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avenirtechcorp · 1 month ago

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Triumph Scrambler 400 X: Complete Overview with Features and Spare Parts Guide

The Triumph Scrambler 400 X is one of the most anticipated motorcycles in the entry-level adventure scrambler segment. Built with Triumph’s iconic design DNA and a newly developed platform, the Scrambler 400 X blends classic styling with modern performance, making it a practical choice for both city commuting and mild off-roading. Below is a detailed breakdown of its design, specifications, features, and how riders can maintain this machine with easy access to spare parts online.

Design and Build

The Triumph Scrambler 400 X carries a rugged look with high-mounted components, longer travel suspension, and a comfortable upright riding posture. It offers a wider handlebar and larger front wheel compared to standard road-focused models, giving it a dual-purpose character. The bike also comes with a sump guard and handguards, further enhancing its ability to handle unpaved roads.

Engine and Performance

At the heart of the Scrambler 400 X lies a 398.15cc liquid-cooled, single-cylinder engine, newly developed by Triumph. This engine delivers 39.5 bhp at 8,000 rpm and a peak torque of 37.5 Nm at 6,500 rpm, paired with a 6-speed gearbox. The engine is tuned for linear power delivery, making it suitable for various terrains including highways, gravel trails, and daily traffic.

Suspension and Braking

The motorcycle features a 43 mm upside-down big-piston fork at the front and a gas-charged monoshock with preload adjustability at the rear. The long-travel suspension helps absorb bumps, offering better control during off-road rides. For braking, the Scrambler 400 X comes equipped with a 320 mm front disc and 230 mm rear disc, backed by a dual-channel ABS system, which ensures safety and stability under sudden braking conditions.

Wheels and Tyres

Fitted with a 19-inch front wheel and a 17-inch rear wheel, both wrapped in dual-purpose tyres, the Scrambler 400 X delivers better grip on mixed surfaces. These tyre dimensions also aid in cornering confidence and add to its scrambler identity.

Electronics and Rider Aids

The bike includes ride-by-wire throttle for smooth power delivery, a traction control system that can be turned off when required, and dual-channel ABS as standard. The digital-analog instrument console offers a clear view of speed, gear position, fuel level, and other essential information.

Ergonomics and Comfort

With a seat height of 835 mm, the Scrambler 400 X provides a neutral and upright riding posture that caters to taller riders as well. The wider handlebar and mid-set foot pegs contribute to comfortable long-distance riding. The seat itself is well-padded, ensuring reduced fatigue during extended rides.

Fuel Efficiency and Range

The fuel tank capacity stands at 13 liters, which, combined with a fuel efficiency of around 28–30 km/l, offers a decent riding range of over 300 km on a full tank. This makes it suitable for weekend trips and daily rides without frequent refueling.

Build Quality and Fitments

Triumph’s attention to detail is reflected in the overall fit and finish of the Scrambler 400 X. The switchgear, paint quality, and metal components feel premium and durable. The inclusion of LED lighting adds a modern touch while keeping energy consumption low.

Spare Parts and Maintenance

Riders looking to maintain their Triumph Scrambler 400 X can easily source high-quality online bike spare parts through GNG GO. The website provides a wide range of genuine and compatible two-wheeler parts for different brands, ensuring reliable performance and value for money. Whether you need brake pads, indicators, clutch cables, or chain sprockets, you can find suitable replacements and accessories with nationwide delivery options.

Maintaining your Triumph is easier when you have access to timely and genuine bike spare parts. GNG GO bridges that gap by offering a one-stop online platform for all essential bike components, allowing you to keep your ride in top shape without visiting multiple stores.

Final Thoughts

The Triumph Scrambler 400 X successfully brings the scrambler lifestyle into a more accessible range without cutting corners on performance or features. Its capability to handle various road conditions, along with its strong build and modern electronics, makes it a well-rounded motorcycle in its category.

Whether you’re riding through city streets or exploring light off-road paths, keeping your Scrambler 400 X well-maintained is crucial. For regular upkeep and part replacements, platforms like GNG GO provide reliable access to online bike spare parts with just a few clicks.

Frequently Asked Questions (FAQs)

1. What is the price of Triumph Scrambler 400 X in India? The ex-showroom price of the Scrambler 400 X starts around ₹2.63 lakh, but it may vary depending on the city and dealership.

2. Is the Scrambler 400 X suitable for beginners? Yes, with its manageable power output, upright ergonomics, and rider aids like ABS and traction control, it is beginner-friendly.

3. What is the service interval for the Triumph Scrambler 400 X? Triumph recommends service intervals of every 10,000 km or 12 months, whichever comes first. Regular oil changes and inspections are advised.

4. Can I buy Triumph bike spare parts online? Yes, you can find genuine and compatible Triumph spare parts at GNG GO, an online bike parts store offering parts for various two-wheeler brands.

5. What is the ground clearance of the Scrambler 400 X? The bike offers a ground clearance of approximately 195 mm, which is suitable for mild off-road trails and rough roads.

#bikeparts #spareparts #gnggo #bikespareparts

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motorcycleaccessories01 · 3 months ago

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KTM 1190 RC8 / R: High-Speed Thrills and Cutting-Edge Design

The KTM 1190 RC8 and its more aggressive sibling, the RC8 R, stand out as some of the most thrilling superbikes ever produced. Born from KTM’s race-bred DNA, these motorcycles offer a rare blend of high-performance engineering, stunning design, and unique character. This article explores the exhilarating capabilities, design philosophy, and legacy of the KTM 1190 RC8 / R, a motorcycle that has left an indelible mark on the superbike segment.

A Brief Introduction to the KTM 1190 RC8 / R

KTM’s journey into the superbike world culminated in the launch of the 1190 RC8 in 2008. Designed from the ground up, it was KTM’s first serious attempt at a full-size sportbike. Aimed squarely at established titans like the Yamaha R1, Ducati 1098, and BMW S1000RR, the KTM 1190 RC8 brought a distinctive Austrian flavor to the liter-bike scene.

Its aggressive lines, adjustable ergonomics, and booming V-twin engine immediately set it apart. The KTM 1190 RC8 / R quickly developed a cult following among riders who appreciated its raw, mechanical feel and alternative approach to high-performance biking.

Engine and Performance

At the heart of the KTM 1190 RC8 / R lies a potent 1,195cc V-twin engine. This liquid-cooled, 75-degree powerplant is renowned for its massive torque and visceral delivery. Producing around 175 horsepower in the R version, the RC8 doesn’t just compete—it dominates in terms of real-world rideability and response.

The KTM 1190 RC8 / R delivers power in a broad and manageable way, unlike many high-revving four-cylinder rivals. Whether you're accelerating out of corners or powering down a straightaway, the engine provides thrilling performance without becoming overwhelming. KTM’s signature “ready to race” ethos is apparent in every twist of the throttle.

Cutting-Edge Chassis and Suspension

KTM didn’t stop at creating a powerful engine—they also engineered a chassis that could fully harness that power. The RC8 features a lightweight chromium-molybdenum steel trellis frame, which gives it razor-sharp handling characteristics while maintaining rigidity and feedback.

The R variant of the KTM 1190 RC8 takes things a step further with top-of-the-line WP suspension components, including fully adjustable forks and a rear shock. The result is a motorcycle that feels planted and confidence-inspiring, both on track and on twisty backroads.

Additionally, the bike offers one of the most customizable ergonomic setups in the industry. The handlebars, footpegs, seat height, and even the shift linkage are all adjustable, allowing riders to tailor the fit perfectly to their body and riding style.

A Design That Turns Heads

The KTM 1190 RC8 / R isn’t just about speed—it’s a design statement. With its angular bodywork, sharp fairings, and signature KTM orange, the RC8 was, and still is, one of the most visually striking motorcycles on the market.

While some critics initially found the styling polarizing, many have come to appreciate the aggressive, futuristic look. Every panel, curve, and line serves a functional purpose, from improved aerodynamics to heat dissipation. The minimalist tail section and exposed trellis frame contribute to the machine’s unmistakable silhouette.

KTM’s design team created a motorcycle that looks as fast as it feels—and the KTM 1190 RC8 / R is a visual testament to the brand’s boldness and individuality.

Electronics and Rider Aids

Unlike many of its contemporaries, the KTM 1190 RC8 / R eschewed overly complex electronics in favor of a purer riding experience. There’s no traction control, wheelie control, or cornering ABS in early models—just a well-tuned chassis, a powerful engine, and a skilled rider.

This analog approach is both loved and feared. For experienced riders, it offers a raw, connected experience that few modern bikes can replicate. The KTM 1190 RC8 / R puts the rider firmly in control, making every ride feel like a personal achievement.

However, later updates did include advanced features like ride-by-wire throttle and improved braking systems, bringing the bike closer to modern standards without compromising its essence.

Track Credentials

The KTM 1190 RC8 / R is no stranger to the racetrack. With its agile handling, powerful motor, and race-spec components, the bike has proven itself in various competitive settings. Although KTM eventually chose to focus more on MotoGP and Moto2, the RC8 R’s performance credentials made it a favorite in club racing and amateur series.

Thanks to its high-spec brakes (usually Brembo Monoblocks), lightweight wheels, and aggressive geometry, the RC8 R performs exceptionally well under race conditions. It’s one of the few liter-bikes that can be enjoyed both as a street machine and a serious track weapon straight from the showroom floor.

Ownership Experience

Owning a KTM 1190 RC8 / R is a unique experience. It's not a bike for everyone—but for those who “get” it, it’s irreplaceable. The bike’s mechanical sound, aggressive torque curve, and track-biased handling make it one of the most engaging superbikes of its era.

KTM's support network and parts availability are generally solid, and dedicated KTM communities exist around the world. However, some owners mention that maintenance costs can be higher than average, and tuning requires expertise due to the bike's unique V-twin configuration.

Still, for many riders, the exhilaration and uniqueness of the KTM 1190 RC8 / R far outweigh any inconveniences.

The End of an Era

KTM discontinued the 1190 RC8 in 2015, citing a desire to refocus their efforts on MotoGP and mid-capacity sportbikes. Though the RC8 is no longer in production, it remains a much-loved and highly respected machine in the motorcycle community.

The KTM 1190 RC8 / R continues to enjoy high demand in the used market, thanks to its rarity, performance, and iconic design. It serves as a reminder of KTM’s bold attempt to challenge the status quo of sportbike engineering.

Conclusion

The KTM 1190 RC8 / R represents everything that makes motorcycling thrilling—speed, sound, agility, and style. It's not just a machine; it's a statement. From its unique V-twin performance to its aggressive styling, the KTM 1190 RC8 / R stands tall as one of the most compelling superbikes of its generation.

While it may not feature the latest electronic rider aids, what it offers is even more valuable: a pure, visceral connection between rider and machine. For enthusiasts who crave a high-performance bike with individuality and soul, the KTM 1190 RC8 / R is an icon that delivers unmatched thrills with cutting-edge design.

Whether you're a seasoned track rider or a collector of iconic motorcycles, the KTM 1190 RC8 / R deserves a place in your garage—and your heart.

#KTM1190RC8 #KTMRC8R #Superbike #MotorcycleLife #Sportbike #RideKTM #MotorbikeLovers

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wheelshero · 6 months ago

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Why the Ducati Streetfighter V2 Stands Out | 2Wheels Hero

The Ducati Streetfighter V2 is a masterpiece of engineering that delivers pure riding pleasure to motorbike enthusiasts. Combining performance, style, and technology, it is a bike that defines the essence of sporty naked motorcycles. Whether you're tearing up the track or cruising the streets, the Ducati Streetfighter V2 ensures an exhilarating experience every time you ride.

The Perfect Blend of Style and Performance

Unmistakable Design

The Ducati Streetfighter V2 boasts an aggressive yet elegant design that grabs attention wherever it goes. Its sharp lines, bold front fascia, and streamlined bodywork make it instantly recognizable. The V-shaped LED headlight and minimalist tail section give the bike a modern look while maintaining Ducati’s iconic design language.

Superior Performance

At the heart of the Ducati Streetfighter V2 is its powerful 955 cc Superquadro engine, derived from the Panigale V2. This engine produces 153 horsepower and 101 Nm of torque, ensuring rapid acceleration and thrilling top-end speed. The smooth power delivery makes it accessible for a wide range of riders, from seasoned experts to those upgrading to their first high-performance machine.

Advanced Electronics Package

Ducati has equipped the Streetfighter V2 with an advanced electronics suite to enhance both performance and safety. Features like cornering ABS, traction control, and wheelie control allow riders to push their limits with confidence. The customizable riding modes—Sport, Road, and Wet—enable you to tailor the bike’s performance to suit your riding style and conditions.

Riding Dynamics That Inspire Confidence

Lightweight Chassis

The Ducati Streetfighter V2 is built on a lightweight monocoque frame that ensures nimble handling and stability at high speeds. With a dry weight of just 178 kilograms, the bike feels agile and responsive, making it perfect for tight corners and fast straights alike.

High-Performance Suspension

The bike’s fully adjustable suspension setup, featuring a Showa BPF fork at the front and a Sachs monoshock at the rear, delivers exceptional ride quality. Whether you’re tackling bumpy city streets or carving through mountain roads, the suspension ensures a smooth and controlled ride.

Cutting-Edge Braking System

Safety and stopping power go hand in hand with the Ducati Streetfighter V2’s Brembo braking system. The dual 320 mm discs with M4.32 calipers at the front and a single 245 mm disc at the rear offer precise and powerful braking performance, even in demanding situations.

Designed for Rider Comfort

Ergonomics and Seating Position

The Ducati Streetfighter V2 features an ergonomic design that balances sporty dynamics with rider comfort. The upright seating position and wide handlebars reduce strain on your wrists and back, making it suitable for both spirited rides and long-distance journeys. The well-padded seat ensures a comfortable ride even on extended trips.

Compact and Practical

Despite its high-performance nature, the Ducati Streetfighter V2 is designed to be practical for everyday use. Its compact dimensions make it easy to maneuver through traffic, while features like a TFT color display and smartphone connectivity add a touch of modern convenience.

Why Choose the Ducati Streetfighter V2?

A Bike That Stands Out

Owning a Ducati Streetfighter V2 is not just about riding; it’s about making a statement. Its distinctive design and roaring exhaust note ensure you stand out from the crowd. This bike is perfect for those who want to combine style with substance.

Track-Ready Performance

If you love hitting the track, the Ducati Streetfighter V2 will not disappoint. Its high-revving engine, race-inspired chassis, and advanced electronics make it a formidable machine on any circuit. You can experience the thrill of a superbike in a more accessible and versatile package.

Versatility for All Riders

Whether you’re an experienced rider or new to performance motorcycles, the Ducati Streetfighter V2 offers a manageable yet thrilling ride. Its electronics package allows you to adjust the bike’s behavior to match your skill level, making it a versatile choice for a wide audience.

Conclusion

The Ducati Streetfighter V2 is more than just a motorcycle; it’s a symbol of pure riding pleasure. With its stunning design, powerful performance, and rider-focused features, it is a bike that delivers an unparalleled experience. Whether you’re seeking adrenaline-filled rides or a stylish companion for your daily commute, the Ducati Streetfighter V2 has you covered.

For more insights and reviews on high-performance motorcycles, visit 2Wheels Hero and stay updated on the latest trends in the biking world.

#DucatiStreetfighterV2 #DucatiBikes #StreetfighterV2 #2WheelsHero #DucatiPerformance #NakedBike

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lianjamesposts · 6 months ago

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KTM 450 SX F Motorcycle for Sale in Woodstock, IL

Are you looking for a high-performance off-road motorcycle that delivers both power and precision? The KTM 450 SX F could be exactly what you need. Available for sale at Woodstock KTM & Triumph Motorcycle Dealer in Woodstock, IL, this bike is designed for serious motocross riders who demand the best. Let’s dive into what makes the KTM 450 SX F a standout choice for riders in the Woodstock area.

Why Choose the KTM 450 SX F?

Unmatched Performance

When it comes to off-road bikes, few can compete with the sheer performance and handling offered by the KTM 450 SX F Motorcycle. This bike is engineered for elite motocross riders, featuring a 450cc engine that is powerful enough to conquer any track or trail. Whether you're racing on a circuit or tackling challenging terrain, the KTM 450 SX F provides superior speed, agility, and control.

Cutting-Edge Technology

KTM is known for integrating advanced technology into their motorcycles, and the KTM 450 SX F is no exception. With a high-performance engine, electric start, and top-of-the-line suspension, this bike is built to perform at the highest level. The electronic fuel injection ensures a smooth and responsive throttle, while the WP XACT suspension system absorbs impacts like a pro, making it ideal for rough tracks.

Lightweight and Agile

The KTM 450 SX F’s lightweight design ensures that riders have better control and maneuverability, allowing them to make sharp turns, fly over obstacles, and power through jumps with ease. Its nimble frame and advanced ergonomics make it one of the most agile bikes in its class, giving riders a competitive edge.

Key Features of the KTM 450 SX F

Engine and Performance

Engine Capacity: 450cc single-cylinder 4-stroke engine

Power Output: Provides exceptional horsepower for aggressive riding

Fuel Injection System: Ensures smooth throttle response and optimal fuel efficiency

Cooling System: State-of-the-art radiators keep the engine cool during intense sessions

Suspension and Handling

WP XACT Suspension: Offers exceptional handling and shock absorption for rough terrains

AER 48 Forks: Adjustable forks for customized handling and comfort

Rider-Focused Ergonomics: Optimized frame and seat design provide comfort and control

Advanced Electronics

Electronic Fuel Injection (EFI): Offers easy starting and precise throttle response

Mapping Switch: Change power delivery with ease depending on track conditions

Electric Start: Quickly get your bike started for every ride without hassle

Durability and Build Quality

The KTM 450 SX F is built with durability in mind. From the high-quality materials used in its frame to the long-lasting engine components, this motorcycle is made to handle the roughest trails and toughest environments. Whether you're racing or riding for fun, the KTM 450 SX F will continue to deliver top-notch performance.

Why Buy From Woodstock KTM & Triumph Motorcycle Dealer?

When it comes to purchasing a KTM 450 SX F Motorcycle, there is no better place than Woodstock KTM & Triumph Motorcycle Dealer. We offer a range of new and pre-owned motorcycles, each carefully inspected to ensure they meet the highest standards of quality. Our friendly and knowledgeable staff are ready to help you find the perfect bike to fit your riding style.

Trusted Dealership

At Woodstock KTM & Triumph Motorcycle Dealer, we pride ourselves on being a trusted source for all your motorcycle needs. We offer excellent customer service, competitive pricing, and comprehensive warranties on all our motorcycles. Whether you're a beginner or a seasoned racer, we are here to support you throughout your biking journey.

Customization Options

Our dealership also offers a wide selection of motorcycle parts and accessories to personalize your KTM 450 SX F. From custom seats to specialized suspension kits, we have everything you need to make your bike unique to your preferences. Our expert technicians can assist with any upgrades or modifications you want to make to your new motorcycle.

Conclusion

The KTM 450 SX F Motorcycle is the perfect choice for motocross enthusiasts who are looking for a powerful, reliable, and lightweight machine to take their riding to the next level. Visit Woodstock KTM & Triumph Motorcycle Dealer today to experience the unmatched performance of the KTM 450 SX F. Our team is ready to assist you in finding the right bike and helping you get the most out of every ride. Don’t miss out on the opportunity to own this exceptional machine — head to our dealership and see for yourself why the KTM 450 SX F is a leader in off-road motorcycles.

#ktm 450 sx-f for sale near in Woodstock #IL #ktm 450 sx-f supermoto #ktm 450 sx f factory edition #450 sx-f engine

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barrykrichmond · 11 months ago

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Harley Sportster SuperLow 1200T: A Comprehensive Review

The Harley-Davidson Sportster SuperLow 1200T is a cruiser motorcycle that combines classic Harley-Davidson style with modern features and performance.

Designed for both seasoned riders and newcomers, the SuperLow 1200T offers a blend of comfort, power, and agility. This article delves into the key aspects of the Sportster SuperLow 1200T, highlighting its features, performance, and overall value.

Design and Aesthetics

The Sportster SuperLow 1200T carries the quintessential Harley-Davidson design language with its bold, muscular stance and distinctive styling. It boasts a classic cruiser look with its low-slung profile, chrome accents, and the iconic Harley-Davidson badge. The bike features a relaxed rider triangle, with a low seat height that makes it accessible for riders of various sizes.

Key Design Features:

Seat: The SuperLow 1200T is equipped with a well-padded, low seat that ensures comfort during long rides. The seat height is adjustable, allowing for customization based on rider preference.

Tank and Fenders: It features a sleek 4.5-gallon fuel tank and classic fenders that contribute to its timeless appeal.

Windshield and Saddlebags: For added practicality, the SuperLow 1200T comes with a detachable windshield and saddlebags, enhancing its touring capabilities.

Performance and Engine

At the heart of the Sportster SuperLow 1200T is the powerful 1200cc V-Twin engine, renowned for its robust performance and distinctive Harley-Davidson sound. The engine delivers ample torque and acceleration, making it well-suited for both city commuting and open road cruising.

Engine Specifications:

Engine Type: Air-cooled Evolution V-Twin

Displacement: 1200cc

Torque: Approximately 73 lb-ft

Transmission: 5-speed manual transmission

The SuperLow 1200T’s engine is paired with a suspension system that includes a front telescopic fork and rear twin shocks, offering a smooth and comfortable ride over various road conditions. The bike’s handling is agile and responsive, making it suitable for both urban navigation and long-distance journeys.

Comfort and Ergonomics

One of the standout features of the Sportster SuperLow 1200T is its focus on rider comfort. The bike’s low seat height and ergonomic design ensure that riders can maintain a relaxed and natural riding posture.

Comfort Features:

Adjustable Suspension: The bike’s suspension system is designed to absorb bumps and uneven surfaces, providing a cushioned ride.

Cruise Control: For extended rides, the SuperLow 1200T is equipped with cruise control, allowing riders to maintain a steady speed without constant throttle adjustment.

Technology and Features

The Sportster SuperLow 1200T integrates modern technology with classic styling. It includes features that enhance both safety and convenience.

Technological Features:

Anti-lock Braking System (ABS): The bike comes with an optional ABS, providing improved braking performance and safety.

Electronic Fuel Injection (EFI): EFI ensures smooth and efficient engine operation, improving fuel economy and throttle response.

Security System: A factory-installed security system adds an extra layer of protection against theft.

Overall Value

The Harley-Davidson Sportster SuperLow 1200T offers an appealing package for riders seeking a versatile cruiser with a blend of classic aesthetics and modern features. Its low seat height and comfortable ride make it an excellent choice for both new and experienced riders.

Pricing and Competitors:

While the SuperLow 1200T is positioned in the mid-range of Harley-Davidson’s lineup, it provides excellent value for its price. It competes with other cruisers in the same category, offering a balance of performance, style, and comfort.

Conclusion

In summary, the Harley-Davidson Sportster SuperLow 1200T is a well-rounded motorcycle that delivers on the brand’s promise of style, power, and comfort.

Whether you’re cruising down the highway or navigating city streets, the SuperLow 1200T offers a rewarding riding experience. With its blend of classic design and modern features, it’s a compelling choice for riders looking to embrace the Harley-Davidson lifestyle.

#Harley-Davidson Sportster SuperLow 1200T #Harley-Davidson #Sportster SuperLow 1200T #Harley-Davidson Sportster #Harley Sportster SuperLow 1200T

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perfectriders · 1 year ago

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10 Reasons Why We Love R15 V4 - Perfect Riders

The Yamaha YZF-R15 has received a major upgrade in the 4.0 form, and the motorcycle has become more appealing than ever. The motorcycle gets styling revisions and updated features, and here we tell you five reasons to purchase the new Yamaha YZF-R15 V4.0.

The look of the new Yamaha YZF-R15 V4.0 is one of the main reasons to buy it. The updated YZF-R15 borrows design influences from the new YZF-R7, making it one of the best-looking motorcycles in India’s sub-200cc sector. The design has a full-fairing configuration at the front, an M-air duct, a single-pod headlamp, dual LED DRLs, a muscular fuel tank, a step-up seat, and a side-slung exhaust. The new YZF-R15 V4.0 is available in five color choices – Metallic Red, Dark Knight, Racing Blue, R15M, and Monster Energy MotoGP.

Premium Features:

All variations of the motorbike come standard with an LED headlamp, LED DRL, LED taillight, and a Bluetooth-enabled completely digital instrument cluster. Bluetooth connectivity allows users to access services such as call alerts, SMS and email notifications, and phone battery level. Dual-channel ABS, traction control, and a side-stand engine cut-off function are standard electronic rider aids. A quickshifter is also standard on the Racing Blue and R15M models, although it is available as an option on other types.

The Yamaha YZF-R15 V4.0 receives improved hardware in addition to aesthetic updates and new features. The suspension configuration now includes upside-down telescopic front forks rather of conventional units on the previous motorbike, bringing it up to speed with the international-spec model and its competitors. rivals like the KTM RC125 and the RC200. To manage shock absorption, the rear continues to employ a preload-adjustable monoshock. A 282mm single disc at the front and a 220mm rotor at the rear handle the anchoring responsibilities, and the combination provides remarkable response.

The 155cc, single-cylinder, liquid-cooled engine with Variable Valve Actuation remains on the motorbike. The motor produces 18.1bhp at 10,000rpm and 14.2Nm of peak torque at 7,500rpm when connected to a six-speed gearbox. The gearbox is still equipped with an assist and slipper clutch arrangement. Above 7,400rpm, the variable valve actuation system comes in to give powerful performance over the rev range. The motorbike is speedy in the lower RPM range, but the engine truly comes to life beyond 4,500rpm.

The Yamaha YZF-R15 has always been a great motorcycle to ride because of its incredible handling. The motorcycle feels agile and responsive thanks to the deltabox frame and the sporty tuning of the suspension setup. This does, however, comes at the cost of comfort. The assist and slip function delivers an incredibly light clutch feel.

The R15 V4 is a gorgeous looking machine. It has a new front end, and the bike now resembles the larger R7, for which it receives a thumbs up. The new fairing design is more than simply a visual improvement. With a decreased drag coefficient, the bike is now more aerodynamic and provides superior wind protection. The motorcycle is also intimidating in person! Especially if it’s next to the R15 V3. A new bi-function LED projector headlamp with new DRLs on either side, similar to the ones featured on the R7 and R6, is also housed in the new fairing. This new system does an excellent job of illuminating the road ahead of you

The R15 V4 now gets USD forks. Something that was lacking on the V3, while being standard on overseas variations of the same. In principle, a USD configuration should perform better since it is more robust and less prone to bending under load, given that the outer tubes are solid. what the triple clap is mounted on.

Another hole in the R15 V4’s armour is its braking system. The front brake appears to have good initial bite and feedback, but after a few kilometres, you lose a lot of braking capability due to brake fade, and the feel at the lever becomes mushy.

The new Yamaha R15V4 is a substantial upgrade over its predecessor, and the motorcycle is more appealing than ever before. The updated styling is instantly likeable while the feature list enhances the desirability factor even further. The sporty, 155cc engine adds to the ride experience, and the YZF-R15 V4.0 remains one of the most fun-to-ride motorcycles in its segment. All the updates, however, come at a premium price tag, which may affect the buying decision of several buyers in the Indian market.

#yamahar15v4 #yamahaservicecenterinbangalore #yamahashowroombangalore #perfectriders

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sbknews · 2 years ago

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2024 Honda CBR600RR

Honda’s middleweight supersport jewel returns to Europe, destined for road and track action. Its inline four-cylinder, 16V DOHC engine produces 89kW @ 14,250rpm and features an assist/slipper clutch and standard fit quickshifter. Throttle By Wire control – derived from the RC213V-S – along with addition of a Bosch 6-axis IMU delivers 3 default riding modes, plus two custom User modes for adjustment of Engine Power, Engine Braking, Wheelie Control and 9-level HSTC. Cornering ABS and Rear Lift Control are also part of the package. The chassis comprises an aluminium twin-spar frame, aluminium swingarm, Honda Electronic Steering Damper, 41mm Showa Big Piston USD forks and Unit Pro-Link Showa rear shock. Dual, radial-mount four-piston front calipers work 310mm floating discs. Designed to deliver best-in-class aerodynamic performance, the aggressive styling includes downforce-generating front winglets. A full colour TFT screen completes the specification. An HRC Race Kit will also be an option, for circuit use only. Like all bikes in Honda’s supersport family, the 24YM CBR600RR will be available in HRC Grand Prix Red HRC TriColour and stealthy Matt Ballistic Black Metallic.

- Introduction The much-loved CBR600RR has an impressive and hard-won racing pedigree. It was piloted to FIM World Super Sports championship victory every year from 2003 to 2008, and again in 2010, 2012 and 2014. It won the Asia Road Racing championship from 2012 to 2016 and the All-Japan Road Race championship ST600 class from 2003 to 2011, and in 2013, 2014, 2016 and 2019. Its engine also provided the power for Moto2 between 2010 and 2018. The 600RR departed from Honda’s European showrooms at the start of 2017 as the trend away from supersport machinery towards naked and adventure models accelerated. In the intervening years, the middleweight sports category has seen a revival, and the model was reintroduced for 21YM in Japan and Thailand. Now the time is ripe for the purest of all road-legal sports bikes to make its return to Europe. Loaded with cutting-edge MotoGP-inspired electronics and aerodynamics, the new 24YM CBR600RR is a rare, beautiful thing – a free-revving four-cylinder motorcycling gem that exists in a class of one. Born ready to carve an elegant line on the open road or closed circuit, there’s no other riding experience quite like it.

- Model Overview Honda’s supersports icon returns to Europe with its 599cc, inline four-cylinder engine producing 89kW @ 14,250rpm, and benefitting from an assist/slipper clutch and standard-fit quickshifter. An electronics package drawn from the RC213V-S and the CBR1000RR-R Fireblade includes Throttle By Wire control, 9-level Honda Selectable Torque Control (HSTC), Wheelie Control and Rear Lift Control. At the centre of the action and managing all of the systems, including Cornering ABS, is a 6-axis Inertial Measurement Unit (IMU) as found inside its sibling, the CBR1000RR-R Fireblade. There are 3 default riding modes, plus 2 User modes for adjustment of Engine Power, Engine Braking, HSTC and Wheelie Control. The chassis comprises a twin-spar aluminium frame, aluminium swingarm, 41mm Showa Big Piston USD front forks and Unit Pro-Link Showa rear shock. Four-piston radial-mount front calipers provide the braking power, and a Honda Electronic Steering Damper (HESD) extra stability. The full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift Up indicator and lap timer are also featured. Honda’s Emergency Stop Signal (ESS) and Honda Ignition Security System (HISS) are included in the specification. Like all bikes in Honda’s supersport family, the 24YM CBR600RR is available in two colour options: under-the-radar Matt Ballistic Black Metallic, and evocative Grand Prix Red HRC TriColour, the signature colourway of Honda Racing Corporation (HRC).

- Key Features 3.1 Engine - Inline four-cylinder engine produces 89kW with 63Nm torque - Assist/slipper clutch The CBR600RR’s 599cc, 16-valve inline four-cylinder engine produces 89kW @ 14,250rpm, with 63Nm torque @ 11,500rpm. To achieve the power output at this rpm ceiling the materials used for the camshafts, valve springs and crankshaft have been upgraded for its return to manage both high-rpm inertia force and durability. Bore and stroke is set at 67mm x 42.5mm, with compression ratio of 12.2:1. Every aspect of intake, combustion and exhaust has been through development since the CBR600RR was last on sale in Europe. To flow enough volume at high rpm throttle body diameter is 44mm. The port of the throttle butterfly valve and the intake-side valve have been shaped to allow the cross-section of the entire port (including the inside of the throttle body) to run smoothly, reducing intake pressure drop. The combination of this smooth intake passage and Throttle By Wire (TBW) delivers smooth throttle control, especially at partial openings from fully closed. The inlet ports have been re-shaped, increasing flow capacity by 2.2%. Valve timing has also been adjusted: closing of the inlet valves has been pulled back 5° with the exhaust valves opening 5° later, improving the intake efficiency of the fuel/air mixture and exhaust of combustion gas. Inlet valve diameter is 27.5mm matched to 22.5mm exhaust. For maximum cooling efficiency around the cylinder head, long reach spark plugs allow the water jacket to sit close to the plug hole and exhaust valve seat. The 4-2-1 exhaust uses large bore diameters to enhance high-rpm gas flow; wall thickness has been carefully managed to minimise weight gain. The catalyser is also physically larger, and an important part of the EURO5 homologation process. An assist/slipper clutch manages rear wheel ‘hop’ through rapid down changes and hard braking. It also reduces the physical force needed to operate it by 32% over a standard design and employs die-cast aluminium cams at both transmitting and receiving ends, with clearance between both optimised to improve lever feel.

3.2 Engine Electronics - RC213V-S-derived Throttle By Wire (TBW) control system - 9-level Honda Selectable Torque Control (HSTC) - 3 default riding modes plus options to customise Power, Engine Brake, HSTC and Wheelie Control - Quickshifter standard fitment The Throttle By Wire (TBW) used by the CBR600RR is drawn from the CBR1000RR-R Fireblade and was developed on the RC213V-S. An Acceleration Position Sensor (APS), which interfaces with the throttle grip is built into the switchgear. It sends a signal to the ECU, which then sends a signal to the TBW motor that controls the butterfly. Crucially, the return spring and friction generated by the APS offers a completely natural throttle feel and control. It also offers the same controllability and feel across all of the power levels. The electronic package that goes with TBW is also drawn from the Fireblade. 9-level (plus off) Honda Selectable Torque Control (HSTC) uses slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. It gives smooth, intuitive grip management, with software developed from wide-ranging, top-level feedback from around the world, including HRC’s riders. Level 1 has the weakest intervention, level 9 the strongest. There are three default riding modes: Mode 1 (Fast Riding), Mode 2 (Fun Riding) and Mode 3 (Comfortable Riding) with 2 User options for a full custom setup across all of the parameters. Modes can be switched while riding (from the left handlebar switchgear), as can the HSTC level when in User 1 or 2. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention. Wheelie Control uses information gathered by the IMU on the CBR600RR’s pitch angle, along with front and rear wheel speed sensors to maintain torque and deal with the wheelie without sacrificing forward drive. A standard-fit quick shifter delivers razor-fast changes, with short fuel cut time while shifting, and smoother torque pickup after shifting. It offers 3-level adjustment for feel.

3.3 Chassis - Twin-spar aluminium frame, aluminium swingarm - 41mm Showa Big Piston USD forks - Bosch 6-axis Inertial Measurement Unit (IMU) - Honda Electronic Steering Damper (HESD) - Four-piston, radial-mount front brake calipers and floating discs For this latest incarnation of the CBR600RR Honda’s development engineers picked through the bike, front to back, looking for weight savings with performance enhancement to complement the addition of a Bosch 6-axis Inertial Measurement Unit (rather than 5-axis of the 21YM model) to the electronic package. The updated IMU is key to the bike’s ability to build speed and measures every dynamic aspect, in each plane, calculating 100 times a second using Honda’s own algorithm and in turn managing the HSTC and Cornering ABS, which is a new technology applied to the 24YM CBR600RR. It’s 2.5kg lighter than the ‘Combined-ABS’ electronic system of the previous design and employs a Nissin ABS modulator and ECU – which takes input from the IMU and deceleration and slip rate from the front/rear wheel speed sensors to manage brake pressure in a straight line and while cornering. Rear Lift Control is also a new feature, and again uses IMU input to maximise braking performance while minimising rear wheel lift. At the heart of the chassis is a hollow, die-cast twin-spar aluminium frame. Wheelbase is set at 1370mm, with rake of 24 o 06’ and 100mm trail. Length from swingarm pivot to rear wheel spindle is 569mm; the aluminium swingarm is also 150g lighter than the previous model, with each part redesigned to save weight but also to give the desired rigidity balance. Kerb weight is set at 193kg. Fully adjustable Showa 41mm Big Piston USD forks offer high-quality suspension reaction and control. They’re also 15mm longer in the legs to allow flexible geometry changes. The fully adjustable Showa rear shock operates through Unit Pro-Link. Up front, dual radial-mount four-piston calipers clamp 310mm floating discs; a radial-piston master cylinder is also standard fit. A rear, single-piston caliper works a 220mm disc. Cast aluminium wheels wear 120/70ZR17M/C front and 180/55ZR17M/C rear tyres. A Honda Electronic Steering Damper (HESD) – designed exclusively for the CBR600RR – operates relative to velocity and is ECU-controlled; at lower speeds its main valve opens, reducing damping force. At high speed the valve closes, increasing damping force for maximum stability.

3.4 Styling & Equipment - Best in class aerodynamic performance - Winglets generate downforce to enhance front tyre grip - Full colour TFT screen While it’s a stunning looking motorcycle, the CBR600RR’s styling also provides two performance upgrades: as a fully equipped road bike, the lowest Coefficient of Drag in class, at 0.555 (with rider in a racing tuck), and winglets to improve corner entry stability and turning ability while accelerating. A guiding phrase used by Honda’s development team for the bodywork was ‘Embody the functional design in pursuit of high-speed on-track performance.’ Everything learnt producing the CBR1000RR-R Fireblade, and before it the MotoGP-derived RC213V-S, was applied with a focus on the mass centralisation of form. As a result, the sharp, super-compact LED headlights, indicators and ABS modulator are lighter compared to the previous design. The riding position too has been made deliberately flexible for road and track; the fuel tank cover sits 10mm lower, allowing the rider to tuck in neatly at high speed. It’s also slimmer and designed to allow the rider’s arms to also have a natural place at speed. The screen sits at a 38°, to maximise aerodynamic efficiency relative to any position the rider might use on track. Seat height is set at 820mm. Radiator cooling efficiency is focus of the mid-section of the fairing, and airflow speed and pressure into the front wheel housing has been optimised for both flow in and out. The lower fairing extends close to the rear wheel and is shaped to move airflow downwards. This reduces the amount of direct air pressure exposure against the tyre, reducing overall resistance. The winglets generate downforce – maintaining front tyre load – on corner entry as the rider leans in and releases the front brake. And overall cornering stability is improved, as is corner speed. Carefully designed, the winglets do not interfere with the bike’s handling agility, with the vertical shaping suppressing the development of vortices. A full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift-Up indicator uses 5 white horizontal LEDs above the central display and turn on and flash at the pre-set rpm for shifting. Information available also includes lap time, number of laps and fastest lap. Lighting is LED. The dual front headlights are lightweight in design and allow the optimal intake area for the central ram-air duct. Honda’s Emergency Stop Signal (ESS) is linked to the ABS modulator and activates the front and rear indicators under sudden, hard braking to warn other road users. Honda Ignition Security System (HISS) uses interlock control between the ID tag in the key and internal ID of the engine ECU so there’s no way to start the engine without the key. A red LED on the dash flashes every 2.5 seconds for 24 hours once the ignition is off and even when it stops flashing, HISS is still on. A small final detail to note - the CBR600RR wears its racing DNA in the shape of Honda’s signature wing on its fuel tank cover – exactly the same as the RC213V-S.

- Accessories Two Genuine Honda Accessories Packs are ready to go for the CBR600RR: Racing Pack This pack underlines the racing pedigree and sportiness of the CBR600RR. The Oil Filler Cap includes an HRC logo, the Carbon Look Tank Pad wears a CBR logo and Wheel Stripes are finished in HRC Tri-Colour and Honda Racing Logo. A Seat Cowl replaces the pillion seat and is available in Black or Red. Comfort Pack Take the supersports experience further... Functional rear seat bag that is specifically adapted to the tapered shape of the rear seat. Featuring a capacity of 15L that can be expanded up to 22L and always stable during riding thanks to its specific attachment system. 5-level Heated Grips extend the riding year, while a USB-C charging socket adds convenience. HRC Race Kit HRC has developed a Race Kit for the CBR600RR that ups engine performance, heightens cornering ability and grip, and saves weight. Available to buy as a complete kit – and for circuit use only – all road safety items are neatly removed and HRC kit parts, including ECU, wiring harness, cylinder head gasket, big radiator, racing exhaust, front/rear suspension and brake discs plug straight in. - Technical Specification ENGINE Type Liquid cooled 16-valve DOHC, inline-4 Engine Displacement (cm³) 599cc No. of Valves per Cylinder 4 Bore ´ Stroke (mm) 67mm x 42.5mm Compression Ratio 12.2:1 Max. Power Output 89kW @ 14,250rpm Max. Torque 63Nm @ 11,500rpm Noise Level Lurban - 74dB, Lwot - 77dB Oil Capacity 3.4L FUEL SYSTEM Carburation PGM-FI Fuel Tank Capacity 18L C02 Emissions WMTC 128 g/km Fuel Consumption 18.2km/L (5.5L/100km) ELECTRICAL SYSTEM Starter Electric Battery Capacity 12-9.1Ah YTZ10S DRIVETRAIN Clutch Type Wet, multiplate hydraulic clutch Transmission Type Manual 6-speed Final Drive Chain FRAME Type Aluminium twin tube composite twin spar CHASSIS Dimensions (L x W x H) 2,030mm x 685mm x 1140mm Wheelbase 1,370mm Caster Angle 24 o 06’ Trail 100mm Seat Height 820mm Ground Clearance 125mm Kerb Weight 193kg SUSPENSION Type Front Fully adjustable Showa 41mm Big Piston USD, 120mm stroke. Type Rear Fully adjustable Showa rear shock operating through Unit Pro-Link. 128mm axle travel WHEELS Rim Size Front 17M/CxMT3.50 Rim Size Rear 17M/CxMT5.50 Tyres Front 120/70ZR17M/C DUNLOP Roadsports2 Tyres Rear 180/55ZR17M/C DUNLOP Roadsports2 BRAKES ABS System Type 2 channel Front 310mm floating discs with radial-mount 4-piston caliper Rear 220mm disc with single piston caliper INSTRUMENTS & ELECTRICS Instruments TFT-LCD Security System HISS Headlight LED Taillight LED Quickshifter Yes All specifications are provisional and subject to change without notice. ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors. Read the full article

#Honda #HondaCBR600RR #HondaMotorcycles #HondaUK #MotorcycleNews #Motorcycles

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fantic-caballero-tips · 2 years ago

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My Review of the Caballero

I find this motorcycle truly exceptional, as it possesses some rare qualities and a set of flaws, fortunately all of which are easily rectifiable.

What I particularly appreciate:

Simplicity and Agility: It combines the lightness of a 125cc motorcycle with the power of a 500cc. There's hardly any electronics onboard, just fuel injection, mandatory ABS, and a starter. The absence of excessive power to manage is truly enjoyable, offering a straightforward and carefree riding experience with sufficient horsepower.

General Design: The overall aesthetics of the motorcycle are appealing, and some parts, such as the machined side plates, fork yokes, and hubs, are simply gorgeous.

Gromono Character: Unlike competitors like the KTM 390 or Suzuki 400DR-Z, which offer similar performance, the Caballero stands out due to its extra cubic centimeters and a "Big Single" engine personality that I appreciate (although not as powerful as a KTM 640). It's closer to a 500XT (with better brakes and more horsepower).

Engine Performance: It's excellent, and I have no frustrations for urban or suburban solo riding. This was a concern before purchase (without a test ride), but the torque and power curve are perfectly suited. The gearbox's ratios and shifting are also well-matched to my usage.

Original Exhaust Sound: It's lively and makes noise but not excessively so. With the expensive racing exhaust system, it becomes downright captivating. It's a true pleasure to ride a motorcycle that hasn't been overly muffled or made excessively loud.

What I don't appreciate as much:

Low-Speed Engine Behavior: When riding at 30/40 km/h with minimal throttle input, the engine exhibits a lot of jerks. It appears that combustion is suboptimal, possibly due to the cylinder head architecture with its camshaft and four valves actuated by pushrods, causing the spark plug to be in a corner of the cylinder and thus not centered. Fortunately, by slightly adjusting the mixture and adding a heavier flywheel from Fantic's catalog, the issue becomes quite manageable.

Left Handlebar Switchgear: It might seem minor, but it's really annoying, especially the turn signal switch that resembles a bedside lamp switch and the hard-to-reach horn button. I replaced it with a standard switchgear, which solved the problem.

Original Exhaust Manifold: It has an unattractive shape, likely to accommodate a pre-catalytic converter. Thankfully, there's a superb racing exhaust system available, albeit a bit expensive.

Ugly White Plastic Coolant Reservoir: It's highly visible at the front of the motorcycle. Fortunately, a coat of black paint makes it much less conspicuous.

Some Grey Plastics: They look fine from a distance but appear cheap up close. Fortunately, there are genuine carbon replacement parts available to address this.

#fantic caballero #fantic #fast track #scrambler #moto #motorcycle #caballero

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wetsteve3 · 3 years ago

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When MV Agusta closed its doors in 1977 it signalled the death of Italy’s premier motorcycle brand. Between 1952 and 1976 MV won 37 world titles and took 270 Grand Prix victories, an achievement unmatched at the time. In 1978 Claudio and Gianfranco Castiglioni of Cagiva took steps to acquire the MV name but these talks broke down. The factory was dismantled soon afterwards and in 1982 the company was placed into liquidation.

Things move slowly in Italy and it wasn’t until a decade later, in the spring of 1992, that the Castiglionis finally managed to acquire MV Agusta. At the time the Castiglioni’s owned Cagiva, Ducati, Morini and Husqvarna, and operated out of the old AMF-Harley-Davidson Aermacchi premises at Schrianna on shore of Lake Varese. Massimo Tamburini ran Cagiva’s design department, CRC (Cagiva Research Centre), situated in San Marino. Tamburini came to Cagiva from Bimota (the “Ta” in Bimota), and by late 1992 was in the final stages of finishing the Ducati 916. But after the 916 was finished Tamburini was ill with a stomach tumour and it wasn’t until 1995 that he could embark on the next production bike project; the four-cylinder F4.

Andrea Goggi, an engineer with Cagiva since 1988, was entrusted with redesigning the liquid-cooled F4 engine. With oversquare dimensions of 73.8x43.8mm and a central chain-drive for the double overhead camshafts, the layout was unlike the Japanese four-cylinder engines at the time that featured side cam chain drives. The cylinder block was sand-cast as a separate entity, and inclined forward 20 degrees. This provided near vertical 46mm throttle bodies for the Weber-Marelli electronic fuel injection. Another unusual feature was a reduction gear driven off the crankshaft that allowed smaller cam sprockets. This reduced the size of the cambox but the cams rotated backwards and required a front-mounted cam chain tensioner. A unique feature was the radial four-valve per cylinder layout. The included valve angle was a narrow 22-degrees, with the valves tilted outwards 2-degrees. The cassette-style six-speed gearbox came from the 500cc Cagiva Grand Prix racer, the primary drive was by straight-cut gears and the clutch a wet multiplate. Tamburini designed the 4-2-1-2-4 exhaust system, with special emphasis on the four rear exhaust pipes. He wanted it to sound like music. “It looks like organ pipes. Just like I love listening to Pavarotti, I love listening to the engine,” Tamburini said. The pistons provided a 12:1 compression ratio and the 749.4cc four-cylinder engine produced 126 horsepower at 12,200rpm.

Eschewing the popular aluminium beam frame, Tamburini preferred a composite chassis layout. This included chrome-molybdenum tubular steel upper section wrapping around the narrow engine and bolting to cast magnesium rear uprights. These doubled as an engine cradle and pivots for the single-sided magnesium swingarm. Eccentrics on the steering head bearings provided adjustable steering geometry, while alternative mounts for the Sachs shock absorber allowed a choice of rising-rate.

The suspension, wheels and brakes were all designed specifically for the F4. The 49mm upside down Showa fork incorporated quick release axle clamps and the brakes were designed in cooperation with Nissin. Along with 310mm floating discs, the front calipers featured six pistons of different diameter. At the rear was a 210mm disc with four-piston caliper. Marvic supplied the magnesium 3.50x17 and 6.00x17-inch wheels and Tamburini commissioned Pirelli supply a special 120/65ZR17 EVO front tyre to match the 190/50ZR17 rear. Completing a rigid chassis specification were large diameter axles, 35mm on the front and 50mm on the rear.

The F4’s styling was another Tamburini triumph. Following the example set by the Ducati 916, the small poly-ellipsoidal headlights dominated the frontal aspect. The final design placed the twin headlights one above another in the centre of the fairing. According to Tamburini, “Lights in the centre are easier to control, allow a more compact fairing and simplify homologation around the world.” Completing the specification of the 184kg F4 750 Oro was carbon-fibre bodywork, a transverse Öhlins steering damper and adjustable (by eccentrics) footpegs and levers. Instrumentation was thoroughly modern, with a digital speedometer and analogue tachometer. Rolling on a short 1,398mm wheelbase the F4 750 Oro promised exceptional agility and stability, with a claimed top speed of 275 km/h.

The F4 Oro was initially unveiled at the Milan Show in September 1997, and appeared in the Guggenheim exhibition The Art of the Motorcycle at the end of 1998. Production of three a day commenced mid-1999 and by the end the year delivery of the limited edition run of the 300 pre-ordered examples was complete. Unfortunately, as it took so long to develop by the time the F4 Oro was released it was arguably already obsolete. By 1999 the Japanese 750 fours were lighter and more powerful. But that didn’t worry prospective F4 Oro buyers, most who would never ride them. Many Oros went into the collections of celebrities, including King Juan Carlos of Spain, Jay Leno, Giacomo Agostini, and Max Biaggi. And while MV Agusta has released many limited editions since 1999, the F4 750 Oro stands alone. The F4 Oro heralded MV Agusta’s resurrection and is still the most collectable of the new generation MV Agustas.

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megachinamotor · 2 months ago

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VOGE DS625X and CU625 are Newly Launched, Priced from ￥31999 and ￥25666 in China

On May 17, 2025, the Chinese motorcycle brand VOGE officially released two new “625” models at the “Fans Festival” Huashan Station event-the medium-to-large adventure model DS625X and the V-twin cruiser model CU625. The DS625X is priced from ￥31,999 in the Chinese market, and the CU625 is priced from ￥25,666 in the Chinese market.

The highly anticipated new ADV model DS625X not only marks a key step for VOGE in the mid-displacement adventure vehicle market, but also demonstrates the brand’s ambition to impact the international market with its fully upgraded power platform and configuration. DS625X is equipped with a newly developed 581cc inline twin-cylinder water-cooled engine, equipped with an electronic fuel injection system and a six-speed gearbox, with a maximum power of 63hp (47kw)/9000rpm, a peak torque of 57N.m/6500rpm, and a compression ratio of 11.5:1. It is worth mentioning that the engine has been deeply optimized in terms of vibration reduction, heat dissipation and fuel consumption control, so that it has both comfort and economy while maintaining performance.

DS625X adopts all-terrain crossover design language, with tough body lines, 19-inch front and 17-inch rear spoke wheels, compatible with both road and light off-road use. The vehicle has a ground clearance of nearly 200mm, equipped with adjustable KYB front and rear shock absorbers, a 41mm inverted front fork, and a rear monoshock absorber with an external oil tank, which improves stability and comfort under complex road conditions and effectively copes with challenges on unpaved roads.

The curb weight is controlled at around 220kg, the fuel tank capacity reaches 17.6L, the endurance is outstanding, and it is suitable for long-distance crossing missions. It comes standard with a 7-inch full-color TFT instrument panel, supports navigation projection, tire pressure monitoring system (TPMS), front 1080p driving recorder, USB and 12V power interface, etc. It is also equipped with a Nissin braking system and a switchable dual-channel ABS to provide a safer braking experience.

Another new cruiser model released by VOGE this time, the CU625, is positioned as “Multi-dimensional Physical Sensation·Cruiser Titan”, aiming to bring higher quality domestic options to the mid-displacement cruiser market.

CU625 continues the CU series’ consistent retro aesthetics, using classic elements such as round headlights, teardrop-shaped fuel tanks and round instruments. The overall lines are fuller and show a strong sense of muscle. While maintaining the retro style, the vehicle design incorporates modern technology to enhance the texture and practicality of the vehicle. The CU625 is equipped with a 578cc V-twin water-cooled engine with a maximum power of 45kW/8,500rpm, a maximum torque of 61N·m/5,500rpm, and a compression ratio of 12:1. The engine is equipped with a double balance shaft design to effectively suppress vibration and improve riding comfort. In addition, the CU625 is also equipped with a slip clutch and a BOSCH electronic fuel injection system to further optimize power output and smoothness.

In order to solve the common heat dissipation problem of cruiser; models, CU625 introduced innovative "heat dissipation black technology". Through the side air curtain cooling technology, it can achieve idling cooling, and the leg temperature can be reduced by up to 25℃, effectively improving the comfort of summer riding.

CU625 is also full of sincerity in configuration. It is equipped with an inverted front shock absorber and a "magic carpet suspension system" with double spring rear shock absorbers, providing excellent shock absorption effect. In terms of the braking system, the front brake uses an opposing four-piston caliper and the rear brake uses a single-piston caliper. Both are J.Juan brands. It is standardly equipped with a dual-channel ABS system and a TCS traction control system that can be turned off separately to ensure riding safety.

In addition, CU625 is also equipped with full LED lights, color LCD instrument, dual USB ports, T-BOX smart car machine, original bumper and side support flameout and other practical configurations. The 710mm seat height design is suitable for most riders and provides a friendly driving experience.

The release of these two new medium and large displacement products of VOGE further improves its product layout in the cruise series and adventure series, and also reflects VOGE's further exploration in the field of medium and large displacement. We look forward to more performance of these two products in the market in the future. Read the full article

#VOGE #VOGECU625 #VogeDS625X

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seriouslyhooked · 5 years ago

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When We Collide (Part 1)

Emma Swan has always known one thing: trust no one but yourself. Unfortunately she forgot her one rule and now she’s paying for it. One bad decision led her to the monstrous ‘Crocodile’ a mobster in New York who goes by the name Gold. Hope seems lost until she meets another person in this underworld, Killian Jones. Despite the place they find each other, a true love blossoms, and they manage to get away. But what will happen when Emma discovers who Killian really is? Will love prevail? Um, yeah, I’m writing this, so duh – it’s all love all the time. Fic features motorcycles, hot guys in leather cuts, and a bit of action/drama. Will end happily, and despite the first chapter, will be light on angst. Available on FanFiction Here and AO3 Here.

A/N: Hey everyone! Surprise! There’s a new fic I’m here to share with you all, and full disclosure, it is very different than my usual fare. You will be able to tell that from this first chapter, and for some of my readers it might be a bit too much. Not to worry, this is just a prologue of sorts, and next chapter will start in a brighter, more hopeful place (we will flash forward in time). Be advised that there is no graphic violence or anything like that, but the premise of this story involves Emma owing a debt to Gold (a mob boss in New York) that she has to pay. She’s working it off in a bar, but she’s not exactly free to go as she does. That’s a lot angstier of a situation than I ever like to deal with, so it’s temporary, but want to give you all the heads up just so you know. I suspect a lot of you will read this and think it’s not that bad, but I figure it’s best to give everyone the heads up. Anyway, I promise that this story will eventually be just as fluffy and feels-filled as my other stories, and I hope you’ll give it a try, even if you decide to skip this chapter and just join for the next. Also, just to shout out the excellent song that partially inspired this fic, you should all listen to the song ‘Collide’ by Tiana Major9 & EARTHGANG. It’s a really beautiful song, and I hope the fic can embody the feel of it as it continues to unfold. Thanks so much for reading, and hope you enjoy!

Maybe I’ll get lucky and everyone will forget I’m back here, Emma thought to herself as she counted up the bottles on the shelves, taking a quick inventory of what they had for the bar out front.

She also needed to keep this count to protect herself. She’d learned a few days into this gig that Gold’s men loved their liquor and they had a tendency to come back here and take it. Instead of letting them do that and then allowing her and her coworkers to take the blame, Emma came up with a system including locks on the door and an electronic documentation of what they had and when. There was no wifi hook up, obviously, as Gold made sure to keep a strict lock on their surroundings, but it did provide an timestamped trail that proved she was taking nothing from this place. Every night she cashed in her tips with Sydney, the bar’s ‘owner’ but really just Gold’s front man and lap dog, and she watched as the debt she owed grew smaller and smaller. In six more months she’d be free of this and she was doing anything and everything she could to shorten that time.

Thinking about her debt made a flare of anger rise in her belly. Truth was this wasn’t even her fucking debt, it was Lily’s, a woman Emma believed to be her friend. They’d met when they were still kids, both of them runaways, and though time had driven them apart, they reconnected when they realized they were both living in New York. Emma had managed to get steady, honest work and was doing her best to claw up from the nothing that she’d started with in life, and she thought Lily was doing the same. Boy had she been wrong.

It turned out that Lily didn’t pay her part of the rent with anything resembling clean money. She’d worked for Gold, and then she fucked him over and ran, leaving Emma none the wiser and thrust into the fallout of a crime she’d never committed. When that moment came Gold gave her two choices: pay off the money he was owed, or suffer a bit before accepting and still paying, but in a less desirable way. Emma chose the former, and she gave everything she had to the man, but it still wasn’t enough. Lily had managed to get off with almost 50k, and while that was chump change to Gold, it was more than double Emma’s savings. Still she’d promised to get him the money, to give him every paycheck she could, save for her rent and food expenses. But it didn’t satisfy the Crocodile, as people were prone to calling him. Gold decreed that she’d work in the bar and that was that. She’d also been ‘moved’ to one of the apartments above the place. But none of her actual belongings ever arrived. All she had was work uniforms and bare essentials. There was no TV, no phone, no nothing. She’d been graced with tattered linens, the most basic of household essentials (as in one plate, one fork, one of everything) and a bunch of dusty books on ranging topics left from tenants past. She also had a chip on her shoulder, created from the unjustness of this whole situation, pushing her to get out of this shit as fast as she could.

“Yo, Emma, you coming back at some point?” A voice asked from the doorway. It was one of her coworkers, a guy named August who she’d never had much to do with. He seemed pretty okay, but then again, he was here working for Gold and he didn’t even seem to have the whole debt-pay off factor going. That was a huge red flag, and one of the reasons Emma never trusted him much. “We got customers.”

“One minute,” she said, and waited until the door swung closed again. Knowing she was along she closed her eyes and took some steadying breaths, gearing up for what would no doubt be a terrible night.

It’s temporary. You just have a few more months. You’ve survived worse. You can survive this too.

When she felt strong enough to put her mask in place and face the raucous debauchery that awaited her outside, Emma squared her shoulders and headed out. Her eyes had to adjust quickly to the dimness of the lighting, and she took in the stronger scents of stale cigar smoke and piss that always clung to this place. No matter how much they cleaned after hours, there was no getting rid of the odor or the grime. This bar was better off burned to the ground and completely built over, but to the men who frequented it, this place was the closest thing they had to home. The Lair, as the neon sign outside advertised, was a total dive, and it was filled to the brim with low-rate mobsters and criminals.

This was one of those places that Hollywood constantly tried ripping off to no avail. In some ways it was completely corny and predictable, and so blatant in its criminal ties that it felt like a joke that everyone was in on. But the embellishments and adornments here were over the top and gaudy, too tacky even for a Las Vegas casino. Gold’s namesake was splashed everywhere, from the countertops to the barstools to the curtains on the back walls. When the finishing got gross and dirty, they’d be replaced, but the style was dated and straight out of the 70s. It was a mobster hideaway with no pretensions, and Emma always thought to herself that the cops should be busting in every night. This was an obvious den of misconduct, but no cops ever came. The reality was that Gold had half the police force in his pocket, and the other half were too scared to cross him for fear of what he’d bring down on them. Gold might be ridiculous and over the top, but he was powerful, and more than that he was smart, so smart Emma knew better than to ever try to run and think she could get away with it.

“Well, well, well. Ain’t you lookin good tonight, sweetheart?”

Emma fought the instinct to roll her eyes at the slurred and shouted words that crossed the bar top over to where she was standing. Two months into her captivity here, and Emma knew better than to let her baser instincts win out. Despite how gross this man was, and how underwhelming he was on any metric of attractiveness, Emma couldn’t cave to her want to blow him off. Doing so was a risk, and if she had any chance of surviving this hell hole, she could not afford to take those.

“What can I get you, Mr. Black?” Emma asked, ignoring the stench of sweat and booze that mingled with the man’s cheap aftershave. She looked at him for only a second before looking down again, knowing her best bet was to try and blend into the background and let these men set their sights on the women who actually wanted to be here.

“I’ll take a night in bed with you, darlin’.” Emma chocked down a gag but flashed an insincere smile as she shook her head.

“You know the rules, Black. I work for Gold in a strictly drink-serving capacity.”

“Damn waste if you ask me, putting talent like you up in the bar.”

A waste? Emma considered it a small miracle. Since the day that Gold’s men had swarmed her apartment with guns drawn, looking for Lily, Emma had been completely at the will of a monster. She knew from the second they apprehended her and brought her back here that she could be destined for anything. People talked about Gold in this city and there was no crime he was too good to partake in. He had brothels all over the place and a stake in the skin trade. He ran drugs and guns, made people disappear and black mailed anyone he could. He had no moral restrictions, and no love greater than the one had for money and control. He owned this city in almost every single way, and if he chose to, he could make her life even worse than it was now. So much worse. It sent a shiver up her spine to even contemplate some of the things she’d heard whispered about. But Gold, as dark and twisted as he was, did have a code, and he’d briefly explained it to her the night she was brought in.

“I’m a man who collects his debts, Miss Swan, but I am also a man who sees a whole story. You had nothing to do with Lily’s betrayal, I know this. You’re collateral damage, a source of collection through no fault of your own. The debt must be payed, but since you yourself have never wronged me, I’ll be good to you. You even think of crossing me, however, and you’ll live to regret it.”

Emma knew the truth when she heard it. Her gut was never wrong. Even with Lily, the problem wasn’t that Emma had missed her true colors, she’d just chosen to ignore the telltale signs of a problem person because she really had no other friends. She hoped that Lily may come around, that she’d get better and really try and make a go of things in an above board way, but with Gold there was no doubt as to the veracity of his threat. If he felt Emma was disloyal, he’d punish her, and if at the end of this there was any doubt that she’d turn on him, she would never be free. She had to be picture perfect in her actions. A pretty, polite prisoner who served their time and then kept silent. She was ready to do that, she just had to stick to her plan and keep her head up in the meantime.

As she made Mr. Black’s drink and got caught into the flow of the bar, serving men their beer and liquor until they all got drunk as hell, Emma counted down the seconds until the night would be over. She gathered her measly tips, and kept them guarded close, and she knew that tonight would be like every other. She was trapped here, in this darkness, destined to be unhappy but determined to survive. When she was free of this she’d go as far away from Gold’s hold as she could. She’d find a cabin somewhere, live a quiet kind of life, and she’d never put herself in this kind of position again. Her lesson had been learned – she could trust no one but herself, and though that was a totally lonely sensation, she had to try and accept it or risk hurting herself all over again down the line.

Suddenly, in the midst of the normal night’s activities, the front door blew open and Emma felt a tingling of anticipation when it did. She hadn’t looked in that direction all night long, never liking the people who would dare to enter here, but her instincts were screaming at her to turn around and look. She had no idea why, but when she obeyed the internal command, she was shocked into stillness, caught up in the sight of the man who’d just walked in.

Tall, dark, and fiercely handsome, this man was sin personified and so much better looking than the other thugs that came here every night. He didn’t look out of place though, aside from his attractiveness. The clothes he wore were made of leather and spoke to some dangerous intent. He made no show to hide the side arms he was carrying, one on his hip and one strapped across his chest, and the scowl on his face made him seem hard and unapproachable. For a moment, Emma had the chance to take him in, and despite the fierceness of his expression, she felt a flutter low in her stomach.

His chiseled jaw with the well-trimmed beard he had was hot, as was the symmetry of his features and the way his broad body clenched and she could see his muscles. But if someone were to ask her what stood out most about this mystery man it was his eyes. They were blue, like the ocean in places she’d only read about. They weren’t icy or cold, but warm somehow and so thoroughly enticing. She felt herself lost in them, and then he looked at her, their gazes connecting, and that sensation grew so much stronger. She felt a kind of pang echo through her ribcage the moment he took her in, and she watched as the hardness of his face shifted ever so slightly. It was a small tell, most people wouldn’t have noticed, but Emma did, and she knew that he felt this too. Whatever the hell this was – the man who’d just arrived was just as captive to it as she was.

“Ah, Captain, you’re here!” One of the regulars said, laughing and flailing about as only truly drunk men did. “Didn’t think we’d ever get you to The Lair. Thought you was too good for us.”

The man they called ‘Captain’ tore his gaze from Emma and moved over to the man who’d called him over. His stride was measured and almost graceful, and Emma couldn’t help but follow him with her eyes. This was so unlike her. She made it her business not to watch anyone too closely. The less she knew about what everyone was really up to the better, but she was intrigued by this newcomer in a way she’d never been before.

“Boss wants to see you, Alvin. Something about the McManus shipment.” Alvin blanched at the comment and swallowed harshly and Emma knew for certain that this man was in trouble with Gold. She didn’t have much sympathy for Alvin, and in fact most of her intention was focused on this stranger, who had the touch of an accent she couldn’t quite place. His voice was silky and low, tantalizing in a way, and she wanted to hear more of it. “Perhaps you’d like a drink for the road. Not sure when you’ll have the chance for another.”

“Bring them this,” Sydney said, materializing from nowhere next to Emma. She jumped at the unexpected intrusion into her thoughts, and looked at the two glasses.

“Is this rum?” she asked dumbly and Sydney nodded.

“The best. Captain likes the good stuff.”

“Right,” Emma said, moving over with the tray to the table where both men sat. When she got there, she was struck speechless again. Being so close to this man only added to the allure. He was even more interesting close up, and she lost her head a little bit at the sight of him, but tried to pull herself together as best he could. “Your drinks, gentlemen.”

Alvin took the drink and downed in, but the stranger took his time, glancing at her over the glass and nodding. He didn’t smile, but his eyes conveyed a warmth he’d shared with no one else here. “Thank you, love.”

Knowing she couldn’t linger, Emma moved back to the other tables, continuing her work, but when she noticed Alvin and the mysterious man standing up to go a few minutes later, she felt a dash of disappointment. He was leaving, and she didn’t even know his name.

Okay, seriously? What the hell Emma? He’s one of them. He works for Gold. You don’t care about him. You can’t care.

The voice in her head scolded her for her fanciful thinking and this completely mistimed attraction. It was so foolish to think of him as anything but a threat, but her heart lurched at the thought. She was overcome with these weird feelings. Being so drawn to a man so quickly had never been her style. Certainly not now when she was in survival mode. But as she turned around to fill a tray with empty glasses on one of the far tables, she felt a presence behind her. She whipped around too quickly, only to run into him, and if it hadn’t been for his steadying hands, one on her arm and the other on her tray, the glasses would have shattered.

“You all right, love?”

“Um,” she licked her lips as her eyes darted up to and she nodded once. “Yes. I’m fine.”

“Good. Just wanted to give you this,” he said, handing her a tip. It was generous. Like a couple hundred-dollar bills generous. It was way more than their drinks had been and way way more than she could ever accept. It felt wrong, but there was a part of her that was desperate to keep it. This would put her that much closer to freedom. It was almost a week she wouldn’t have to work. Still she pushed it back at him.

“I can’t. It’s too much.”

“It’s hardly enough,” he replied ardently and her brow furrowed as she looked at his face, the earnestness on it clear as day to her. “I know these men, love. There’s no way they give you what you’ve earned. Not tonight, not ever. So please, take it.”

“Okay,” she agreed after a moment’s hesitation, feeling gratified by the fact that she had earned this, even if he wasn’t the one who should have to pay. “Thanks…”

“Killian,” he filled in before she could decide to use the nickname that Alvin had called him by.

“Killian,” she repeated, tasting the name on her tongue and loving the way it felt as it passed through her lips. “I’m Emma, by the way.”

“Emma,” he replied with a grin that was there and gone so quickly she would have missed it as she blinked. As it was, she knew she saw it, and that look was even more breathtaking than the rest of him. No one had a right to be that sexy. No one. “Well, until next time, Emma.”

With that, he turned and walked away, cold and composed once more as he led Alvin out of the bar and headed off into the night. And though Emma knew very little about him, she had a feeling she’d just met someone very important. Through the mist of all the new emotions and excitement, she sensed, deep down, that this man – Killian – mattered, and that somehow, someway, their fates were intertwined, destined to lead them back to each other in one way or another.

Post-Note: So there we have it! This is a short glimpse into the fic, kind of like a prologue if you will. Next chapter will flash forward a bit, because this honestly was angsty enough for me to write. I do not want to dwell in the bad circumstances Emma finds herself in, and instead want to get us to a fluffier, if still a bit wilder place than I am used to. As the description says this will be an MC (motorcycle club) romance, and we’ll reveal how that will come to pass in the next few chapters. In the meantime, I would love to hear what you all think! This is a break away from my usual fare, and pretty much the opposite of the other fic I am currently writing, but I have wanted to write a story like this for a really long time. I’m eager to share the rest of this fic with you all, and hope you will join me on this fun new journey. Anyway, thanks for reading and hope you have a great rest of your day!

#captain swan #captain swan fic #captain swan au #cs fic #cs ff #cs fluff #cs angst #cs au #cs mc au #cs motorcycle club au #emma swan #killian jones #gold is a bad guy #the whole storybrooke gang #ouat au #when we collide #when we collide au

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motorcycleaccessories01 · 3 months ago

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Ride the Ducati Hypermotard 1100 Evo – Features & Top Speed

For riders who crave agility, attitude, and unfiltered performance, the Ducati Hypermotard 1100 Evo stands out as a raw, exhilarating machine that combines Ducati’s racing pedigree with supermoto flair. This bike captures the essence of urban hooliganism while still being capable of thrilling canyon runs and track sessions. Let's dive into what makes the Ducati Hypermotard 1100 Evo such a standout performer on two wheels.

The Heart of the Beast: Engine & Performance

At the core of the Ducati Hypermotard 1100 Evo lies a powerful, air-cooled 1078cc Desmodromic L-twin engine. Known for its punchy torque and linear power delivery, this motor delivers a visceral riding experience unmatched in its class. It produces 95 horsepower at 7500 rpm and 103 Nm of torque at 5750 rpm, which is more than enough to loft the front wheel with a flick of the wrist.

This version of the engine is 7 kg lighter than the previous Hypermotard 1100 model, thanks to a redesigned crankcase using Vacural® technology. The weight savings contribute significantly to the overall agility and handling of the bike.

Lightweight and Razor-Sharp Handling

The Ducati Hypermotard 1100 Evo weighs just 172 kg dry, which is impressive for a liter-class bike. With its slim profile, wide handlebars, and high seat height (845 mm), it invites riders to adopt an aggressive, attack-ready riding posture.

The bike uses a trellis frame made of tubular steel, which contributes to its precise handling. Combine this with fully adjustable Marzocchi front forks and a Sachs rear shock, and the suspension setup makes the Hypermotard 1100 Evo as comfortable on tight twisties as it is slicing through city traffic.

Braking Confidence

Braking is handled by high-spec Brembo components. Up front, the bike features twin 305 mm discs with radial-mount calipers, offering phenomenal stopping power with excellent feel and modulation. The rear brake is a 245 mm disc with a two-piston caliper, giving adequate support for rear-wheel steering or emergency stops.

Though the Ducati Hypermotard 1100 Evo doesn’t include ABS by default in the earlier models, the immense grip and quality of the braking system instill confidence even in high-pressure braking situations.

Striking Supermoto Styling

Stylistically, the Ducati Hypermotard 1100 Evo is a true head-turner. Its minimalist bodywork, motocross-style handguards, and high front fender hint at its supermoto roots. The twin under-seat exhausts give the rear a clean and aggressive look, while the minimalist headlamp adds to the lean, mean aesthetic.

The ergonomics are designed to encourage movement – whether you're hanging off in a corner or standing up during aggressive braking. The wide, flat seat and footpeg positioning offer great control and freedom of movement, key for riders looking to exploit the bike’s potential.

Electronics and Simplicity

Unlike many modern motorcycles that come packed with electronics, the Ducati Hypermotard 1100 Evo embraces simplicity. It forgoes ride modes, traction control, and ABS in favor of raw mechanical connection. While this may deter some, purists and experienced riders will appreciate the purity of the experience it delivers.

There is a digital instrument cluster that gives essential readouts like speed, rpm, trip meters, and fuel warning, but that’s about it. This is a bike that wants you to focus on the ride, not flicking through menus.

Top Speed and Real-World Performance

The Ducati Hypermotard 1100 Evo has an estimated top speed of 125 mph (201 km/h), which may not sound staggering compared to modern sportbikes. But the appeal of this motorcycle lies in its explosive low-to-midrange torque and nimble handling rather than high-speed cruising.

Most of its power is delivered low in the rev range, making it perfect for city riding, wheelies, and tight corner carving. The gearing is short and aggressive, which means acceleration is brisk and satisfying.

Everyday Usability

While the Ducati Hypermotard 1100 Evo is tuned for performance, it's surprisingly usable as a daily rider. The upright position and wide bars provide great visibility and leverage in traffic. However, its tall seat height and stiffer suspension may challenge shorter riders or those looking for comfort over long touring distances.

Fuel economy sits around 35-40 mpg (roughly 6.5–7.0 liters/100 km), which is decent considering its performance. Maintenance intervals are every 12,000 km for valve checks, which is reasonable by Ducati standards, though owning a Ducati still requires a bit more commitment than a Japanese bike.

Ownership Experience and Character

Owning the Ducati Hypermotard 1100 Evo is about more than just transportation – it’s about connection. The air-cooled engine has a unique pulse, a mechanical charisma that’s missing in many modern bikes. Riders who own this model often speak of the emotional connection they have with it.

The sound from the L-twin motor – especially with an aftermarket exhaust – is intoxicating. It growls and bellows with a tone that’s unmistakably Ducati.

Key Features at a Glance

1078cc air-cooled L-twin engine with Desmodromic valve actuation

95 hp and 103 Nm of torque

6-speed transmission with dry clutch (in some models)

Marzocchi 50 mm USD forks (fully adjustable)

Sachs monoshock rear suspension (fully adjustable)

Twin Brembo radial-mounted front brakes

17-inch lightweight wheels with Pirelli Diablo Rosso tires

Minimalist digital dash

Unique supermoto-inspired styling

Who Is the Ducati Hypermotard 1100 Evo For?

The Ducati Hypermotard 1100 Evo is ideal for riders who:

Prefer raw, mechanical motorcycles with minimal electronic aids

Love aggressive street riding or canyon carving

Want a lightweight, torquey bike with character

Are experienced enough to handle a performance-oriented machine

It’s not the best choice for long-distance touring or two-up comfort, but for the solo thrill-seeker who values a visceral connection to their machine, it’s hard to beat.

Conclusion

The Ducati Hypermotard 1100 Evo isn’t about lap times or top-end horsepower. It’s about fun, control, and a raw, untamed experience that’s becoming increasingly rare in today’s tech-heavy motorcycle landscape. With its aggressive design, punchy L-twin engine, and stripped-down electronics, it offers a riding experience that’s as thrilling as it is authentic.

Whether you're darting through city streets, carving up mountain passes, or just enjoying a blast on your favorite backroad, the Ducati Hypermotard 1100 Evo delivers an unforgettable ride. For those seeking a motorcycle with soul, performance, and attitude, the Ducati Hypermotard 1100 Evo is a machine worth considering—again and again.

#Ducati #Hypermotard1100Evo #DucatiHypermotard #Supermoto #MotorcycleLife #RideDucati #ItalianMotorcycles

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revreadsblog-blog · 5 years ago

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Royal Enfield Meteor 350

https://revreads.com/2020-royal-enfield-meteor-350/

From the past few years, Royal Enfield is evolving with its machines and want something that their machines can do a long journey without any hassle, fewer vibrations and something that rely on for a comfortable journey. Royal Enfiled already had Classics, Trails, Adventure Tourer, and 650 Twins with the parallel-twin engine. But the company is lagging in cruisers and less vibey engines with a capacity of 350cc. The company already has thunderbird 350 & 500cc. But these are somewhere lagging in terms of performance.

So, the company wants something that fits in this segment also like there other machines are the market’s finest competitors. This time Royal Enfiled comes with the Meteor 350cc with an all-new engine, instrument cluster and introducing navigation system to its machine.

Styling :

The perfect cruising machine when it comes for the cruise at some certain speed with sit low positioned seat height and relaxed position for a longer period. But round headlights, tank shape and some design element somewhat remind of thunderbird. But it makes up with the all-new seat, front wind-shield visor and switch gears U-shaped 10 spoke alloy wheels, LED DRL ring in the Halogen headlamp, backrest for the pillion which makes it premium.

There are three variants- the fireball, the steller and the supernova. The windshield is only available in the top variant and the backrest is available in top two variants.

Engine :

The Royal Enfield meteor gets an all-new engine powered with 349cc with fuel injection BS-6 compliant and produces 20.2 BHP at 6100 RPM and 27 nm of torque at 4000 RPM. The numbers are quiet decent enough, to be practicle these numbers are not too great and even are not class leading, but it can easily give you a better feel for day to day ride and occasional cruising.

But what we are expecting this time from Royal Enfield is refinement and we are happy to say that this engine is very much smoother and gets a very refined ride through out the ride.

The engine has linear power delivery with some peppy nature which helps in city conditions and also have a higher top-end and reaches very quickly at its peak when it compare with the thunderbird and classic.

Gearbox :

Like the engine, the gearbox is also new as-well and gear shift are also smooth. Gear ratio is somewhat on the taller side and doesn’t feel its stressed out even in the triple-digit. But the slipper clutch and sixth gear is also missing.

The output of this transmission is decent and get an efficiency of 35kmpl which lasts 525 km of range with the 15 litres of fuel tank capacity.

In conclusion, the all-new engine and transmission is the meteor 350 is a complete blend of refinement and peppier version of RE’s and making it’s one of the best motorcycles of Royal Enfields.

Instrument Cluster :

The cluster is very much clear and easy read for the rider. Cluster gets a gear positioning, fuel meter, 2 trip meters, clock and odometer in digital part and gets an analogue meter for the speedometer. And a basic telltale lights. The speedometer also has a reading in MPH format.

The second display consists the Royal Enfield’s new tripper navigation system which can connect with mobile phone via Bluetooth

But the worst part of the instrument cluster is the fuel indicator it gets confused all the time and does not show the proper fuel level until and unless the bike gets stable. Every time we have to calculate from the trip meter from the last fuel stop.

Tripper Navigation System, its the first attempt that Royal Enfield is doing something new with the electronics. The new tripper navigation system is powered by the Google maps which very simple to use and read and easily connects with via Bluetooth of mobile phone. It has all the necessary symbols shows while riding through merging traffic lanes.

The bike also has a dedicated USB slot for charging up devices On The Go.

Ergonomics And Suspension:

The ergonomics of the is pretty much familiar with its predecessor thunderbird. The riding posture is foot forward position with forwarding footpeg positioning. The riding position is relaxed sit back type the typical cruiser style.

The suspension of meteor 350 is using 41 mm front fork and 6-step adjustable twin shock setup at the rear. The rear suspension setup is slightly firm, could have been softer side, while the front suspension setup is on the softer side which leads in difficulty into the cornering at higher speeds.

Brakes and tyres :

The meteor gets the bigger 300 mm front disc at the front and bigger 270 mm rear disc. The brakes are having a good bite and ABS also performs very well. The bike gets a dual-channel ABS as standard which ensures that the rider has confidence over the bike in the panic situations. And wheelbase is also on the longer side that also helps in better stability of the bike.

The meteor 350 equipped with the Ceat rubber which gets 100/90–19 at the front and 140/70–17 at the rear. Its get a U-shaped machine cut alloy wheel setup which looks quite well with the overall fit and finish of the bike.

The final verdict: The Royal Enfield Meteor 350 (ex-showroom price is 190,500 Supernova variant) is not the cheapest bike. But when it comes to its predecessor thunderbird it gets an updated engine, brakes, smoother ride, better features, new instrument cluster, the most important the tripper navigation system which is power by the google maps, the more premium fit and finish. The bike gets a whole new experience with the older RE’s is somewhat justified to its price point.

It’s definitely the head turner in the traffic and people get more curious about the machine. But we Indian have a habit of comparing each and everything with its competitor. The Honda H’ness CB 350 is also a good bike and standing head to head with this baby.

#bikes #royal enfield #bike review

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ridingirlsblog · 5 years ago

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Photoshoot of the Week: April 27th-May 3rd 2020 - Ducati Monster 796 & Mrs Black Soul

Stopped since last March 13th, with the exception of the Research and Development Department activities, Ducati has finally got the engines back this week. A "gradual return to normal" which at the moment involves only a part of the workers destined for the production lines. First the workshop workers were back, then the engine assembly workers and, from 28th April, also the motorcycle assembly ones. For all other employees (such as designers, project managers and designers) the use of smartworking will remain mandatory, with access to the plant allowed only to those who have no physical way to carry out the activities remotely. In compliance with the safety protocols issued by the Italian Government, internal production has been completely reorganized, for example from an 8 hour shift to two 7 hour shifts to allow the minimum number of people to be inside the plant at the same time and, therefore, reduce possible contacts. Furthermore Ducati, thanks to an agreement between the unions and the employers, have established even stricter rules, such as the use of masks, regardless of the distance between workers. In total safety, the reopening of the production lines will allow Ducati to get back on track immediately: Ducati's aim is obviously to lower the negative effect of the production halt, unfortunately at the worst time of the year, given that Ducati has a large order portfolio and costumers are waiting for their bikes. Anyway, even if Ducati wouldn't have been able to manage this chrisis, awesome German bikergirl and "metalhead and Bike addict" Mrs Black Soul was already prepared to get back on tracks with her stylish, iconic and a little retro looking 2011 Ducati Monster 796, which she got last year. It won't be straight from the factory, nor full of up to date tech and besides storage and wind protection are minimal but that model is still a work of art in performance and efficiency (not including the manageability). Getting an used motorcycle is right now a really good choice, especially when industries are slowly starting out but we do need to speed up riding and moving around the city quickly, safely, without problems or parking or social distance. Believe me, Mrs Black Soul definitely knows what she is doing. As her Instagram account declares: "Working in the motorcycle industry, it‘s not just a hobby!" *** *** *** Ten years ago, in April 2010, Ducati unveiled its newest naked bike, the Monster 796, producing a factory-claimed 87 hp (65 kW). Before the 2011 Ducati Monster 796 was unveiled, the rift within the Monster lineup was considerable: the entry-level 696 served as a great advanced beginner bike, while the 1100 offered a considerably more ballsy option. Ducati's lineup sticked to a lightweight, performance-oriented theme, and the new Monster 796 adhered to the level of form and function we've come to expect from the Italian manufacturer. A steel trellis frame helps the naked middleweight achieve a dry weight of 368 pounds, and the air-cooled 803cc L-twin engine produces 87 horsepower at 8,250 rpm and 58 lb-ft of torque at 6,250 rpm, a gain of 7 hp and 7.4 lb-ft over the 696 model. Like the Monster 696, the 796 featured non-adjustable Showa 43mm inverted forks up front, while the rear monoshock by Sachs was preload and rebound adjustable. The Monster 796 incorporated a wet, hydraulically actuated clutch with an APTC slipper unit (a la Hypermotard 796), and unlike the littlest Monster, the 796's swingarm was a slick, single-sided design. As with the Monster 1100, the 796 received aluminum tapered handlebars and Pirelli Diablo Rosso tires; the wheels and tires were identical to the big bore Monster's, apart from their black finish with short section pinstriping. Dual-disc, 4-piston Brembos were found up front, with a 2-piston disc at the rear. The Monster 796's ergonomic triangle was been revised for greater comfort: the handlebar was .79 inches taller, the saddle had been re-shaped for greater comfort (and sits .39 inches lower than the 1100's), and 4-point adjustable hand levers had also been incorporated. Thanks to the re-contoured seat and slightly revised ergonomics, the Ducati Monster 796 naked middleweight feeled noticeably more comfortable than its predecessors. The single-sided swingarm's design moved the seat .2 inches higher than the Monster 696's (to an altitude of 31.5 inches), and that repositioning might deter those of shorter stature. But the added clearance benefited the bike's handling, especially when it came to canyon carving. Though it was still got a sporty, arms forward posture, the comfier seat resulted in a less intimate relationship to the tank, reducing sensations of between-the-legs claustrophobia. The Monster 796's gruntier engine and single-sided swingarm were notably more lust-inspiring than what the 696 had to offer, and with a price difference of only $1,000, those two distinctions cannibalized sales from the smaller-engined stablemate. That said, the 796 still now hones in on the qualities many riding enthusiasts are looking for in a naked middleweight: a quick, nimble, reasonably comfortable, and appropriately priced ride with loads of personality. The 796 was replaced by the Monster 821 in mid 2014, equipped with the 821 cc Testastretta from the hyper line, and incorporating the same electronics suite as the monster 1200 #bikergirl #Monster821 #ducatiobsession #ducatilife #motorcycle #ducatista #ducatinsta #superbikes #ducativ4 #ducatimonster821 #ducatiSuperSport #ridefast #bikeracing #motosports #motolife #fastbikes #RidinGirlsBlog #racing #motorbike #bikersofinstagram #bikerfamily #biketouring #riderich #girlsonbikes #hjc #sportbike #sexybiker #bikerchick #bikerlady #desmo #speed #roadracing #ridingsexy #superbike #motard #ducaticorse #motorrad #ducati #motogp #moto #helmetporn #ducatimonster #ducatiracing #stuttgart #monster696 #monster796 #v4

Home sweet home *** Visualizza questo post su Instagram Wenn man merkt dass man fotografiert wird... Eigentlich mag ich keine Selbstporträts von mir, aber das mag ich irgendwie total - weil ich in diesem Moment sehr happy war und es sehr authentisch und nicht gestellt rüberkommt - echte Emotionen Wie sieht’s bei euch aus? #schnappschuss : @limithunter_01 ➖➖➖➖➖➖➖➖➖➖➖➖➖ *Werbung/Advertisement #ducati #ducatimonster #ducatimonster796 #motorcycle #sportbikeaddicts #bikergirl #bikergirlsofinstagram Un post condiviso da @ mrsblacksoul in data: 19 Set 2019 alle ore 11:35 PDT Read the full article

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