Ducati Diavel Titanium 2015

Ducati Diavel Titanium 2015

The extravagant Ducati Diavel Titanium 2015 power cruiser in stylish titanium version. The Ducati Diavel is an extravagant bike is very difficult indeed to be classified in a category: For a Crusier too sporty for a naked bike but too Cruiser. Regardless of the clientele probably just like this on Their Own, the Diavel is more popular than some critics would have liked. Now the Italians bring the Diavel Titanium even more upscale version of the Power Cruisers.

Basically, it is difficult to convey the company's philosophy of lightweight and sports motorcycles with a powerful cruiser with 240 Rear Tire credible. Ducati it is but somehow succeeded quite well, the "thick" Diavel still to pose as somewhat athletic. At least she is, by far most sporting cruiser, the currently available on the market. Now show the Italians another version of the extravagant Diavel, Which you want, HOWEVER, not too oft meet with great probability on the road - from the Diavel Titanium there will only be a limited edition of 500 pieces.

Ducati Diavel Titanium 2015

What is not made of titanium, is made of carbon!
Of course, each model gets a noble badge with the serial number attached to the tank top - that makes all the glory, more over the name of the model, he is made of fine titanium. Likewise, the headlight surround and partially the passenger seat cover, the rest is from no less noble Carbon. With the "black gold" is already handled almost wastefully on the Diavel Titanium: Specially designed air intakes at the front, radiator covers, windshield, fenders front and rear, sprocket cover and fuel tank cap area - everything from fine and expensive carbon. Even the, with fine Alcantara leather makes plated semi impressively clear thatthis is Certainly not a stripped-down version in the Titanium version.

Lightweight Cruiserweight segment
When weight is very well lightened by many Titanium and Carbon, the Diavel is Titanium with 205 kilos Exactly at the same level as did for a little Diavel Carbon Cruiser sensational. Since the Diavel Titanium is technically not touched, so the performance of the Diavel Carbon will comply with Their 162 hp from the 1098er Superbike engine. Likewise, the Titanium version is equipped with the gadgets like Riding Modes Electronic, DTC Traction Control, Ride-by-Wire and a modern ABS. About The Price Is so far not yet known, but it will be much higher than in resting the Diavel Carbon - beauty you have to pay just EUR!

Ducati Monster 821/1200 S Stripe 2015

Ducati Monster 821/1200 S Stripe 2015

The new Ducati Monster 821/1200 S Stripe 2015. Two new Monster-top models with cool racing look. After the Ducati Monster 1200 S, as expected, was well received by the audience with her typical monster design, a visually hardly changed smaller version was filed with the Monster 821st Well, it was probably time again to expand the Monster program upwards - Monster 1200 S and Monster 821 get new top models called Stripe.

This is a bad news for all Ducati Monster fans: by the appearance of the new Scrambler now falls the smallest monster 696er model from the program. Good news for all Ducati Monster fans: Getting into the monster world is now beginning in the potent Monster 821! This fact will be celebrated with a new top model, the Monster 821 Stripe. Visually, it has sent Ducati, with few changes affects the design completely new and sporty. Indeed, it is only a small bikini fairing above the headlamp and the white paint stripe that runs from the front to the rear over the entire Monster 821 Stripe - and you have a new top model!

Ducati Monster 821/1200 S Stripe 2015

Monster 821 Stripe - fully adjustable fork
However, it was technically created deliberately and decisively Hand: The front fork Sachs is now different from the conventional Monster 821 fully adjustable. Thus the stripe can now be better tailored to personal tastes and sporting desires - because with the Testastretta-V2-engine with 112 hp surprisingly good performance figures are possible. When it comes to electronics, everything remains unchanged, since Ducati had but already no slouch: Adjustable ABS, adjustable traction control DTC and Riding Modes are standard on board.

Monster 1200 S Stripe - sharper optics
However, the Monster 821 Stripe is not the only monster-top model that takes the stage, the Monster 1200 S now gets an even better stripe set model's nose. The difference from the small 821 is that in the large stripe technically touched nothing, is it carved optically even more on the plaster. In addition to the jaunty bikini fairing and the typical, from cover to cover solid white stripes on the red paint has the Monster 1200 S Stripe even a noble Carbon engine cover and once again integrated into the rear number plate.

Ducati Monster 821/1200 S Stripe 2015

Brachilaler engine and Ohlins suspension - hardly room for improvement
However, this the bearing, mounted on the rocker solution is optically not after, but it comes from the Ducati own design department "Ducati Performance". But that nothing has been technically modified should not great bother the large stripe has just as the Monster 1200 S an extremely potent, yet well-controlled V2 engine with 145 hp and a fully adjustable suspension from Ohlins - components that are difficult without significant can improve cost explosion. About the prices of the two Monster Stripe models speaks Ducati incidentally still nothing concrete, manageable changes by the cost but are only slightly above those of the previous top models.

The New Pick-up Nissan Navara

The New Pick-up Nissan Navara

New Nissan Navara. Pick-ups are booming seen worldwide. But that's not the reason why the Nissan Navara will stand at the IAA in focus. Many visitors already provide him with Stern before on the hood. Pick-ups have the rustic charm of a motorized covered wagon for recreational Cowboys. But when Nissan now for IAA brings the new generation of the Navara to Frankfurt, wants to prove that the load carriers are not only ideal to replay times Colt Seavers in Prenzlauer Berg, but that they are quite well for the future of the Japanese automaker.

For the meanwhile twelfth generation since 1935 more than 14 million times already built vehicle - even if it runs under the name Navara only since 1986 - is not just so progressive drawn like a modern crossover in the style of Qashqai and X-Trail. Who makes enough crosses on the equipment list which gets almost as many extras and so much comfort.

When the car had just learned to roll really, it just had to take the plunge into the cold water. The French manufacturer built in the 1920s actually a motorboat car, here is a historical recording from 1926.  For example, the unique in this class round-View Monitor, which combines the image of four exterior cameras to a view from the bird's eye view and to make maneuvering even with such a huge car a cinch. There are - sometimes even as standard - an emergency braking system, cruise control or a keyless entry system and an atmosphere in the cockpit, the ordinary SUVs inferior, at least at first glance in nothing.

The New Pick-up Nissan Navara

Also under the massive dome celebrates Nissan a high-tech Premiere and assembled there a 2.3-liter diesel engine, which is available in the segment for the first time as a twin turbo. Thus, the power rises from 160 to 190 hp. At the same time, the consumption goes over its predecessor by 24 percent. Combined, the engine is a six-speed manual or an automatic, which has seven gears.

Rigid axle with leaf springs has had its day
Thus, the Navara in equipment and drive advanced are so little compromise among the Japanese during the performance of the truck. On the contrary. Still built upon a seemingly indestructible leadframe flatbed towing continue around a ton and can vary depending on configuration with single or double cab now even take up to 3.5 tonnes on the hook. Similarly, if the terrain is a little more difficult times, there is again a switchable four-wheel drive.

Nevertheless, under the sheet holds the Modern collection: Because the elderly live axle with leaf springs soaked in civilian double cabin of a modern multi-link suspension, which is not just 20 kilograms lighter, but also more comfortable.

The owner of the biggest car cemetery in the world, Walter Dean Lewis, posing next to a 50s school bus. More than 4000 models, mostly of American brands from the 30s to 70s, are located in the 14 hectares of forest near White, in the north of the State of Georgia.

The New Pick-up Nissan Navara

Junk cars can be beautiful
While talking to the Nissan NP300 probably really a few recreational Cowboys on, but so would a pick-up on a fair like the IAA only an outsider. This time, however, could be different but quite and well back of the flatbed into the focus of the visitors.

Finally, the Japanese have already made their first major customers and sells a significant batch of Navara to partner Daimler. The make of it - probably the IAA 2017 - his first pick-up and will ensure that the platform is even acceptable in the premium segment soon.

Honda NC750X DCT 2015, Small Crosstourer Technology

Honda NC750X DCT 2015, Small Crosstourer Technology

Honda NC750X DCT 2015. The naked bike-sister NC750S it is the optics, Which unfortunately can not quite inspire me, Regardless of Their user-friendliness and the surprisingly dynamic handling. When X is true but so the exterior and the changes to the geometry make it for me preferred choice for extensive trips and tours. With a height of 1.80 m you sit in the saddle of S already very low (790 mm) Because The X Acts CLEARLY adult With Their 830 mm. Accordingly higher so are the handlebars and the windshield, Which is somewhat modest dimensions.

Honda NC750X DCT 2015, Small Crosstourer Technology

Anyway, here you have something real in your hands, Which must not be ashamed of its 745 cubic large, 55 hp engine, 68 Nm of torque Because The Give the NC models Significantly more sovereignty than one would suspect. For this reason, the dual clutch transmission suited for NC750X, THUS Which Becomes the likely most straightforward Enduro World Because it fits Significantly lighter than the 229 kg VFR1200X. With its 17-inch wheels and spring travel of 153 or 150 mm, the X is designed for paved roads, even if you Determined on occasional ride on gravel roads will account for nothing. The parallel twin is very sparingly, a little more than 14.1 l capacity, it would be for a (travel) Enduro anyway.

Honda NC750X DCT 2015, Small Crosstourer Technology

While the naked sister NC750S Primarily Aimed at "Fresh Air" fans who disguised NC750X can therefore be used Certainly for longer distances and routes. Especially the comparatively low center of gravity through the flattened parallel twin-cylinder engine Responds even novice pilots fear of optically much bigger and heavier acting NC750X.

Honda NC750X DCT 2015, Small Crosstourer Technology

Honda NC750X DCT 2015, Small Crosstourer Technology

The last vestige of uncertainty takes the adventure-NC Through the sophisticated dual-clutch system DCT (Dual Clutch Transmission), in Which Either the driver changes the six gears by pressing a button (without annoying operating the clutch), or even the electronics completely Call Automated and really good, The Revolutionary system makes the Honda equipped there with in each segment unique, somehow surprising that, this user-friendly system silently does not offer other manufacturers. Probably, it is not easy and time-consuming to put Especially examined a system in this user-friendly and well-functioning level. Image by; 1000ps.de

The Optima has grown, Kia shows at the IAA 2015

The Optima has grown, Kia shows at the IAA 2015

Kia shows at the IAA 2015, the new Optima. The sedan will be more comfortable and is longer, taller and wider than its predecessor. Here first information! The taillights are reshaped and beams with LED technology. Kia launches the new Optima in the European version of the IAA 2015 (17 to 27 September). The Koreans promise improved ride comfort. Serve with the modified external dimensions of the sedan: Because of the fundamentally renewed Optima grows in length (4855 mm) and height (1465 mm) to provide a smooth centimeters. In the width of the Optima sets to as much as 30 millimeters and now measures 1.86 meters. Visually, the design is only slightly changed compared to the old model. Another new feature is the front bumper with its horizontal air intakes and a redesigned grill. At the rear, there are new LED lights and a trunk lid, which opens into an indicated spoiler. On September 26, 2015 launch, prices not yet called Kia.

The Optima has grown, Kia shows at the IAA 2015

The interior has refined with higher-quality materials Kia. In addition, the sound will be improved. The larger outer dimensions allow a more airy interior. So the legroom of the new Optima to the old model exceed 25 millimeters. Even the trunk has become more spacious: 510 liters instead of 505 liters. For enhanced security in the new Kia Optima installed an autonomous emergency braking system and a standard counter-steering assistance. An adaptive suspension to make the Optima also agile.

The Optima has grown, Kia shows at the IAA 2015

More than a Facelift. Inside, the new Optima more space and higher quality materials than its predecessor. The known motors has modified Kia. So now it brings the 1.7-liter diesel 141 hp (previously 136 hp). Specially tailored to the diesel is the new seven-speed direct shift gearbox. The two-liter petrol engine now manages € 6, but makes 163 hp with two PS less than in the current Optima. By 2016, Kia announced a plug-in hybrids. In addition, a sporty version of the Kia sedan is already in development. First pictures of Optima GT appeared recently on the net. To recognize: a rear diffuser, two oval tailpipes and black sidebars and the GT Plaques - not to be confused with the GT-Line. This should be the European answer to the American Optima SX Optima GT. Which is driven by a two-liter GDI four-cylinder with a turbo. In the SX engine delivers 250 horsepower, it is expected to develop a similar performance even when GT.

Opel Astra K Lighter and More Efficient

Opel Astra K Lighter and More Efficient

Opel Astra K. Lighter, more efficient and multimedia on the cutting edge of technology - the new Opel Astra K moves in the compact class up with front again. What remains the Opel workers also left another after them the big moment, the reward for years of work and the perfectly calculated starting shot was taken rudely to the great comeback in the compact class by an Italian website? After Astra Leak prefer the presentation and go with all the information and images for Opel Astra K to the public. So much in advance: With the pole position among the compacts, it still looks good.

In the first ride in a camouflaged Astra K, we could already convince that up to 200 kilograms of weight savings bear fruit to the latest generation Astra. "More agility" attested Autozeitung chief editor Volker Koerdt that the Astra owes mainly a completely new vehicle architecture. The Delta II platform is tuned for uncompromised lightweight, whereby alone the weight of the body shell is reduced by about 20 percent from 357 to 280 kilograms. High-strength steels, as well as a compact constructed subframe and savings on both axles also ensure tumbling pounds the chassis. Opel talks about 50 kilograms.

Opel Astra K Lighter and More Efficient

During the Astra was still invited us in for a ride Tarnkleid he shows completely free of Carmouflage strong bonds with the study Monza Concept shown in 2013 at the IAA. Light-footed and athletic with eye-catching, curved lines of beading on the hood and on the sides it can flex its muscles. Since a round butt may not be missing, the elegant skillfully picks and completed the forms.

In addition, the Astra K is considerably more compact than its predecessor Astra J, the always obesity and over-down operating system has been accused. It measures in length five centimeters shorter (4.37 meters), shrinking by 2.3 centimeters and is now 1.46 meters high, which is due, according to Opel especially an optimized aerodynamics. From Schrumpfkur you realize nothing in the interior. On the contrary: In the rear, legroom grows by 3.5 centimeters. As we noted, however, at the exit, the driver and front passenger get closer than the Astra J.

In terms of security and connectivity Opel presents the new Astra in 2015 once again basic understanding and offers technology from the elite upper class. OnStar, the new service and online assistant, locates the car and is helpful in mild questions such as the next China-Restaurant with Mongolian cuisine or in case of breakdown to the side. In addition, WLAN is with LTE speed aboard. In conjunction with the latest generation of Intellilink multimedia system one is at all times optimally networked. Because the revised system can both Android and Apple Auto carplay. News-letter via email, SMS, Skype, Whatsapp or Facebook Messenger is possible as well as music streaming via Spotify, Deezer or other services.

Opel Astra K Lighter and More Efficient

OPEL ASTRA K: LED matrix light and three cylinders
Also previously known only from the upper classes: intelligent all-LED matrix light. Or how Opel calls it: Intellilux. Eight elements on each side of the vehicle fit, in conjunction with the front camera, the length of the light beam on, so oncoming vehicles are dimmed, however, continue to illuminate a maximum of oncoming traffic around. Beyond the city limits main beam is automatically and continuously aktivitiert and optimum illumination guarantees. In these budget-conscious class of vehicle is also important: LED lights last much longer than xenon or halogen lamps.

Other technology features in the new Opel Astra K: Verkehrsschilder- and lane departure warning with active steering correction, Blind Spot Warner and a front collision warning system including emergency braking give peace of mind on the road. The speed controller and the automatic steering Parks assistant make life easier also. Expensive but also unbeatable in terms of comfort are massage chair. Who has ever experienced, do not want to miss the kneading stalls. For the new generation Astra Opel offers optional ergonomisch designed seats, including massage function, ventilation and heating and automatic seat bolsters adjustment.

Opel Astra K Lighter and More Efficient

Opel has invested all its know-how in the new savior. "He is up to 200 kilograms lighter than its predecessor -. And his ahtletische Design shows this even externally His dimensions have become smaller, but it has grown, the spaciousness and the comfort strap noticeably," summarizes Opel CEO Karl-Thomas Neumann together. But how it looks under the hood? "Under the hood only engines of the latest generation are used," says Opel's CEO.

On the drive side, Opel will therefore allow no means a setback. The entry make the gasoline engine of 1.4 Ecotec with 100 HP and the 1.6 CDTI diesels with 95 PS. The theme of downsizing is not missing at Astra. First there are the three-cylinder petrol call, we attest amazingly quiet after the first exit. From capacity of one liter, the turbocharged engines recoup 105 hp. In the same line of development of the 1.4-liter four-cylinder turbo engine with 145 hp, which is celebrating the new Astra K premiere dates. The Vollalumotor is characterized by a direct response and impressive torque from even at low speeds. 250 newton meters are for sale from 1800 revolutions. The top engine in the petrol comes to 200 hp. Premiere of Opel Astra K at the IAA 2015 in Frankfurt and is already in October at the dealership. What the Opel Astra K costs can be found here: Prices for the Opel Astra K.

First official information Audi Q6

Audi e-tron Q6

First official information about the Audi e-tron Q6: The Stromer will be presented at the Frankfurt Motor Show as the Audi e-tron quattro concept. The SUV gives an outlook for the first mass-produced electric car of Ingolstadt. At the IAA 2015, Audi is a study on the upcoming Q6 e-tron. The interior is very similar to Audi's Prologue studies.

New information about Audis ILO study: the Audi e-tron quattro concept has been designed from the ground up as an electric car. Movable aerodynamic elements at the front, on the sides and at the rear to improve the flow around the car. The underbody is completely closed. The aim is a drag coefficient of 0.25 and a range of more than 500 kilometers. The cockpit with its OLED screens is based on the Prologue studies. The concept is based on the modular longitudinal second generation. From the size it is positioned between the Audi Q5 and the Q7. The lithium-ion battery is located between the axes and below the passenger compartment. This installation position generally causes for a low center of gravity and a balanced axle load distribution.

Audi e-tron Q6

Three electric motors in the Concept Car
OLED displays with 3D effects add value to the interior. They, too, we already know from the three Prologue studies of Ingolstadt. When driving Audi builds on experience with the R8 e-tron. Three electric motors - one on the front, two at the rear axle - drive the Audi e-tron quattro concept. The thrust is clearly definitiert because Tesla succeeded with the Model S something like squaring the circle. An electric car that has accelerated like a sports car, the range of a combustor and not much more expensive than the premium German competitors - it never existed before. Especially could not imagine a long time that there is sufficient customer for such a car. But if there is, last year alone, Americans have sold more than 25,000 of the electric-powered sedans. Appears much more important, that of all the newcomers a car sends on our roads, which can score with the much talked about "Vorsprung durch Technik". And Audi? Remained long in a state of shock. All news and information on the Audi Q6 e-tron - The range should be considerably more than 500 km

Audi e-tron Q6

At the IAA in September 2015, the Ingolstadt show finally how one imagines the zero-emission future. And I will make all the same better than the competition. "That is, the car should on the one hand to speed in under four seconds from 0 to 100 km / h, but on the other hand significantly more than 500 kilometers to come on a single charge. And not on paper but in practice," says Chief Development Officer Ulrich Hackenberg. The project that aims to make this vision a reality, ie AU516. Internally this is described as C-BEV, a new electric car in A6 format. The car is based on elements of the next Q5. Air suspension, brake, electromechanical steering and the assistance systems come from the in-house parts shelf. Assembly and transmission are however developed from scratch. This also applies to the batteries, which contributes a Korean suppliers under an exclusive collaboration. And have it all: the Audi should be able to move very athletic, and to escape as quickly as possible without in a toothless energy saving program. Even mountain roads, fast freeway sections and aggressive stop-and-go traffic can reach the not melt reportedly. Nevertheless, the top speed at 200 km / h or just above it is to be braked.

Audi e-tron Q6

Audi is planning a one Q6 e-tron and Q6 r-tron
The batteries with an energy content of 90 to 95 kWh are stowed in a drawer, which is attached to the car floor. Audi is planning two variants - a model of efficiency (Q6 e-tron) with around 360 hp and a dynamic version (Q6 r-tron) with 435 hp. If the market will bear it, an RS-flyer could be relatively short crack the 700-hp mark. Currently charged the battery kit the weight balance even with around 650 kg, but the new cells already propel the show car will be significantly lighter. However, could not prevent the series-Q6 will bring nearly 2.5 tonnes on the scales also a brave mix of materials. To compensate, the designers have pushed the drag coefficient to a record 0.25. In order to optimize the flow, the body is lowered from 80 km / h. At the same time go out of the rear spoiler and the rear diffuser. For cooling of the units and of the trunk of the front body is traversed on demand of fresh air through fins. Image and source; autobild.de

Akrapovič exhaust for Ducati Scrambler

Akrapovič exhaust for Ducati Scrambler
Release the Beast..! With the latest model of the ever-growing range of Ducati exhaust systems will Akrapovič "unleash the beast" that is behind the latest cult motorcycle of the Italian brand. Whether really lurks a beast in terms of sportiness in the Scrambler, may be doubted, but with Akrapovič it roars certainly a lot better.

Parts of the report:
The Ducati Scrambler family is a contemporary reincarnation of the famous bikes in the company in which the best was taken out of the past to create something unique and modern therefrom. This philosophy has also prescribed Akrapovič and developed an exhaust system in a classic design that emphasizes the retro look of the bike, the same performance is expected to increase and provides the typical rich Akrapovič sound.

The new Slip-On Line series for Ducati Scrambler is made of high-grade titanium and be available as ECE and EC certified exhaust system as well as non-homologated Open version. Both plants have been designed exclusively to provide the simple but effective engine of the bike an even better performance and increased freedom of expression. The Slip-On Line exhaust systems have specially made silencer that reveal with their conical tubes their origins in the world of racing. The black-coated exterior surfaces give them an even more classic appearance and also a sporty, uncompromising look.

Akrapovič exhaust for Ducati Scrambler

The Slip-On Line to provide a stable and impressive performance gains over the entire rpm range, especially from 6,800 U / min upwards. The materials used in racing are also designed to reduce the weight. In conjunction with the newly formed silencer made of stainless steel in the homologated version, there is also an optional catalyst to meet the ECE and EC Directives. All this coupled with the deep, sporty sound, which has been tuned to match the bike.

The open system of the Akrapovic slip-on Line highlights the Ducati Scrambler to the next level of tuning of exhaust systems. With a completely made of titanium link pipe and without pre-muffler exhaust system fits perfectly with the character of the engine, giving it a sharper sound. Thanks to an increase in performance over the entire rpm range, improved torque and reduced weight (60%) this exhaust system is to raise the Scrambler with safety to the next level of performance.

Akrapovič exhaust for Ducati Scrambler

For rear silencer there are specially manufactured removable inserts for noise reduction. These were created to give the bike a dual character. The driver can choose between two different soundtracks. With the stakes, the system is suitable for everyday use, without increasing the sound, making the bike ready for special occasions.

For both exhaust systems there are optional manifold through which from the slip-on systems is a complete system. These manifolds are made of high-grade titanium and have bigger pipes to increase airflow. A handmade heat shield made of carbon for both systems beyond an option, through which the production version can be replaced. Thus, the overall impression of the exhaust system and thus of the entire bike is again improved.

Akrapovič exhaust for Ducati Scrambler

The all models of Ducati Scambler family matching plug-and-play exhaust systems do not require a remapping or other attachments. They are supplied with an installation manual is easy to understand.
The Ducati Scrambler is the perfect blend of tradition and modernity and represents a return to the pure essence of motorcycling. By equipping with an Akrapovič exhaust system that gives the machine more power, higher torque and the unique Akrapovič sound, the Scrambler is sure to be a bike, according to the people to turn around because of their looks and their sounds.

LSL Urban X Tiger

LSL Urban X Tiger

Tiger UrbanX. Parts of the report: The Tiger Urban X of LSL is presented at the EICMA. After Supermoto came Gigamoto and then nothing. Til today... Today there are big enduros with better conditions and the division is as busy as ever. In addition to BMW, Ducati, Kawasaki and Ducati Triumph also has a couple of high horses in the stable.

One of these is the Tiger 800, which is indeed motorized with 95 hp at 210 road trim kilos tidy. For tinkerers at LSL but what does that not enough. Therefore they laid massively on hand to make the soft Enduro a hardcore Supermoto.

Sawed Amendment frame, front carrier, shortened tail and welded intermediate pipe.
For a dynamic ergonomics of known LSL Superbike handlebars provide the strong version of the Fat Bar. The footrests are screwed in higher arranged position directly under. Play free storage of the lever ensures crisp actuation work. The seat bleaches unchanged.

The UrbanX rolls on superlight KINEO spoke wheels, equipped with the latest Bridgestone BT 016 Pro in tubeless version, sizes: 120 / 70-17 and 180 / 55-17.
As Rear brake a slight Brembo caliper is used.
The swing support is a high-quality Öhlins spring strut.
A new matching rear part and functional components for lights and indicators round off the picture.

Suzuki GSX-S 1000 Test, It is awesome

Suzuki GSX-S 1000 Test, It is awesome

At the fair in Cologne in 2014, Suzuki would not launch GSR 1000, but a GSX-S 1000 to 2015. The roadster was expected for years is of course driven by the engine of the famous and unavoidable GSX-R 1000 model 2005. Suzuki applies the same recipe as its competitors, and removes superfluous to pistarde to create a sporty roadster. This Suzuki GSX-S 1000 therefore no exception to the rule. She arrives late, however, displays some arguments to make.

A neutral style and not Manga said Suzuki
The designer explained to the press conference not wanting manga style. In this light, this drawing mat is a success. Even if the rounded lines of the rear of the machine are no longer in tune with the times, the relatively short stern highlights the picked side of this GSX-S. Fire LED brings a touch of modernity. These curves are particularly present in the reservoir, whose shapes leave room for the legs. It is not too wide and fits perfectly between the knees. Although his pencil stroke is not very original, ergonomic design is successful.

The front has been the object of attention with Led position lights, under the lighthouse, which according to the Japanese brand recall mandibles. With the gills of Immersion tank, these elements provide some visual aggressiveness to the machine. We can add the engine spoiler that emphasizes the mechanical completion of the GSX-R.

Suzuki GSX-S 1000 Test, It is awesome

The driver is particularly welcomed
Despite the somewhat sporty motorcycle, the saddle is comfortable enough in the category, the wide handlebars and footrests not too high: it is installed. Everything falls perfectly to hand. The traction control is set from a button on the left handlebar, easily wheelchair even with thick gloves.

The passenger is not housed in the same boat, and probably do not share the same opinion on the GSXS. His seat is small and must be content with small recesses formed in the back cover to continue. His post will serve fender rainy days, but it is also the case with a lot of competitors. The space under the seat is of course in line with the small dimensions of the stern.

Before our eyes, the digital dashboard displays everything you need: engaged, hour meter and average consumption (7 l / 100 km on the test). It scrolls trips on the dashboard with the "Mode" control on the left handlebar, the same one that modifies the level of intervention of the traction control, recalled on the right side of the screen. Readability is very correct.

Suzuki GSX-S 1000 Test, It is awesome

This is the heart of the GSX-R that drives the GSX-S
A simple flick awakens the 4-cylinder. Note that this engine is not from the last version of the "Gex" but the GSX-R produced between 2005 and 2008. This engine still develops 145 horsepower at 10,000 rev / min and 106 Nm 500 r / min less, almost at the top of the tachometer. The sound is very neat, especially by a valve in the exhaust, beautifully finished.

This block is known but still reserve some surprises. He takes down the towers as a 4-legged 1000 cm3 respectable, but one can not escape the jolts to the overshoot. A shame as take a light throttle is suddenly not easy. And it is not the fault of an electronic accelerator "ride by wire" or even driving modes ... for the simple reason that there is none here. We feel some vibrations around 6000 rev / min at steady state, but it is anyway beyond we find the quintessence of this boiler. It's from 7000 rev / min it is fully expressed. It is therefore not hesitate not to seek high revs to enjoy the thrills he knows distill. He is not stingy with the approach of the maximum power as well enjoy it.

To tame the burden of these standards, the GSX-S demonstrated an excellent grip whatever the pace adopted. She showed a good discipline and never reserve surprises. Very stable cornering, even at high speed past, she knows how to remain manageable in the tortuous. To maintain a good pace, advantage of the extension of the 4-cylinder engine that avoids too play with the gearbox, especially mine was quite firm. This Suzuki is not tiring driving through a perfect balance, even when accelerates and brakes continuously strong.

Suzuki GSX-S 1000 Test, It is awesome

The reactions of the ABS are more mixed depending on driving phases. It is thus sensitive to defects of the road under hard braking. We are now accustomed to enjoy a finer and less intrusive sensitivity. It's frustrating because the bike remains manageable in decision brakes. The traction is the reverse, that is to say, it is discreet and relevant. It is difficult to feel his intervention in modes 2 and 3 without throwing an eye witness of the dashboard. We say just occasionally something happens. It has proved very effective during this long day of running under a heavy rain most of the time.

Final
For years, competitors have placed their pawns in the roadster segment in 1000 and switched to other fights, but GSX- S 1000 is not uninteresting either. She first engine from a famous sport. If it is not the most powerful and delivers a few jolts in the overshoot, fans of the GSX-R will be happy to meet him at the heart of this dynamic roadster. Then this GSX-S has a very neutral behavior which is based on a successful frame. Advantage is fully in all situations without fear. It is true that the ABS would benefit from being less sensitive but this does not disappoint Suzuki face competition in place. The GSX-S is not necessarily best placed in price, especially when considering the power on paper and electronic equipment available. Anyway, this Suz is very homogeneous and offers great versatility for the category. It's nice, at least solo. The GSX-S 1000 is available with (12 499 euros) and without ABS (11 999 euros) before it is required next year.

Suzuki GSX-S 1000 Test, It is awesome

It scrolls trips on the dashboard with the "Mode" control on the left handlebar, the same one that modifies the level of intervention of the traction control, recalled on the right side of the screen. Readability is very correct. Suzuki applies the same recipe as its competitors, and removes superfluous to pistarde to create a sporty roadster. The designer explained to the press conference not wanting manga style. In this light, this drawing mat is a success. The reactions of the ABS is mixed depending on driving phases. It is thus sensitive to defects of the road under hard braking. A simple flick awakens the 4-cylinder. Note that this engine is not from the last version of the "Gex" but the GSX-R produced between 2005 and 2008.

Before our eyes, the digital dashboard displays everything you need: engaged, hour meter and average consumption (7 l / 100 km on the test). The inverted telescopic fork is adjustable for preload, rebound and compression. The curves of the GSX-S are particularly present in the reservoir, the forms leave room for the legs. It is not too wide and fits perfectly between the knees. Even if the rounded lines of the rear of the machine are no longer in tune with the times, the relatively short stern highlights the picked side of this GSX-S. Fire LED brings a touch of modernity.

Suzuki GSX-S 1000 Test, It is awesome

Gray, red and blue ... the colors here are the GSX-S 2015. The front has been the object of attention with Led position lights, under the lighthouse, which according to the Japanese brand recall mandibles. With the gills of Immersion tank, these elements provide some visual aggressiveness to the machine. It scrolls trips on the dashboard with the "Mode" control on the left handlebar, the same one that modifies the level of intervention of the traction control, recalled on the right side of the screen. Readability is very correct. The 4-cylinder from the GSX-R 2005 develops 145 horsepower all the same (free view) 10 000 r / min and 106 Nm at 500 r / min less, almost at the top of the tachometer. Although his pencil stroke is not very original, the ergonomics of the GSX-S is successful. It is true that Suzuki arrives after the battle. For years, competitors have placed their pawns in the roadster segment in 1000 and switched to other fights, but GSX- S 1000 is not uninteresting either. Despite the somewhat sporty motorcycle, the saddle is comfortable enough in the category, the wide handlebars and footrests not too high: it is installed. Everything falls perfectly to hand.

To tame the burden of his stallions, the GSX-S demonstrated an excellent grip whatever the pace adopted. Very stable cornering, even at high speed past, the GSX-S knows how to remain manageable in the tortuous. This Suzuki is not tiring driving through a perfect balance, even when accelerates and brakes continuously strong. If it is not the most powerful and delivers a few jolts in the overshoot, fans of the GSX-R will be happy to see his engine at the heart of this dynamic roadster. This Suzuki does not disappoint face competition in place. It is very homogeneous and offers a beautiful versatility for the category.

Suzuki GSX-S 1000 Test, It is awesome

Warranty and Price
- 2-year P / MO
- € 11,999
Technical sheet
Engine: 4-cylinder L, water-cooled, DOHC, 4 valves
Capacity: 73.4 x 59 = 999 cm3
Max power: 106 hp at 7500 rev / min
Torque: nm to rev / min
Operation: electric starter
Power: injection
Clutch:
Transmission: 6-speed
Setting: aluminum double cradle
Front suspension. : Inverted telescopic Ø43, deb. 120 mm
Ar suspension. : Mono shock absorber, deb. 130 mm
Brake BC. : Discs ø 310 mm, 4 pistons
Brake ar. : Ø 250 mm disc, single piston
Pneu BC. 120 / 70-17; ar. : 190 / 55-17
Fuel tank: 17 liters
Length: 2115 mm
Seat height: 815 mm
Dry weight: 207 kg all
Standard equipment
Traction Control detachable and adjustable on 3 levels
Fork adjustable preload, rebound and compression
Adjustable shock preload and relaxation
Adjustable brake lever
Adjustable brightness LCD Instrumentation
Control instrumentation and anti-skid handlebar
Gear engaged
Fuel gauge
Partial Trips
Average Conso
Remaining battery
Engine Temperature
Clock
Navigation lights and LED rear
Options
Yoshimura silencer
LED direction indicators
Mirror Extensions
Saute wind
Heated grips
Passenger seat cover
Side protection and wheel axles
Parts in different colors: handlebars, matching brake calipers
Edging wheels
Matt carbon elements: jumps wind, front fender, rear fender, protects casings
Support plate
All image and source by; moto-infos.com

KTM Freeride E-MS: short but intense

KTM Freeride E-MS: short but intense

KTM Freeride E-MS. There are almost as many styles as transmissions and electric motorcycles, each brand explores his own ways and KTM has naturally focused on the segment of motorcycles off-road, his first love, before embarking in 2015 on the road . Few electric motorcycles homologated for road, yet KTM moves to the segment with the new Freeride E-SM, a Supermotard machine for urban use. Prior to this release SM, he had the cross Version (SX) and enduro (XC). These three bikes share many elements: engine, suspension, battery and frame are identical, so most centerpieces. The perimeter frame is steel for the top. There are almost as many styles as transmissions and electric motorcycles, each brand explores his own ways and KTM has naturally focused on the segment of motorcycles off-road, his first love, before embarking in 2015 on the road . In the center of the dashboard, witnesses 1, 2 and 3 indicate the driving mode selected. We can change at a standstill. 1 offers reduced power, 2 and 3 the maximum power of more or less reactive.

Access to the battery very simply by lifting the seat. Then simply remove 4 large screws to remove and recharge. There is nothing else to disconnect. As the swing arm, the lower part is made of aluminum. The perimeter frame is steel for the upper part and aluminum for the lower part. View controls on the left. View orders right.

KTM Freeride E-MS: short but intense

The front brake lacks teeth and large clearance generates large trim movements.
Whether electric or not, the Austrian brand is always attached to a steering drive.
The inverted forks and PDS shock absorber can be adjusted in all directions.
The Freeride ESM differs from its cousins ​​by a front fender specific, longer gearing and 17-inch wheels shod with Pirelli Diablo Rosso II.
No clutch lever on the KTM Freeride electric. Everything is automatic.
The liquid-cooled electric motor is placed below. It is associated with an automatic transmission which the driver does not mind. The duo made the connection between the swing arm and the front of the frame, just below the large battery.
The saddle is particularly uncomfortable after a few kilometers.
The KTM Freeride E-SM sailed wide footrest resulting from the off-road world.
The PDS shock absorber is adjustable.
125 cm3 homologated as equivalent, this E-SM is available to holders of car drivers.
The applications of electric motive power are in their debut on the bike, but we must recognize that KTM has a fairly successful E-SM when speaking of fun steering and its dynamic qualities.
Acceleration is thundering and first laps reveal a motorcycle as healthy as handy.
With a taxi in town and on a country road in the Barcelona area, it took two batteries to travel 70 km. While driving is not conducive to savings, but it was not excessive either.
Apart from the lack of exhaust pipes and the sound of the electric motor, which differs most thermal motorcycle is that there is no move to speed or brake pedal. Both brakes are the handlebar, like on a scooter or ATV.

Warranty and Price
- 2 years
- 11825
Technical sheet
Engine: electric, water cooled,
Capacity: equivalent = 125 cm3
Max Power: 15 hp at 5500 rev / min
Torque: 42 nm to 6600 rev / min
Operation: electric starter
Supply: Power
Clutch:
Automatic box
Frame: Steel and aluminum
Front suspension. : Inverted fork Ø43, deb. 250 mm
Ar suspension. : Mono shock absorber, deb. 260 mm
Brake BC. : Ø 260 mm disc, radial
Brake ar. : Ø 230 mm disc,
Pneu BC. : 100 x 80 x 17; ar. 130 x 70 x 17
Gas tank: liters
Length: mm
Seat height: 880 mm
Dry Weight kg
Standard equipment
Side stand
Digital Dashboard
DPS adjustable damper
Adjustable Forks
Clock
Odometer
Manufacturer / Distributor
KTM
4 rue Alexandre Grammont
69800- Saint Priest
Tel: 04 37 25 14 60
Fax: 04 37 25 14 70
www.ktm.com

KTM Freeride E-MS: short but intense

Few electric motorcycles homologated for road, yet KTM moves to the segment with the new Freeride E-SM, a Supermotard machine for urban use. This first test is used to get an idea of ​​its relevance. There are almost as many styles as transmissions and electric motorcycles, each brand explores his own ways and KTM has naturally focused on the segment of motorcycles off-road, his first love, before embarking in 2015 on the road . The KTM Freeride ESM does in still not too far away since it is a pure supermoto.

The off-road guided its design
Prior to this release SM, he had the cross Version (SX) and enduro (XC). These three bikes share many elements: engine, suspension, battery and frame are identical, so most centerpieces. The perimeter frame is steel for the top. As the swing arm, the lower part is made of aluminum. It is located on the front of the battery and under the engine (carrier), such as a shoe. The loop back is plastic, allowing to lighten the structure but does not allow to ride two: the ESM is a strict car.

The inverted forks and PDS shock absorber can be adjusted in all directions, and travel is identical on the three machines, very important. The same goes for the saddle height and braking. The Freeride ESM stands in contrast to its cousins ​​by a front fender specific, longer gearing and 17-inch wheels shod with Pirelli Diablo Rosso II. The multiplication allows the ESM to reach 90 km / h top speed, and having a felt more suited to urban use.

KTM Freeride E-MS: short but intense

The liquid-cooled electric motor is placed below. It is associated with an automatic transmission which the driver does not mind. The duo made the connection between the swing arm and the front of the frame, just below the large battery. Very simply is accessed by lifting the seat. Then simply remove 4 large screws to remove and recharge. There is nothing else to disconnect. Officially, it takes 80 minutes to recharge to 100% and 50% over 80 minutes to a power outlet. The external charger is bulky and difficult to transport, but you can suddenly have a battery ready for use or simply recharge it in his living room.

The electrical KTM is playful but not for long
Whether electric or not, the Austrian brand is always attached to a steering drive. It applies the brake and press the starter button to the KTM road. In the center of the dashboard, witnesses 1, 2 and 3 indicate the driving mode selected. We can change at a standstill. 1 offers reduced power, 2 and 3 the maximum power of more or less reactive. Green bargraph of both sides is the charge for each 20%.

KTM Freeride E-MS: short but intense

Apart from the lack of exhaust pipes and the sound of the electric motor, which differs most thermal motorcycle is that there is no move to speed or brake pedal. Both brakes are the handlebar, like on a scooter or ATV. When launched at nearly 80 km / h, the front brake lacks teeth and large clearance generates large trim movements. But when considering this bike in purely urban use, this is not necessarily a bad thing. Handlebar brakes are not a concern, however we can not count on any engine braking whatever the committed mode.

Acceleration is thundering and first laps reveal a motorcycle as healthy as handy. Unfortunately, the first flats are soon revealed. The most important is probably the saddle, unbearable after a few kilometers. The dashboard is very readable and minimal. Finally, we must honestly look down to see the level of battery down quickly. With a taxi in town and on a country road in the Barcelona area, it took two batteries to travel 70 km. While driving is not conducive to savings, but it was not excessive either. She was actually quite representative of the daily use of 125 thermal motorcycle.

The applications of electric motive power are in their debut on the bike, but we must recognize that KTM has a fairly successful E-SM when speaking of fun steering and its dynamic qualities. In an everyday context in town, is accused discomfort of his saddle and orientation off-road too, but especially its autonomy that oscillates between 30 and 40 km. Unable to charge it once to as the charger is not integrated, which allows it to display only 111 kg on the scale.

KTM Freeride E-MS: short but intense

125 cm3 homologated as equivalent, this E-SM is available to holders of car drivers. One can legitimately doubt on the principle with Duke 125 KTM to stay. With this electric motorcycle, no refueling to do, and maintenance is significantly reduced with a box of oil change to every 50 hours. The Freeride E-SM is available end of May 2015 to 11 EUR 825. This price includes the battery and the external battery charger. An additional battery will invoice 2,750 euros.

Harley Davidson Livewire Test

Harley Davidson Livewire Test

The engine sits under the battery, hidden in a beautiful part of housing "brushed aluminum". Livewire The project is designed to probe the reactions of its traditional customers, especially potential. The attractive aluminum frame (6.3 kg), despite its gritty any treatment and few screws here and there, commands respect. The engine sits under the battery, hidden in a beautiful part of housing "brushed aluminum".

The pretty wrong tank at the rear shell elusive, the line is balanced and very pleasant to the eye. Note also typical components of thermal models in the range, such as triple clamps. The lighthouse is leds, energy saving technology very useful in the case of an electric motorcycle. Some details are very neat, like these beautiful (but usable) mirrors where LED turn signals entrench themselves. Remaining battery power is displayed on the screen depending on the selected mode and charge level, power used, the battery temperature and electronics, GPS, trip part.

The engine develops 70 Nm at 8000 r / min and an output of 74.8 horsepower. Before the radiator is responsible for the induction motor oil cooling (without magnets). The suspensions, effective and assigned to Show. Power and biting sufficient in normal use, but sports would be disappointed by the muscular forward driving. The aluminum frame weighs only 6.3 kg, the walls are of a thickness of 1.3 mm. Pretty legs bent, knees fall perfectly along the wrong tank, wrists slightly leaning on the handlebars. Apart from a suspicion of commitment of management at very low speed, chassis proves immediately rather healthy and agile. Constant drive quickly takes the crew to its maximum speed of 153 km / h meter.

Harley Davidson Livewire Test

Warranty and Price:
- Prototype
Technical sheet
Engine: electric, oil-cooled,
Capacity: cm3 =
Max power: 74.8 hp r / min
Torque: 70 nm to 8000 rev / min
Getting Started:
Food:
Clutch: no
Box:
Setting:
Front suspension. : Inverted fork ø, deb. mm
Ar suspension. :, Deb. mm
Brake BC. : Ø mm disc, 2-piston
Brake ar. : Ø mm disc, 1 piston
Pneu BC. : 120/70 x 18; ar. : 180/55 x 17
Gas tank: liters
Length: mm
Seat height: mm
Dry weight: 210 kg
Manufacturer / Distributor
HARLEY DAVIDSON
Harley-France
Europarc
19 rue Eugene Dupuis
94043- Creteil Cdx
Tel: 01 58 43 12 00
Fax: 01 58 43 12 28
www.harley-davidson.com


In spring 2014, Harley-Davidson surprised her with her fashion Livewire electric motorcycle prototype. A major challenge to the American brand jealously attached to its V-twin ... This machine is currently in the testing phase with selected customers and the press worldwide. After the US tower and a passage to Asia, the Livewire just passed in Europe: we could try it on the Michelin Ladoux circuit. If all major manufacturers are working seriously on electric mobility, most still work in the greatest secrecy. We see yet out of the woods one at a time, when there was a few more years, this technology was the preserve of a few start-ups, such Zero Motorcycles, Brammo (recently bought by Polaris, Victory and Indian owner ), then Energica or Bultaco.

After BMW and his scooter C-Change, and KTM Freeride E, Harley-Davidson is the third "big" to clearly show its intentions. And this is not nothing! Revolution? Earthquake? It must be said that this brand, which has long capitalized on the tradition has much to do in order to adapt its image to the wishes of new generations. But this is not any denying ... The Livewire is revealing in more ways than one, between the refusal of immovable V-twin, its definition roadster reminiscent of Buell adventure, and power tunes -cruiser that tend to respect the aesthetics of his ancestors. It also allows HD to rely on a value that made him far default innovation. This motorcycle is designed to probe the reactions of its traditional customers, especially a new field of potential customers. This prototype built a few copies began a world tour in the US, continued in Asia and now in Europe, and ended at the end of the year in Canada. According to the first results of this "investigation" (over 7,500 tests to date), 74% of testers from one day would be willing to buy it.

This is not for now: Harley hopes to commercialize an electric motorcycle, but not before 2020, and not necessarily in that form. And especially not with autonomy also reduced: Following feedback from testers, the brand targets a minimum of 160 km. However, if the Livewire exhales a strong experimental flavor, its development shows that the brand does not take things lightly.

Harley Davidson Livewire Test

For a motorcycle "laboratory", the Livewire is well rigged. The attractive aluminum frame (6.3 kg), despite its gritty any treatment and few screws here and there, commands respect. Suspended by an adjustable inverted forks and a monoshock horizontal (Showa), it encloses the battery and control electronics. The engine takes place below, hidden in a beautiful appearance housing "brushed aluminum" laudable intention of giving a "mechanical" character to electrical machinery. All is well integrated and does not give the impression of excessive overweight. The pretty wrong tank at the rear shell elusive, the line is balanced and very pleasant to the eye. It remains fender plastic not more graceful, but this is a detail. Some are nevertheless treated as these superb (but useless) mirrors where leds are flashing enshrine. Note also typical components of thermal models in the range: triple clamps, brakes, handlebar controls.

Few technical details are yet available. The lithium-ion battery recharges 300 V to 100% in 3 h 30 with an external charger. Its electronic control is water-cooled. Before the radiator is responsible for the induction motor oil cooling (without magnets). It develops 70 Nm at 8000 r / min and a capacity of 74.8 horsepower, securities issued without restriction "Power Ride" mode, and 50% in "Range Ride" mode. The two driving modes are selected on the touch screen which includes instrumentation. Depending on the mode, the self-announced (not tested) is 85 km and 65 km respectively. Remaining battery power is displayed on the screen depending on the selected mode, and the charge level of power used and other various information: Battery temperature and electronics, GPS, trip part.

Supervised by the Harley staff, we were treated to fifteen minutes of driving on the Michelin test track. This place is no accident, since the manufacturing team many brand models as original equipment. The Livewire is well equipped with Michelin Scorcher. Aside from a very low seat, certainly within reach tou (te) s, ergonomics is quite in tune with modern roadsters. Pretty legs bent, knees fall perfectly along the wrong tank, wrists slightly leaning on the handlebars.

Contact (circuit breaker "ON"), the driving mode selection, pressing "Start", and accelerator delivers a surge of more docile on the first meters. Apart from a suspicion of commitment of management at very low speed, chassis proves immediately rather healthy and agile. Despite the typical custom profile tires and short on feeling, behavior is neutral and precise in setting the angle. Rigid, the frame is perfectly up to par, well maintained by suspensions which nevertheless sparing a good comfort on the few bumps had our plot. In short, playful and sporty promise is there, not to mention the health of mechanics.

Harley Davidson Livewire Test

For questions Watts, the Livewire does not pretend. Consisting of fashion "Range", the couple becomes enjoyable in "Power" mode. It is not as pure performance, which many big cars would equal no problem, as the availability impresses. We never tired to play, as a giant elastic retendrait ... This constant push quickly takes the crew to its maximum speed of 153 km / h meter. This is regulated in order to save the autonomy, which otherwise would melt like snow in the sun. Relieve the handle then reveals a pronounced motor brake. A possible adjustment would not be superfluous in conditions of low grip, but it limits the use of brakes. Their power and biting sufficient in normal use, the rear blocks quite easily even on hard braking, but the athletes would be disappointed by the muscular forward driving.

Last exotic, that turbine noise produced by primary reduction box, which one imagines equipped nuts right size. Quite funny by the aviation atmosphere it induces, but enough now that whistle weary we probably daily.

For a first attempt, the Livewire offers an enticing perspective on the future of the brand. On the one hand, it seems to us able to seduce as an electric motorcycle. Of course remains to wait that technology batteries or recharging infrastructure allow to consider a use other than purely urban. On the other hand, it shows that Harley can go out with her happy pre-square custom. In our view, the brand legitimacy to produce this kind of spicy roadster. We would say even at the risk of refractory, why not with an engine.

Harley Davidson Livewire Test

Performances
Rigorous Chassis
Healthy behavior
Look
Autonomy
Unusable Mirrors
Tyre equipment
Engine:
Chassis:
Esthetique:
Equipment: 10/10
8/10
9/10
8 / 10Vitesse max:
Acceleration 0-100 m:
Turning diameter:
Cons. average:
Battery life: + 140 km / h
nc
nc
nc
85 km
Final Rating: 8.8 / 10
All source image and info by; moto-infos.com

Zero DS Test 12.5: little by little

Zero DS Test 12.5: little by little

Zero Motorcycles has reached a new milestone in 2015. Its range launched in 2013 finally receives the quality components that failed him: suspensions, tires and ABS braking. That deserved a test well, namely the new Zero DS. At Zero, it's a little Policy permanent evolution, typical of startups who occupy the segment of the electric motorcycle. The current range was launched in 2013, bringing good progress in terms of autonomy, but also performance, and especially driving pleasure. 

End of 2014, the brand unveiled at Intermot commendable developments: adjustable Showa suspension, braking (Spanish) J.Juan, ABS Bosch, Pirelli tires. For the first time in the history of the Californian start-up, these components were developed in collaboration with these suppliers (except tires). This quality is minimal given the very high price of these electric bikes. On the sidelines, other elements were renewed: rims, hollow wheel axles, redesigned saddle, mirrors, handles.

Autonomy also rose, albeit more slightly. 10% increased, the proposed battery capacities and range: 9.4 kWh (€ 13,990), 12.5 kWh (€ 15,990) and up to 15.3 kWh with Power Tank option ( € 2,400 and 20 kg heavier). In the combined cycle, a Zero S "12.5 + Power Tank" claims up to 298 km in the city and 50 km / h and 164 km at 90 km / h and 132 km to 110 km / h. This is a little less on a Zero DS, including aerodynamics is less favorable. Our test model, a DS 12.5, is announced for 224 km, 135 km and 108 km. Finally, they are always accessible to A2 license, power continues to withholding approval not exceeding 20 kW.

Zero DS Test 12.5: little by little

In real conditions, we traveled 139 km mainly in Eco mode, which some thirty kilometers in photo shoot and video (repeated stops and starts). Subsequently, we made predominantly of the expressway between 90 and 110 km / h cruising. This without abusing times, and anticipating some braking to harness the energy recovery. He left us 10% load and trip computer still showed 20 km of autonomy. This corresponds approximately to announced autonomy in use combined city / highway.

In Sport mode, we hardly less, or 130 km. The times being more consistent, it turns out that was drained under the handle to raise. By speeding wisely, not to exceed 50 km / h and using as much as possible of the engine brake, the 224 km claimed in town seem realistic. The full recharge takes about 8.6 hours a sector, less if you opt for one or two external chargers (expensive). Hold for CHAdeMO fast terminal is no longer available, only the adapter "automobile" SAE J 1772 still is.

Zero DS Test 12.5: little by little

Docile but punchy
No brutality at startup, electronic delivers the torque gradually. The force said it simply to get out of the flow. Past 30-40 km / h, the controller gives free rein to electrons. In Sport mode, an ample thrust propels the crew masterfully while the figures run frantically to the LCD meter. Depending on the setting, the next red light happens very quickly, cornering or jump in figure as a result of generous torque (92 Nm). The engine whistling sound is more strident, and covers the quaver of the belt. Yes, electricity is not absolute silence, but a kind of astronautics modulation. Be careful though, it is not enough for pedestrians and motorists spot you in the background noise of a big city.

In Eco mode, it is less spectacular than 250-300 of the same ilk: the power is reduced to 60%. There remains however enough to move efficiently on the boulevards as on expressway. The maximum speed also goes to 155 km / h to 120 km / h, the engine brake is a little far, an effect of energy recovery during deceleration. The Custom mode does not grow a beard ... It allows, through a smartphone application, adjust at will power and energy recovery, among other functions and information on the motorcycle.

Zero DS Test 12.5: little by little

In town
Common with the Zero S and SR, frame and this impression of riding a "small" bike. Figuratively, because the saddle perched 843 mm leaves us a tip foot to the floor (1.76 m pilot size). View the compactness of the set, you'd swear settle on a 250-300. The weight concentrated at the center of the motorcycle (battery) yet evokes a large displacement. Once past this contradictory sensation, the Zero DS is proving very well balanced and agile. However, it happens too fast in the direction of thrust, and the considerable turning circle requires a little advance. As with any self-respecting trail, city driving is fun, and it does not concern the height of sidewalks or paved areas. However, after a day on the handlebars, we wonder how well the saddle, still hard, may be new. Fortunately, the shock is more conciliatory, despite some firmness on large cuts (in factory setting).

On the road
The DS is quite different from the fierce S. Its geometry is more stability-oriented (caster angle, hunting and generous wheelbase, front wheel 19), perfect even at high speed. The response of the front end is "softer", registering more gradual bend, the behavior is more natural amount. It does not lack agility thanks to the large handlebars, from where one dominates a front perfectly rigorous. The bike stands obediently, and Showa suspensions serve very well this rigid frame to perfection. Once assimilated the response of the throttle, the bike is very pleasant on small road. Of course, trail tires induce characteristic vagueness of its kind, and no incentive to take too steep angle. Under the effect of torque, the back can still initiate a stall, but nothing to do with Kenda mounted on previous models! This new mounts fits well with ABS, discreet in his reactions and intrusive. I must say that the front brake J.Juan is not a powerhouse, even if you only good in common use. However the feeling greatly increased, and biting is more docile than before.

Zero DS Test 12.5: little by little

On earth?
And what about outside bitumen? The Zero is not a real enduro, if that sticks by its rims, and its transmission through toothed belt that does not like pebbles and dust. More troublesome, the electronic torque management is not very suitable for drift to earth. Open fully: firstly, the rear tire maintains its grip and patina of a sudden as a result of the couple's arrival in mid regime. This is obvious in Eco mode, a little less in Sport mode. There was always the "response time" on re-acceleration, and no clutch to help. Finally, the handlebars are too low while standing on the footpegs. In short, a trail for peaceful walks in the paths, not for sporting adventure. ABS is switched off on the DS, however, unlike the S and SR.

Conclusion
Expected, this development significantly improves the dynamic performance of Zero, and the perception that people have of electric motorcycle. Because everything is not a matter of life: taking care of their driveability, the Zero approach more than ever the quality standard we are used to in the thermal world. With advances in batteries promised for the next few years, the concept is all the more desirable ...
Behavior
Performances
Suspensions
Discreet ABS
Autonomy city
Price
Hard stool
Charging time
Feeling rear brake
Turning circle
Engine:
Chassis:
Esthetique:
Equipment: 9/10
9/10
7/10
8 / 10Vitesse max:
Acceleration 0-100 m:
Turning diameter:
Cons. average:
Autonomy: 158 km / h
nc
5200 mm
nc
140 km
Final Rating: 8.3 / 10
All image and info by; moto-infos.com