented design. The mixed use of tires were kept. Overall, the One became more modern without losing its identity. The more than 1,000 km of road served to show some of the new car, as electronics on board and the best soundproofing. The conclusion we reached was that the adventurer Uno became more mature, but missed touching the engine - 1.6 liter one option would be welcome.

Fiat Uno VS Ford Ka Test

Moving on to the second version of the new Uno evaluated, as explained by the chief editor Daniel Messeder, one notes the evolution of Attractive relative to Vivace model (above) following production. The cabin has won plastics better quality, more pleasant textures to touch and greater refinement of printing. We now have electric windows in all four doors (with controls in the driver's door), new ceiling light, banks with more neat and steering wheel fabric with various commands - both for the sound system as to the onboard computer.

With the news, the fact is that the interior of the Uno is tonou a more pleasant place to be in this version Attractive 1.0 or 1.4 Way. The result of the restyling pleases, but again the disappointing is the mechanical part, as we have seen in comparison with the new Ka. The starting six pack cold flex system is still there, and the 75 hp and 9.9 Nm generated by the Fire Evo propellant follow limited to push the One, now a little heavier than before. In the city the curtinha relationship of exchange until well disguises the lack of breath on outputs and resumed, but just paint a climb to the car miss a beat.

Fiat Uno VS Ford Ka Test

Soon following tested the new Fiat Uno Evolution 1.4, with start-stop, which left us sure to be the ideal version of the model. The appeal is discreet performance, with minimal interference driveability: the engine goes almost without the driver noticing and back to work also without attracting attention - without excessive vibration, and the starting noise is only more intense if we are with the windows open .

All starting system Uno Evolution has been reworked from the starter - specially developed to work more often - to the electronic management of the equipment. Face heavy traffic with the car and start-stop worked perfectly, even in countless stops. The negative side of the system is the heating of the cabin on hot days, since the air conditioning compressor with the engine off, it is preferable to turn off the start-stop (via a button on the dashboard) to prevent the disengagement of the air on some occasions. Again, the whole is good, but exposes the need for Fiat to renew their engines. In tests, the former Uno Evolution engine with 1.4 showed modern 1.0 performance.

Fiat Uno VS Ford Ka Test

We take the long-term test to also perform a "fight" between home Way and Evolution versions. To overcome adversity in traffic, as more heavy rain or stretches of earth / sand, Way version takes a few steps ahead. Higher from the ground (190 mm against 170 mm), the adventurer sees the trenches with more ease and tranquility that Evolution. In return, the Way has softie suspension and sacoleja cornering, while the Evolution shows more accurate dynamics. To end on a high note the Garage CARPLACE with the new Uno, tested the Sporting version equipped with the Dualogic exchange (including the side also pseudo-sport Onix Effect). We evaluate and confirm that Uno is in the best harvest since the new generation was launched in 2010. Not only the most refined interior, but also the mechanics. Uno Sporting is now the best automated single national market clutch. It works much better than the Palio, the Bravo or Linea.

Fiat Uno VS Ford Ka Test

One feature that appeals at Sporting is hit firmer suspension, which reduces considerably the slope of the hatch in the curves, aided by rims 15 "with 185/60 tires. The direction is also fast and butterflies on the steering wheel let the most entertaining things on a mountain road. But the truth is that lack engine for that One thrill: to match the visual invoked Sporting alone even if the engine 1.6 16V E-Torq (117 hp and 16.8 lb-ft) at Palio was offered in place of struggling 1.4 8V Evo (88 hp and 12.5 lb-ft). By: Alexandre Ciszewski; Tested By CarPlace Garage from source carplace.uol.com.br Team

Nissan March 3 Cylinder Car Is Better in "Real Life", But Worse On Track

Nissan March 3 Cylinder Car Test

Test Nissan March 3 cylinders. With a history of ups and downs in sales, March won several innovations in recent times. Changed the look, inaugurated the new Nissan's Resende (RJ) and to close yet received a new three-cylinder 1.0 engine. Despite all this ammunition, stand still sells less than most rivals. Given this, is it compact entry into the class of "3-cylinder" is enough to win back the world and brazilian consumer? To replace the engine 1.0 16V four-cylinder (source Renault, also used in the Clio), Nissan brought a new derivative of 1.2 liter used in other markets. Made of aluminum (lighter and better heat dissipation) the new engine 1.0 liter 12V 77 hp and 10 Nm of torque is premised on the lower fuel consumption without loss of performance compared to the propellant with a cylinder more.

Equipped with CVVTCS system (continuosly Variable Valve Timing Control System, or varying the valve timing through phase variator), which causes the admission of the air-fuel mixture in the cylinders is optimized in any rotation, the result is a good torque down, one of the stand highlights. If even the old was not going so badly in this respect, the new gives to drive without squeezing the accelerator pedal and even increases will not make anyone spend anger (provided it is not full).

Nissan March 3 Cylinder Car Test

But only 77 hp? Yes, the little Nissan increased power (in the old were 74 hp), but now offers a flatter torque range. In practice the new engine is significantly more provisions, especially in the city, and superior performance in the range of 2,000 rpm to 4,000 rpm - range most used in normal driving. For those who do not like to keep changing gears all the time, can you pass most of the bumps in 3rd smoothly. Otherwise, stretch a little, there is a even fun ronquinho, typical of these new three-cylinder engines. And the best: the vibration level is very low, the best in class in this respect.

The March maintains its suspension stiff as a board, but a still acceptable level to tackle bad floor. The electric power steering is very light in maneuvers and became more progressive as the speed increases, while the pedals are lightweight and well modulated. The exchange has precise couplings, though a little dry and noisy. In short, the March is easy to drive and maneuver and we also have excellent visibility.

Nissan March 3 Cylinder Car Test

Despite being more focused on urban use, the March accompanies without dramas flow on the road. However, above 100 km / h performance difference from the old one does not notice. At least gives to travel at 120 km / h with more comfort, now the engine roar invades a little less cabin. With the fifth elongated gait compared to four-cylinder, turning this rotation decreased from 4000 to 3900 rpm. Owed only an improvement in the rest of the insulation to reduce wind noise and Shooting.

Although Nissan disclose the average consumption of 8.8 km / l in city and 10.3 km / l on the road with ethanol, in our test the japonesinho was more economical. In urban traffic scored 9.5 km / l, and on the road 13.7 km / l, with ethanol - brands that let well situated before the rivals with the same type of engine. For comparison, the March 1.0 four-cylinder had registered 8.7 km / l and 12.5 km / l under the same conditions. And still had the washboard gasoline cold start, replaced by FlexStart system Bosch (which heats ethanol) in the engine 3 cylinder.

Nissan March 3 Cylinder Car Test

Already in the performance tests, the new 3-cylinder did not follow the pike 1.0 16V previous. Acceleration 0-100 km / h worsened from 14.5 s to 15.1 s, while the resumption 40-100 km / h was 14.1 s to 14.5 s ( see all the measurements in the table test at the end of the article ). As we said earlier, however, the answers were best in normal use, while in the old four-cylinder had to step on to the car take off. Finally, as the change in final weight was small (6 kg less now), the braking remained the same (good) before landing. With the restyling the March became more friendly and leave a little aside the look "nice" of the previous model. In the cabin, however, it follows as before: enough internal space for four & Adults and honest finish to an input car, but quite simple appearance.

The tested version was the SV, the most complete with 1.0 engine. It brings power steering, air conditioning, trip computer, multifunction steering wheel, windows, locks and electric mirrors, key with remote unlocking of doors, system sound with CD Player, MP3 and radio, inputs for USB and iPhone, Bluetooth, rear spoiler, fog lights and alloy wheels rim 15 ". A new look, made in Brazil and with new engine, the New March starts about at US $ 2,990 and is positioned between the popular and compact. It is a step below Onix, Ka and HB20. Do not have to fight the trio set up there, but gathers attributes to rise in the sales ranking. It only remains to fall in popular taste ...

Nissan March 3 Cylinder Car Test

Nissan March 1.0 12V SV
Engine: front, transverse, 3 cylinders in line, 12 valves, dual variable-at admission, flex, Power: 77 hp at 6,200 rpm (ethanol or gasoline); Torque: 10 Nm at 4,000 rpm (ethanol or gasoline); Transmission: five-speed manual, front-wheel drive; Steering: Electric variable assistance; Suspension: McPherson independent front and torsion beam at the rear; Brakes: ventilated discs in front and drums at the rear, with ABS; Wheels: light alloy rim 15 with tires 185/60 R 15; Weight: 964 kg; Capacities: trunk 265 liters, 41 liters tank; Dimensions: length 3,827 mm, width 1,675 mm, height 1,528 mm, wheelbase 2,450 mm

CARPLACE measurements
0-60 km / h: 6.0 s 
0 to 80 km / h: 10.0 s 
0-100 km / h: 15.1 s

40-100 km / h in third gear: 14.5 s 
80 to 120 km / h in fourth gear: 16.9 s

100 km / h at 0: 40.9 m 
80 km / h 0: 25.9 m 
60 km / h at 0: 14.4 m

Cycle city: 9.5 km / l 
road cycle: 13.7 km / l
By Julio Cesar, Photos: Daniel Messeder from source carplace.uol.com.br

Chevrolet Corvette Z06 Test

Chevrolet Corvette Z06 Test

The new Z06 Corvette, this is serious! With 659 hp, it attacks the super-sports competition. But upon request, the US knows to be very soft. The figures for the Chevrolet Corvette Z06 (C7) Coupe:

 Engine: 6.2-liter V8 (659 hp, 881 Nm at 3600 r / min.) Rear Wheel Drive Transmission: manual or 7-speed automatic transmission with 8 reports) Performance: 0-100 km / h in 3.8 seconds, top speed of 315 km / h Dimensions: weight from 1598 kg load capacity 425 liters normalized consumption: 12.4 liters per 100 km Price: from CHF 124 900 (base: 466 hp, from CHF 900.- 94) To flatter the ego, you will pay CHF 1300.- more: for the Z06 to be launched in spring, Chevrolet also offers to start Plant the front camera, filming the journey as a GoPro and enriches the video via data such as speed, acceleration force and more. A good mood generator gadget somewhat paradoxical because the Z06 does not usually stay behind. We bet you can do it all?

The Z06 is also convertible.
First things first. Right out of the C6, competitors usually much more expensive had to get used to seeing it evolve sweeper fireball red area on the race track. Now it is the turn of the C7 - and not a little : with its compressor, the Z06 (the name comes from a 1963 equipment code, now replaced by a performance pack called Z07) pump 659 hp small-block V8 6.2-liter direct injection. However, it is less radical: you can now opt for an automatic transmission and a Targa roof or soft top instead of a solid roof. We bet we can make larger? The style is a matter of taste so if this fireball of 4.49 m long leaves you cold, you can try your luck at Dacia. The muscular rear end with its well-marked fire touches almost obscenity. Of course, inside so do not expect a Porsche quality, but rather to a Lexus quality: apart from a few pieces of hard plastic, everything is solid, the seats are excellent and the space under the tailgate (coupé) is generous. We bet we can do more?

Chevrolet Corvette Z06 Test

A real star: with the Z06, any journey becomes an event - if desired.
Start, listen purring V8 engine and put the full throttle: 881 Nm assure you a rush of adrenaline sacred. Wow, it scours! If the GT-R is the Playstation and the 911 highway, the Z06 is a horseback ride across the prairie. As required by the folklore, it gives wild tunes - but to do his show: everything the precise air, seriously perfect. The compressor does not move an inch before the 659 hp will propel the race car without mercy. Maybe its 4x4 competitors start faster, but the Corvette deploys its power while relaxation. We bet you can do both? The big difference between travel and carriage racing machine is particularly impressive. 

During our test drive near Las Vegas, we first baladons quietly and comfortably "Tour" mode. Then, shortly after, a Nevada race track, we roaring V8 modes in "Sport" and "Track" (there are a total of 5 modes and five sub-modes) and appreciate the perfect balance and traction flawless. The management also becomes, ultra-precise (but not without a bit of his own). Of course, you can draw black lines. But it is no longer required: the Z06 is now a true precision instrument. Competition from the Corvette Z06: Audi R8 - Almost a Italian Honda NSX - Honda is back! Ferrari 458 Speciale - Cavallino al arrabiata We bet that we can do less?

Chevrolet Corvette Z06 Test

6.2-liter muscle await you under the hood.
Our verdict: great! If the C6 Z06 and ZR1 still had an appearance a little too exuberant, the C7-Z06 seems to come from a single mold. Two cars in one: a luxury vehicle with performance in length and particularly in width at a level which should scare the Porsche.
By Timothy Pfannkuchen

Kawasaki Z 300 is Two Wheels Small Beast

Kawasaki Z 300 Naked Bike

Kawasaki Z 300 is a small beast on two wheels. Small displacement motorcycles do not mean poor performance and outdated design. On the contrary, the new machines "in" are increasingly stylish and flashy. This is the case of the new Kawasaki Z 300, presented to the public late last year during the Hall of Milan 2014. The design follows the same aggressive and modern lines of the Z 800, which includes the minimalist tail, a compact front optics and stylish, and a fairing "muscular" for a motorcycle 300 cc. The naked also won a panel of sports instruments, which combines digital information with analog.

To offer a sporty performance, but at the same time urban - main feature of naked bikes - the Z 300 is equipped with the same chassis and engine Ninja 300, but has wider handlebars. The amendment, combined with the engine of 296 cc two parallel cylinders, promises to leave rivals behind, but without giving up the upright and relaxed riding position. Confirmed only for Europe - but with great possibility to come to Brazil - the Z 300 is available in green and black colors.

Kawasaki Z 300 Naked Bike

Kawasaki Z 300 is an evolution of naked Z 250 found in the Asian market. And just as with the "Ninjinha" in its transition to 300 cc, it received some important changes in the propellant, which have changed their behavior. The course of the pistons, made of aluminum, increased from 41.5 mm to 49 mm and as a result brought new connecting rods, duct resized admission, plus new crankshaft and balancer shaft.

By having the same architecture, the motor 300 of the Z has the same characteristics as the sports mini sports. Reaches the maximum power of 39 horses 11,000 rpm and torque of 2.8 kgf.m to 10,000 spins, which shows its tendency to work in higher regimes, with the pointer of the tachometer almost red. Furthermore, the motor also has the benefit of a liquid cooling system to maintain the propellant resized always optimally operating temperature. Just as the family of the mark superesportivas, Z 300 also includes a system of double throttle precisely controlling the air intake, resulting in a more linear throttle response throughout the power range. The slip clutch of small superbike is also present in naked.

Kawasaki Z 300 Naked Bike

Kawasaki Z 300 Naked Bike

Naked pure
As the heart of the bike, the entire chassis of the Z 300 is based on her cousin superesportiva. Its steel frame type diamond gives strength and sportiness needed to transform it into a pure naked. To minimize the vibration characteristic of the two-cylinder inline engines, Kawasaki adopted rubber cushions on the attachment point between impeller and frame. AZ 300 has fuel tank of 17 liters and weighs 168 kg in running order for the standard version and 170 kg for with ABS.

The suspension set consists of telescopic fork with 37 mm stroke and 120 mm at the front tubes and rear monoshock Uni-Trak type with 130 mm of travel. According to Kawasaki, the standard configuration of the assembly ensures a comfortable working for urban and firm steering for a sportier driving. The rear spring provides five levels of preload adjustment made with the aid of a key. Available in two versions, one without and one with the ABS system, the Z drive 300 has bitten by 290 mm caliper two pistons at the front and 220 mm disc clamp also two pistons at the rear. The disc petal format, which aids in heat dissipation comes from the Ninja family models. Another item from the sports, this time the ZX-14, aluminum wheels are ten tips that the Z 300 are shod with tires rim 17 '' in the measures 110/70 front and 140/70 at the rear.

Kawasaki Z 300 Naked Bike

Domestic market
Kawasaki has not officially confirmed the arrival of the Z 300 to some countries. However, the Ninja 300 presence in the domestic market and the absence of a representative of the brand in the category of small displacement nakeds, we can assume that the Akashi home market the model here. After all, in addition to further enhance its product line in the country, will intensify the competition in the segment, making the joy of the rider.
By Roberto Brandão Filho, Image and source; moto.com.br

Yamaha Challenges The Future With The New YZF-R1

The New Yamaha YZF-R1

Yamaha YZF-R1. "Yamaha is challenging the future." It was with this emphatic phrase Hiroyuki Yanagi, President and CEO of Global Yamaha introduced the new-generation YZF-R1 superesportiva during the Milan Motorcycle Show 2014. And the excitement was not for less. In its 17 years of existence, the R1 has changed a few times, yes, but nothing as radical as this R1 2015. The model, which now comes to European and North American markets, totally renovated on the outside and modern as ever inside, to show that, more and more power, technology and style go hand in hand.

In design, the YZF-R1 abandoned for the first time the visual created almost two decades ago, characterized by large double optical assembly. So many changes in the bike's appearance is explained by the orientation of the project. According to Yamaha, to develop the new R1, the team was encouraged to create a fresh superesportiva, not only plan changes to update the bike that already existed. And that's what happened. The lines now are inherited directly from the YZR-M1 prototype racing in MotoGP, and left the superbike with futuristic look. Proposal strengthened both by lateral cuts fairing, as in discrete LED lights that make the day-lighting and become encrusted on the front. The main lighting is now made by two light guns above the front wheel.

The New Yamaha YZF-R1

The tail light received over lines composed of two hollow panels that converge in a central structure. This is home to the flashlight, a vertical strip in LED. The subframe design was more streamlined now that he no longer carries the two exhausts. Just as happened in its first generation, R1 reverts to its four cylinders converging on a pole on the right. The exhaust has polygonal design and is well positioned close to the bike, not to disrupt the body roll in corners.

New engine crossplane
The YZF-R1 has not changed just out. Yamaha developed a new more compact engine and be able to offer more power and less weight. Thus, the new four-cylinder in-line water cooling and 998 cm³ capacity is more compact and composed of several parts made of carbon and titanium. A new crossplane crankshaft was also incorporated. The axis continues activating the pistons with 90 intervals and now offers more linearly torque to the pilot more enjoy the performance that the superbike offers.

Other changes were made to optimize the mixing of air with the fuel, creating a compression ratio of 13: 0: 1. The result is 200 hp of maximum power at 13,500 rpm and achieved without the aid of any pressurized air induction system (RAM-Air), which is crimped by Yamaha. But the torque is 11.5 kgf.m the 11,500 spins. The bike also features tank capacity of 17 liters and exchange six-speed with slip clutch. The set is electronically assisted by Quickshift system. (QSS). The aid consists of a sensor positioned on the shift lever, which senses when the pilot is climbing gears and sends the information to the ECU. This, in turn, cuts the tension in the engaged gear for a smoother change.

The New Yamaha YZF-R1

Weight and power balanced
One of the main features of the R1 is a good relationship between weight and power, improved feature in the new generation, which has a weight of 199 kg in running order. According to the brand of the three tuning forks, this was achieved by redesigning the aluminum Deltabox frame asymmetrically and reempregando one new subframe made of magnesium. In the item suspension, both the inverted front fork as the scales are linked monocushioned stroke of 120 mm. To hold its 200 hp, the bike has two front discs 320 mm in diameter and a 220 on the back. Here the news is the ABS assistance with unified braking system, which electronically distributes the force on two wheels.

The new YZF-R1 is also shorter and narrower. The length increased from 2.070 mm to 2.055 mm, while the width was reduced from 715 mm to 690 mm. Although it is in numbers, the changes are emphasized by the compact design of the bike. The height of the seat, however, increased by 20 mm and the driver is accommodated now 855 mm from the ground.

Superbike smart
The electronic menu embedded in R1 is one of the most complete today, if not the largest. The bike is equipped with four power delivery modes, traction control (TCS) adjustable in nine levels, control wheeling (LIF), adjustable to three; and start (LCS), which reduces the rotation of the motor below 10,000 rpm's time to get on the bike, even the pilot turning the most of the accelerator. In addition to the unified ABS brakes and the electronically assisted exchange (QSS). There are also four riding modes (YRC), which put all the controls on pre-set parameters to facilitate the pilot's life.

To control this, the Electronic Central Unit (ECU) is no longer focused on "simple" tasks such as controlling the operation of the fuel injection and the opening of the valves, for example, to act as a true electronic brain of the bike. The ECU now makes decisions based on the data sent by another acronym: IMU, Unit Electronic Measuring in English. With power of 32-bit processing (same as a PlayStation 1 game, to get an idea), the unit constantly monitors the position and the bike's behavior. Thus the electronic systems can be adjusted to optimize performance, but without forgetting the pilot's safety.

According to Yamaha, the IMU provides a motorcycle 3D panorama, since the readings are taken in six axes, which correspond to the positions that it may be: inclined to the right, left, upward (wheeling) to low (end of the fork travel in a braking), with the acceleration and speed reduction. All this means that each time the pilot chooses a setting, by means of levers and the new all-digital panel, the bike will take into account the measurements of the IMU to execute it in the best way. Traction control, for example, will not only stick to the rear wheel of loss of adhesion to act, it will also act on the bike angle. And so on. Available in Europe and the United States, in blue and red colors, the bike part of US $ 16,490 in the US market.

The New Yamaha YZF-R1

More electronics, more exclusive and more an "M"
To show how the new generation R1 is important to Yamaha, the brand of the three tuning forks did not leave for less and also released a limited edition of superesportiva. Called R1m, in clear reference to the model of MotoGP, the superbike comes in silver color and brings items focused on performance in track, as several parts in carbon fiber.

The bike also brings more technology to the already extensive package. In addition to the set of Öhlins suspension, which can be adjusted electronically, the bike still brings Communication and Control Unit (CCU) installed in the tail. The system works with a GPS and communicates with an application for Android. The "app" stores the driving data such as lap time and inclination angle and still allows the pilot to make changes to the electronic controls of the bike the distance. All this of course has a cost, in which case the YZF-R1m is US $ 21,990.
By Carlos Bazela. Image and source by moto.com.br

Moto GP 1000 is Replaced By New Class EVO 2015

Moto GP 1000 is Replaced By New Class EVO 2015
Moto GP. The fifth season of Moto GP 1000 will race his first step on 3 May in Curitiba International Racecourse, in Pinhais (PR). Starting this year, a novelty will mark disputes in the categories GP 1000 and GP 600 of the Brazilian Grand Prix: EVO class, located in the sports rules and will have specific classification of races and championships for riders who are in the process of evolution career. Each of the eight steps will also race the GP Light categories and GPR 250 - this, a series of pilot training implemented in 2013.

The director of the Moto GP 1000, Gilson Scudeler reveals that the novelty has had good acceptance. "Last season we reached a very high technical level, with participation of national and international drivers, which is very important for globalization and the consolidation of Brazilian motorcycling. This development meteoric made the sports committee of the Moto GP 1000 contribution prepare measures for pilots on the rise can continue its process of evolution before finally reaching the main categories, "he explains.

One such measure was the creation of the subdivision. The EVO. "It's a category for the riders who have already been successful in GP Light and GPR 250 or pilots coming from regional championships or single brand. We are gonna enable them to a category that even dividing grid with the best drivers of today will reward them for their evolution, also with podium and classified separately "explains Scudeler. "In addition to increasing the motivation, the measure helps to widen the personal return and their sponsors."

For the leader, who as a pilot has won seven Brazilian bonds in the main categories of motorcycle racing of the past decade, the implementation of the GP 1000 and GP EVO 600 EVO encourages the accession of new names. "The two classes will serve as a stepping stone for those coming from lower category. Riders Evo drop out along with the main, either in 1000 or in the GP GP 600, with separate classification and score, "illustrates.
Image by foxsports.com

Suzuki GSX-R 750: The Legend For 30 years

Suzuki GSX-R 750: The Legend For 30 years

Suzuki GSX-R 750. Necessity is the mother of innovation, says one of the variants of the famous adage. Was the need to create a racing bike up to 750 cc, with the performance of one thousand cc which gave birth in 1985 one of the most revolutionary supersports of all time: Suzuki GSX-R 750. "We know that our challenge to create a bike with less capacity with more power was enormous, "recalls Isamu Okamoto, Suzuki engines engineer at the time.

Praised and sale today, the GSX-R 750 epoch with its ingenious technical solutions. It is considered by many the first motorcycle "Race Replica" modern. Example, a track bike made to run on the street. It became known in some countries by the acronym SRAD, summarizing one of his innovations: direct injection of air to the engine in this model since 1996, when became successful also here.

To achieve the goal of designing a motorcycle 750cc high performance Suzuki had to innovate. Created a cradle-double perimeter frame made of aluminum, the first to equip a 750cc, which weighed about 8 pounds less than the steel frames made at the time. And opted for a 4 cylinder engine with mixed cooling with cooling oil valves and heads, which made him be much lighter than the engines with water cooling.

Suzuki GSX-R 750: The Legend For 30 years

The recipe worked. The first GSX-R 750, which was commercialized in March 1985, weighed only 179 kg dry and produced 106 horsepower of maximum power! But the innovations do not stop there. The food was made by guillotine carburetors, the clutch had hydraulic drive, had exchanged six-speed and the brake caliper on the front had four opposed pistons to stop both 18-inch wheels. Features found only in racing motorcycles. And it was precisely such a big balcony from Suzuki which was explained in the slogan: "Race-bred technology and performance at an affordable price,".

Victorious on the slopes
But the GSX-R 750 1985 was not just a street superesportiva. It was also a racing bike. After all, with more than 100 horses and less than 180 kg, allowed an inclination of 55 ° in the curves and won several victories on the track. Won evidence in the superbike championship in the United States and was champion in England with nine wins in 11 tests as early as 1985. Since then, it has become the desire of every rider or biker fan speed. After all, the GSX-R 750 was a smaller version and made for the track GS1000R streets. Your Carbs guillotine provided a much faster response than the vacuum carburetors, but were jerky for pilots. There were no concessions: the GSX-R 750 could be very fast when guided by a skilled rider, but could also be dangerous in the wrong hands.

But, like all innovative bike, the GSX-R 750 has become the bike to beat the rivals. Therefore needed evolve to keep as reference. In 1988, its fairing has been redesigned, suspensions, enhanced and won radial tires. For 1992, the big news was the adoption of a propellant with liquid cooling. But it was even in 1996 the model underwent a complete renovation, still gaining more technology coming from the 500cc motorcycle world championship, and keeping 179 kg dry.

The year 2000 marked the arrival of electronic injection the GSX-R 750 family with Dual Throttle Valve Suzuki, double throttle body, one of which is controlled electronically. What one hand provided a more effective power and more power, but in a way, helped to tame this sports nervous. In 2004, another major renovation in the model that went through a scheme to weigh 163 kg dry, so that sports 600cc, but with much more power. The last major change in the line occurred in 2011, with a new design and improvements in the engine and also in the cycling.

Suzuki GSX-R 750: The Legend For 30 years

Since then, the sport of Suzuki remained as the only 750cc market and now in 2015, won a new guise, which pays tribute to the return of the evidence Suzuki Moto GP. With a blue fairing with details in yellow, the GSX-R 750 2015 now produces 150 hp of maximum power and weighs 190 kg in running order, ie remained compact, lightweight and powerful. If today there are street bikes almost ready for the slopes, this evolution of modern supersports started with the GSX-R 750 1985. A classic true.
By Arthur Caldeira, image from source moto.com.br

Harley-Davidson LiveWire bet on the future

Harley-Davidson LiveWire

Harley-Davidson LiveWire bet on the future. "This is a great motorcycle that happens to be electric." The definition of director of LiveWire project design, Kirk Rasmussen and describes the electric motorcycle Harley-Davidson. Light (208 kg), agile and with an impressive acceleration - 0-100 km / h in less than four seconds - LiveWire is the first motorcycle powered by electricity produced by the plant in Milwaukee (USA), famous for its noisy engines V2 large cubic capacity and internal combustion. Still under development, the LiveWire Project is going through the dealers of Harley-Davidson in the US since June to the current (and future) customers of the brand to experience the bike and give your opinion. Soon, it will be the European motorcyclists have the chance to accelerate this electric Harley and can contribute to the development of the model, which does not have expected to reach the market. To experience the LiveWire, participated in a stage of this tour, held at Petersons dealership, the largest brand in Miami, in Florida, the southern United States in early December 2014.

More than a simple test-ride, the LiveWire seeks to provide a complete customer experience: one can know the development of the bike from the first drafts, through the assembly of the first mock-ups in clay to craft manufacturing the aluminum frame. You can also speed up a jumpstart on LiveWire, where the bike is stuck in a rack, to get an idea of ​​what the engine is capable of 55 kW.

Two "jaunts"
Unfortunately, like the other 5,000 people who have accelerated the LiveWire, I was able to give only a small back with the first electric Harley history. But before running about five miles (eight kilometers) preparation was necessary. In addition to the entry in the test-ride and to authorize the Harley to use our image in the Project (something common in tests for the press), we had to watch a long video with basic instructions on how to ride a bike - with type tips " remember to use the brakes. " This is because the acceleration of an electric bike (unless you have one) always surprises. And anyone with motorcycles for qualification can apply to try the model.

The instructor also stressed that LiveWire is completely different from other HD. "If you have a custom, pay attention to the position of the pedals, more to the center of the bike and not stretched out front," he said. And installing on the first aluminum frame manufactured by Harley, it has been noted that the news of LiveWire not limited to the motor. The riding position refers to nakeds, but more curved. "Our idea was to create a post-modern café racer," says Yvon me Carvalho, a Brazilian who for eight years working in research and development of Harley-Davidson, which has already been test driver and today is special mechanical tests. For this inspiration cafe racer LiveWire has only the driver's seat.

Tablet panel
Except for the commands on the cuffs, nothing in LiveWire remember other Harley-Davidson. Simply place the button cut current in "RUN" position that the panel lights up. Like a tablet with a 5-inch touch screen, the panel shows the two driving modes "Range" (for more autonomy) and "Power" (to full power). I opted for the more aggressively and then the inscription 111 mph - in reference to the 111 years of the brand - appears.

I pressed the "Start" button on the right wrist as in all Harley, but this time there was no vibration, no noise. Just Nothing. Only silence and the large number zero on the panel and next to two bars - one that indicates autonomy and another, how you are using the accelerator. You can switch between mph and km / h with a simple touch on the screen.

I turned the throttle sparingly to get used to the electric thruster torque. There is no clutch and no exchange, just an engine initial transmission to the pinion, and the final drive is by toothed belt. Already in the first meters, LiveWire proved to be light and agile to zigzag. Knees together the false tank, legs bent and an accelerator that drives everything. The curve of torque, acceleration and speed are controlled by the right as you turn the handle.

After the first mile, as more confident, I decided to "roll" the cable. Awesome. It is the only word that describes how fast the LiveWire can go from 0 to 100 km / h. A real punch in the stomach. The indication of throttle use was almost 100% and I could feel the destracionar rear wheel. "It is normal. If you turn it all at once, it will go tire burning, "he warned me Yvon Carvalho later. But in this first round, I chose to keep constant speeds and feel the dynamics of the bike. Finally, after some prodding HD enabled us to another about 5 miles on the pre-defined path through some streets and avenues of South Miami. Changes of direction are fast and accurate. Suspensions - inverted fork, front, and monocushioned balance behind - were too hard even for American streets, but allow numerous adjustments. To stop, good brakes, but that evil must be used. Just take your hand off the throttle the motor deceleration almost watertight LiveWire in a few meters. This deceleration is inversely proportional to how much you accelerate.

The slowdown also recharges the battery LiveWire and helps increase the autonomy of the model, which reaches its maximum at 60 miles (almost 100 miles) in Power mode. The time to full recharge is 3 hours when the bike is connected to a conventional power grid with voltage of 220V. Interestingly, the motor energy recovery system meant that, although he had run 8 km, autonomy had not fallen exactly 8 km.

In the second round with LiveWire, looked me pay attention to the pure performance of the bike. With more confidence, turned the accelerator once and the rear left skidding. "Rearing should not be hard?" I ask the HD test driver. "Easier than you think," said Yvon. The suspensions were adjusted to my height and weight. Its operation was much smoother and progressive. In curves, which were not many, LiveWire was also obedient and firm in his path.

Harley-Davidson LiveWire

After testing, all motorcyclists, including journalists, are asked to answer a survey to contribute to the development of LiveWire. Although there have been manufactured 39 units of the model, it is still a prototype for the Harley, but that should certainly reach the market.

His appearance gives the impression that the model is close to the final version, but much can be improved. "This project began in 2010 and was publicly released in June. Since then, there are already a number of improvements that could be made to increase the autonomy, for example, without changing the battery, "confesses Yvon Carvalho. After the experience, after all it is not everyday that guide a motorcycle, electric, and one of the most famous brands for remaining true to tradition, I have to agree with Kirk Rasmussen: LiveWire is a great bike that, by chance, is electric.

The performance of your engine is better than that of many Harley models in production - its 55 kW equivalent to about 74 horsepower. Its dynamic behavior is commendable and should please even those who do not like custom bikes. And your visual, futuristic environment, also speaks to the young generations of riders. But not everything is perfect. Sit lack of engine sound. And the turbine noise emitted by the resonance of the electric motor inside the metal case is interesting when accelerating, but annoying at constant speeds. And your bank is not there the most comfortable, although its proposal is to be an urban motorcycle.

Their autonomy is still relatively low when you consider that conventional Harley bikes are made to travel. But LiveWire is not a conventional Harley. Definitely. "It's more like an electric guitar than for an electric car," said Mark Hans-Richer, senior vice president and head of the Harley-Davidson marketing, referring to the revolution that electricity took the guitar strings. Perhaps the LiveWire is not so revolutionary in terms of engineering. But from a strategic point of view, an electric bike made by the centenary Milwaukee mark shows that the company is looking to the future. And in its future customers love.
Written by; Arthur Caldeira from source moto.com.br