Operation Pdf Manual

sport is a word that’s affixed to a number of unlikely iron, above all on the planet of SUVs. however the cutting-edge Sante Fe game may be necessary of the designation. standpoint: This Hyundai comes in two sizes, the 2-row, five-passenger sport and the three-row, seven-seat model, which is badged effortlessly Santa Fe. riding a 106.three-inch wheelbase, the game is, predictably, lighter and handier than its better cousin, which has 3.9 additional inches between its axles.

Hyundai Santa Fe

nonetheless, the word “lighter” deserves an asterisk. Hyundai lists curb weight for this distinctive Santa Fe as 3706 pounds, not too porky for an all-wheel-drive crossover on this class. nonetheless, our scan unit weighed in at a as a substitute pudgy 4021, in part thanks to a colossal load of optional aspects. Mass, of direction, is the implacable foe of performance, but the Santa Fe surprised us with a zero-to-60-mph dash of 6.6 seconds.

That’s lovely nearly tops in this type, a tribute to the vigour traits of the optional 2.0-liter faster. At 264 horsepower and 269 lb-toes of torque, its output is potent via compact-SUV standards. however its loveliest virtue is midrange response. The turbocharger comes on-line nearly instantly, supplying a dependancy-forming surge, and if the six-pace computerized isn’t exceptionally pleasant in guide mode, its programming makes it intuitively responsive when it’s working in full automatic. gas economic climate for the 2.0T is so-so by way of category standards at 18 mpg metropolis and 24 freeway, per the EPA. We averaged 18 mpg in blended driving.

Hyundai Santa Fe 2016

surprisingly Nimble

It’s perpetually easier to experience a auto that’s faster than most of its ilk, but it’s simpler still when its responses aren’t paying homage to a dinghy struggling by means of a riptide. Hyundai has made a number of delicate tweaks to the Santa Fe’s suspension for 2015 firmer bushings, revised rear geometry that lend a bit more urgency to its zigs and zags. The chassis staff also improved the electrical vigor steering procedure with a brand new microprocessor that lends somewhat more sense of connection when the driving force switches to the game surroundings of the application. The ratio might be just a little quicker—it’s three turns lock-to-lock—but its accuracy stacks up good versus competing crossovers.

Downsides? The damping would benefit from some awareness, as a bit of more compliance would be important on lumpy pavement and limited-access highway enlargement joints. Braking performance is reliable at 168 feet from 70 to zero mph, albeit with recommendations of fade after repeated stops. however both braking and grip would toughen with a extra aggressive tire than the all-season rubber worn through our experiment instance. then again, the 235/fifty five-19 Continental CrossContact LX physical games made the most of the Santa Fe’s all-wheel-pressure process and were remarkably potent for the duration of a Michigan snow fall that put many SUVs into the ditch (and in addition saved us off of our scan-track skidpad).

back to that “sport” label. Does the Santa Fe measure up to the unerring footwork of the Mazda CX-5? now not really, however the big difference isn’t large, and the Santa Fe is faster. on this teeming section, the Santa Fe displays more activity than most, and it doesn’t give away much, if some thing, on the total agility index.

Hyundai loved ones worth

ordinary of Hyundai, the Santa Fe presents good price for the money, offered the purchaser workout routines some restraint. A general front-pressure Santa Fe, with the naturally aspirated 2.4-liter four, starts at $25,825. Base rate for a 2.0T with AWD is $33,875, which includes numerous cool common facets a vigour rear liftgate, leather, heated entrance seats, electroluminescent gauges, and driver-selectable steering modes among them. to not point out good-looking inside decor and tons of inside quantity sufficient to swallow a snow blower, most important throughout an higher-Midwest wintry weather. Our Santa Fe was prepared with the superb package deal, which introduced, amongst different goodies, 19-inch aluminum wheels, navigation with an eight.0-inch contact reveal, a panoramic sunroof, a 12-spreaker Infinity audio process, ventilated entrance seats, heated rear seats, and a heated guidance wheel, which is as welcome to cold-climate dwellers as heated seats. The package additionally delivered $4350 to the bottom line, and at $38,350, it’s a bit more difficult to perceive the Santa Fe as a discount. but it surely’s still easy to perceive it as one of the crucial extra desirable entries in the compact-crossover derby.

All fanatics of carbon-fiber-intensive electric automobiles: The BMW i3 now can be had with an electrically powered sunroof. until now, U.S.-market i3s were unavailable with glass in their roofs, at the same time as abroad types had furnished one on the grounds that the automobile’s 2013 debut. The 2016 i3 Shadow recreation edition comes with a traditional power-tilting sunroof; inside, occupants see two separate panels with character colours.

The $48,395 sticky label brings never-before-noticeable Fluid Black paint with vibrant blue highlights for the dark gray fabric seats. It’s part of a new top-stage trim line referred to as Deka World (over the bottom Mega, mid-stage Giga, and Tera). a brand new activity-tuned suspension is yet another Shadow sport goodie, even though BMW didn’t specify the alterations, or if the Deka World trim could be provided in non-distinctive-version i3s. The 19-inch 10-spoke wheels are the identical as geared up to Tera examples, even as there's a plaque within to commemorate the automobile’s quick run.the opposite, non-sunroofed i3 units haven’t transformed in fee or equipment for 2016. Base costs begin at $43,395 for the battery variation with an EPA-estimated 81-mile range, or from $47,245 for the gas-powered variety Extender mannequin with 150 miles of complete variety.

Duel Honda CBR650F vs Kawasaki ER-6F. Two Japanesse giant motor manufacture is fighting, There are running: two 650s from the Far East. The Honda CBR650F with inline four-cylinder Kawasaki ER-6f series Twin. At first glance, may not be evident, but now both go as entry-mopeds by. Both know how to inspire and advanced - each in their own way. Honda CBR650F performs under the name Super athletes. In our view, the CBR them quite a bit away. Sports tourer with emphasis on sport meets the matter somewhat more. Kawasaki speaks of super athletes and sportsmen. From the perspective of the Greens ER-6f is the latter. Again, we depend generous off the label Sports Tourer. The Honda is closer to the sport than the Kawa at first glance. At the fork stub mounted and installed at the rear footpegs are purebred sociality-quencher. The seating position is, however, much more relaxed than expected. Of course you lean to the handlebars forward, the footrests are positioned slightly further back. But overall sporty and relaxed. More relaxed, it goes up to the ER-6f. The handlebar is naturally higher mounted footpegs are ahead. Just a bit more relaxed and noticeably more compact in size. 

In general, the CBR650F as more motorbike and a piece acts valent. The spindly, matt black handlebar Kawasaki sees cheaper than the massive crown of Honda. This is continued in the instruments. The Honda wide cockpit, the kava with a narrow central instrument. Gives himself in the function nix, the perception tends but at CBR. The list can be continued arbitrary: if swingarm, footpegs, manifolds and exhaust. The Kawasaki acts functional, Honda dibasic. Really amazing that both is exactly similar weight: 211 kilos fully fueled. Here one would have expected a clear predominance on the part of Honda. It has wound up in price. 8.290 Euro demands of the Honda dealer. The colleague calls for the ER-6f only 6,895 euros, almost 1,400 euros less. Where the stick we have already explained.

The differences are in the drive on. The ER6-f is known to be very good standing in the chuck series Twin 649 cubic and very lively 72 horses. Honda distributed as many cubic on 4 cylinders in line. The peak power is considerably higher at 87, but the Honda and 2,500 more turns more need for it in comparison to the Kawa. Which comes from 8,500 rpm, the Honda cracks with 11,000 loose the five-figure range. And here lies the big difference: the ER6-f has noticeably more power at low speeds, occurs in everyday life considerably more agile. Honda has indeed been eliminated from the CBR650F favor more NM at low speeds at peak performance, the predecessor CBR600F had at least 19 more horses. With the ER-6 they can not keep still. Only from 5,500 rpm to sequentially four felt coals after, catching up on the Kawa shortly thereafter to pull over. Who now believes the CBR sniffs the Kawa just so on, must be disappointed tart. On narrow and winding roads strong starting count just over revving. So ultimately a stalemate. Only on a long straight line, the Honda unscrew the corridors and the ER-6 behind. However, depend not. Common to both is the rather expansive nature of the mechanism. Vibrations are here because as a topic unpleasant but at no. The switch boxes work just as well gleichweg.

 

Enough theory, off we go to the home track. The Kawa loved the first meter. Sympathetic muttering, bustling, lively - simply gorgeous. Correct the cuddly little one. Sympathy bonus from the first meter. He makes life easy but also terrible. In heavy rush hour traffic it incredibly easy to meander through the sheet metal madness, upright posture always ensures the necessary views for the necessary foresight. And behind the sign, the ER-6f plays the card handling times from so right. Extremely handy ultra-light steering behavior it falls from a slope to the next. Quite simply and without being nervous or shaky. The starter is pleased with so much kindness, the advanced on the lookout for the next big bike for pleasure circuits to drive it. The chassis puts it away a lot, with a lively sometime the term comes to mind here. For the Kawasaki is simply too weak attenuated. In case of strong acceleration and braking maneuvers the spring work finally begins to pump. Not dangerous, but still disturbing.The Honda is by no means complicated motorbike, but the open-minded nature of the ER-6 does not. 

 

 

He is distant and reserved. In the city the sportier riding position calls her attribute, followed by the CBR650F somewhat stiffly Kawasaki. Sits down beyond the city limits, this continued for the time being. The Honda goes wonderfully simple, against the weasel named ER-6f he has to handle compared chance. BUT: in terms of stability and precision it is a whole class about the Kawa. The CBR650F is very stable and firmly on the road, draws a precise and pulls the chosen line as the cord is pulled down. The flat handlebars conveys a more direct feel for the front wheel and provides better feedback. The spring elements are more subdued and provide noticeably more road contact. The comfort is not short. In conjunction with the overall relaxed sitting position everyone's got immediately with the CBR. Also, because the Honda saves a bitchy. If the selected gear too big, but he pulls slowly through without stuttering or other discomforts. Is not really the chosen line, it follows obediently the necessary correction. However, the more experienced rider just have fun with it, because there where the ER-6f waves the white flag, the CBR650F turns it up after. If you want the Honda blame something, then their total something staid appearance. Everything works great, is almost perfect. However, one misses the kumpeligen the character conveys the Kawasaki.

Yamaha R1 Test and R1M 2015. 

 

 

The all new Yamaha sportbike arrived at this point in the French concessions. But it is on the other side of the world, Australia, discovered that Moto-Net.Com Superbike 2015 Iwata, in both versions R1 and R1M. Track!

R1 and R1M 2015: availability, colors and prices

YZF-R1:

Availability: now in Yamaha network

Colours: Blue "Race Blu" or red "Racing"

Price: € 18,499

YZF-R1M:

Availability: sold out in France (just over 100)

Color: Carbon "Silver Blu"

Price: € 22,999

Passed to electronic fuel injection in 2002 (with a gain of 2 horses the way), renewed and recognizable by its dual pot under the seat in 2004 (172 hp according to the manufacturer sheet), equipped with 4-valves, the variable admission, ride-by-wire and slipper clutch 2007 (180 hp), the R1 was different again from the rest of the production in 2009 by integrating the Crossplane timing of the M1.

In addition to this first full test of the new Yamaha YZF-R1 and R1M 2015 also discover our test video! But successive arrivals on the market - and routes - more nimble bikes, more powerful and / or more sophisticated (Aprilia RSV4, BMW S1000RR and Kawasaki ZX-10R, in particular) have wronged the YZF-R1. .. The Blues had to react! So that in 2012 Yamaha made us Valence his "new" R1, a simple evolution of the 2009 model features a unique traction control (read our MNC test R1 2012: no revolution in R), the Iwata engineers remained secretly laid the foundation for their next Superbike, one that would allow them to return to the forefront!

"The creation of this new bike has asked us three years," explains Moto-Net.Com Leon Oosterhof, head of Supersport Yamaha products. "Our reference model was our then engaged in MotoGP prototype M1 2012".

The famous No. 46 has also contributed to the development of the 2015 R1, while the No. 99 remained much more remote ... "Valentino well be gone two years (Ducati in 2011 and 2012, Ed), it was he who had validated rigging Crossplane during the 2003-2004 offseason, "attempts to justify our interlocutor without mentioning the character more" bankable "in Italian in front of his Spanish team-mateYamaha therefore should not forget that it was through Rossi - Burgess and his men - the M1 finally achieve his goal, his "Mission 1" win the title in the premier class of Grand Prix Motorcycle. . Who better than Vale could therefore help the Japanese manufacturer to produce the best Superbike?

Finally, the good care provided by "The Doctor" - a little - and Japanese engineers - especially! - Seem to have borne fruit. On paper, while the R1 showed last year rather modest features for Superbike (182 horses to 206 kg), the 2015 version shows more sharpened! Parties virtually from scratch (see our Technical Point page 4), the Blues this year give us a sports whose "CP4" 200 horsepower without the forced air intake and the weight is fully fueled limit of 199 kg.

Only the maximum torque value is lower: 112.4 Nm to 11 500 rev / min on the new generation R1 against 115.5 Nm at 10,000 rev / min on the old. However, the track cyclists, which represent the core target of this machine approved for the road but for the track, do not complain to. For their bike again reaches the top of the hierarchy of Superbike, Hideki Fujiwara (Project Leader) and his team also worked on electronics, became a key factor in the design of a - very - good sports bike .

"The use of electronic control systems from the MotoGP materializes a significant advance in the Superbike machine design," said Yamaha before certifying that "the new YZF-R1 also differs from its competitors because of this."

Ride-by-wire (YCCT), variable intake (YCCI) engine maps (PWR), traction control (TCS), assistance system from (LCS), Quickshift (QCS) acronyms vary from manufacturer to another, but the principles are well known bikers "sports". However, it must be recognized that R1 is different in some points.

"With the first inertial sensor (IMU, Inertial Measurement Unit) in six unique axes on a production motorcycle, the R1 introduces a new digital era", insist the Japanese (note in passing that this instrument under the buttocks of the driver and the battery must in no case be moved, under penalty of being ineffective!).

The patented drift particular (nicknamed SCS for Slide Control System) aims to be more efficient than its own TCS - although the latter now takes into account the angle of the bike - and other embedded system over its rivals. Not content to prevent "Highsides" it would allow the driver to gently slide the back. Similarly, anticabrage (LIF) aims thinner in the management of the reacceleration wheelies. If this is correct, the Yamaha would have a valuable asset deal with certain machines in the sometimes brutal competition in their interventions.

"For the first time, everyone can benefit from technology previously reserved for factory riders like Valentino Rossi and Jorge Lorenzo, riding on their YZR-M1," sums up the manufacturer ... that went a bit further!

At the braking effect, R1 innovates carrying a full ABS automatically pair the rear brake front brake and moderates the power of the single rear brake curve, to avoid "lowsides" this time. If the Super Ténéré already had an ABS-UBS, this is a first on a Yamaha sport. Similarly, the special version R1M (read our MNC Introducing the Yamaha YZF-R1), the Kayaba suspension of R1 "full stop" giving way to a Öhlins together "ERS" (Electronic Suspension Racing) including hydropower is electronically from being automatically or manually at the pilot.

Banned in WSBK in the Superbike class, this configuration is allowed in Superstock 1000: we can not wait to see what our countrymen Florian Marino (Team MRS) and Jeremy Guarnoni (Team Trasimeno) will realize the handlebars of their R1M this season (read MNC 20 January 2015: Yamaha R1 2015 running with Marino and Guarnoni in STK1000).

To see R1 challenge its competitors at the highest level - in SBK, so - will have to wait a little year. In front of the camera Moto-Net.Com Alexander Kowalski explains that Yamaha did not want to rush her - great! - Return to Superbike. However, on the commercial side, the R1 flows into the competition at this month. The fight promises to be intense as sales volumes on the hypersportive the niche are extremely low in France and other enticing new land along with the competition (Aprilia, BMW, Ducati).

At first glance, however, it appears that the Yamaha has a trump card: his mug! R1 is indeed the only "Superbike" market to resume prototype features its brand started in Grand Prix. And even if its more open fairing or perforated backsplash differ from the M1, it is hard not to fall in love. Particularly vicious cunning, the Blues have also mounted box factory MotoGP team - that of Rossi and Lorenzo! - In the pits of the Eastern Creek in Australia, site of the world presentation of the new Yamaha. Duplicate (R1 and R1M) are exposed, surrounded by panels on which enthroned the most beautiful parts of the 2015 new: the "CP4" of course, but also the fully polished tank, large air box, the Kayaba fork beautiful, tiny LED lights, the extremely light aluminum fasteners, lighter magnesium oil pan again, etc.

Moto-Net.Com vain delve into every corner, something is missing ... or rather someone,? "Pardon Mr Yamaha, but your developer" Valentino "is not Not bad, we would liked to ask him some questions about the R1 and ask for some advice on which paths to follow ... "So it's no Rossi - but with the Yamaha test riders - Moto-Net.Com that took to the track. To allow us to glimpse the potential of its new sports, Yamaha has scheduled five 20-minute sessions on the Australian circuit (4.5 km happiness!). A short tour of R1, anyone? Saddle up!

BMW R 9T Modification - Motorcycles Modification gives its interpretation of the BMW R nine T. Parisian trainers workshop Motorcycles Modification opened earlier this year in the 15th district (read our MNC Report February 28, 2014 and our video interview) just delivered their interpretation of nine R T, motorcycle neo retro designed from the BMW to promote its personalization (read our MNC test of 17 March 2014, our Video MNC and MNC our Comparison facing the Bonneville T100 and CB1100 EX).

Preparations based on nine R T. The BMW R nine T, designed from the outset to promote its personalization, has already inspired many trainers around the world, among which:

4 Japanese preparations: Clubman Racer Motorcycle Hide Boxer, Cyclone and Highway Fighter

Gant Rugger: Brooklyn Scrambler

BMW SoulFuel Project: Urban Motor, Roland Sands, El Solitario, Blitz Motorcycles and UUC

"Many have already embarked on customizing or preparation of the BMW R Nine-T (see box below against Ed), it was time for us to offer our own vision of the Nine-T in a distinguished dress and retro" says Modification Motorcycles.

"Franck came to meet us as he had just signed his order BMW to introduce his desires and we concrétisions his project," says Raphael Bougeot responsible for Modification Motorcycles.

BMW R nine T Gold. For an additional cost of "€ 5,000 tax (40 hours in the workshop, besides the upstream graphic design)", the customer arrived riding a nine-R T full stock and no options to € 15,000, that he wanted to make "different and more" old "at the beginning", will start with a motorcycle "of its own" R nine T Gold.

Motorcycles Modification gives its interpretation of the BMW R nine T. The preparers team decided to remove all gross plastic parts and replace them with metal or paint to make the bike "more rewarding." And "stand out from the black and gray preparations that bloom on our roads", they chose him a golden hue!

The bike has to graft a rear fender aluminum with a round fire Easyriders, while the rear turn signals, also of metal, were directly bolted to the frame to "give an impression of compactness to the whole." At the front, plastic flashing were replaced with LED indicators mounted on the fork tube so as to pass almost unnoticed, but "they are very functional and visible to road users," says the designer.

Saddle side, the original model was retained but covered in black leather with nubuck edging and a diamond pattern on the handles reminded coatings.

For painting, "a huge work has been done on this bike," said the team used several processes and different textures: glossy black epoxy for rocker cover, black satin for the headlight and cache forced admission, satin black ceramic to the exhaust, black liquid gold glitter paint for plastic body parts (counter entourage, side covers, rear loop molding, mudguards). An "exclusive color" was used for the tank, with a "deep and glittery gold anodizing reminiscent of the fork."

As for the cockpit, it has been reworked to ensure consistency with the rest of the project: the handle has been replaced with a black satin LSL element, the original two mirrors Vegas by a tiny black anodized aluminum, complemented by black Biltwell handle covers for grip and comfort.

Finally, the original wheels were retained but dismissed from their original Metzeler the benefit of Dunlop Sportmax Mutant Rain (Supermotard rain tires) "on light sculpture, ensuring a more vintage look in their design."

The transformations of the BMW R T by nine Modification Motorcycles

LED indicators on Truwrapz fork tubes

Unique shade tank painting "Golden MM" gold glittery gold

LSL Superbike Handlebar 28.6mm Black

Handle covers black Biltwell Thruster

Black Mirror Handlebar Vegas

Rear fender LSL 180mm

Taillight Classic Black

Rear indicators Mini Deuce Black

Leather upholstery tailored black diamonds and nubuck edging

Black Velvet ceramic treatment of Akrapovic exhaust system

Epoxy black on rocker, headlight metal side panels

Black sequined gold paint fenders, counters entourage, plastic covers

Air Filter K & N in the original airbox

Dunlop Sportmax Mutant Rain

Reviw For Crossrunner Vs MT-09 Tracer: David against Goliath Duel. In 2015, the two manufacturers Honda and Yamaha motorcycles Japanese compete in the segment of 'sporting road trail tends GT'. That the Crossrunner VFR800X or MT-09 Tracer fate winner of this new MNC duel? On your marks, get set. The weight of the motorcycle, the clash of philos... Damn. The confrontation between the Crossrunner and Tracer would it be folded in advance? This is the question that the testers Moto-Net.Com suddenly pose seeing the humble Honda Yamaha during times of tests launched in the first kilometers of driving. 

However, this essential test can brush the contours of this new duel. Although Tracer is clamped to 106 hp (Yamaha Motor France we have ga-ti-ran!), Or the power "full" of Crossrunner (in France as elsewhere), a difference in size or weight rather separate Honda and Yamaha. According to the balance of manufacturers, the difference between the two bikes came indeed to 32 kg fully fueled. By taking possession of motorcycles Moreover, this gap was obvious on the data sheets (see last page) captures the rest of the body: arms, back and legs are better utilized to move the Honda!

The MT-09 "David" Tracer is much easier to handle than the engine off VFR800X is the "Goliath" Crossrunner. During photo shoots "static", MNC therefore moves more readily around the Yamaha Honda Conversely, despite the higher turning radius of the Yam '(30 cm longer).

This striking difference in weight from the same design of the two motorcycles. Indeed, the Tracer is an extrapolation of the recent and original MT-09, Supermoto and superlight roadster Yamaha weighs 191 kg fully fueled with ABS. In its variation - very well - equipped for the road, the Tracer is heavier than 19 kg, a total of 210 kg "TPF".

In contrast the Crossrunner comes from a prestigious and long road Dynasty sportivo-GT. Update last year, sculptural and imposing VFR800F (announced at 239 kg TPF) is in direct line with VFR800F "i" appeared in century - millennium! - Last. In this second enhanced version "VFR800X", Honda reached the impressive value of 242 kg.

From a mechanical point of view, the two frames are also distinguished very clearly. We recognize the Crossrunner part double perimeter beam and the single-sided swingarm and features maousses VFR, and the simple telescopic fork (read: not inverted) and the latest 782 cc V4 (read our technical point of Honda Crossrunner 2015).

The Tracer exposes his side a solid inverted fork - our golden colors matt gray - on which are mounted calipers to the purest style Yamaha. These are the most charming Tokico calipers Honda flanked by large reflectors: US standard is effective for Reds, even in Europe. Thus, the purpose of the flashing LED Crossrunner double as night lights.

On the Plot course, there is the 3-cylinder MT-09. The only change made to this engine has just celebrated its first anniversary concerns injection: far from perfect on the first version, it was reviewed in 2015 (see our Technical Point of Yamaha MT-09 Tracer)

The Tracer, which takes 70% of the MT-09 "full stop", has its own reinforced subframe and extended to improve its road services. It also has a larger tank (18 liters against 14 of the roadster) and a semi-fairing extended by prominent hand guards.

Both bikes also differ by their looks. Inspired by the latest VFR800F, the shape of the Crossrunner 2015 is less clumsy than its predecessor. The new VFR800X (we) also appears more elegant than the Plot, with its optical X, hollow beak - convenient for out of quicksand? - Skin and flat surfaces.

Honda fairings flanks housing no longer radiators, they adopt a more dynamic form, but are at the same time appear thick weld the aluminum frame rails. That of the Yamaha is much cleaner ... Now facing the road, radiators V4 receive protection grids, the lowest of which is full in its center to withstand gravel projections. Well done!

Placed on either side of the collectors, the half-hooves shall not prevail against the other hand the "projection" of the base engine of the Honda against a sidewalk. MNC, however, that the ground clearance is passed over the Crossrunner 140 mm in 2011 to 165 mm in 2015, against a feeble 135 mm on the Tracer, devoid of any shoe, even decorative.

At pots also, both bikes are greatly out: pretend borrowed from a NC750 - as the imposing bib and brake light - the escape of any VFR800X looks good compared to the tiny - very cute - Mufflers the Plot nestled in the swingarm.

In appearance very "rough around the edges," especially in his gray which amplifies his side "Dark Side" touted by Yamaha MT-09 Tracer also comes in a red warm or "Race Blu" too cold that hypnotic. The Crosstourer offers a similar palette: black, red or white.

So very different philosophies, the two machines nevertheless a common goal: to satisfy the greatest possible bikers ... To face the hops and hassles of everyday life as well as the long journeys, their builders so have the instrumentation with particular complete.

In short (read our practical aspects and equipment for extended edition), no information is lacking on both machines. The new Honda instrumentation on black background provides a strong contrast that makes the display easy to read, even when the sun is right into it. Successful.

Larger, double slab of Tracer yet we prefer because the display airier it. In addition, the right part that displays multiple series of three additional data 'and configurable!), Is directly controlled via the left stalk. The Crossrunner, she offers only two buttons ... the dashboard.

The new owner of the Plot must just be careful during the first few uses, not to confuse the "Info" buttons with the headlight: MNC was unintentional calls a beacon for some road users. Fortunately, none were misinterpreted.

On the Honda, we will take care not to untimely honk addressing junction or roundabout since Japanese engineers found good reverse - from the rest of the production current motorbike - flashing commands and horn ...

Yamaha for once, the French riders who do not limit the use of their motorcycle "leisure" but also working for the "moto-work-sleep" certainly appreciate that the control warning - a little hard to fetch the tip of the thumb - exchange places with the engine mapping modes, more accessible and less often used.

The ride bikes so made, Moto-Net.Com enjoys the snow falls more to resettle the handlebars of both bikes. The sky cleared, the sun reappears, but the temperature remains desperately low: 4 ° C at the foot of MNC Parisian Building ... and even less as we approach Provins destination of our little winter trip.

Neither Kawasaki or Honda seek such vibrating the fiber "adventurer" via baroudeuses versions of their Versys 650 or NC750X. As for Yamaha XT660R aging certainly still holds the "field", but its single-cylinder automatically reduces its versatility. This disaffection of the genre is unfortunate, as the mid-displacement trails are relevant for contemplating venturing occasionally on a conveyor path, whether for a taste of enduro "light" or to enjoy a remote point of view by road. More obvious on earth as heavy maxi-trails (now road on stilts), the "mid-size" also compare favorably on the steps (car) traffic, except during duo raises - requires less power. 

With their wire wheels and their adventurous motorcycle equipment, the new Triumph Tiger 800 XCX and Suzuki V-Strom 650 XT hear outside the box of the mid-size category trails. A relevant bet? Duel. If all or most maxi-trails have their variation - a little - oriented motocross (Caponord Rally, 1190 Adventure R, R1200GS Adventure, Super Ténéré World Crosser, etc.), the supply of intermediate capacity - from 600 to 800cc - limited to rare European models such as F800 GS Adventure and Tiger 800 XC and even more rare trails "mid-size" Japanese. 

On paper, they are therefore versatility of monsters, formidable on all kinds of roads (especially the bumpy) and able to cut through the fields. Attractive, right? A priori not enough - commercially speaking - as only two manufacturers animate this niche in 2015 Triumph Tiger 800 XC with her and with his Suzuki V-Strom 650 XT. Two freshly landed new concessions and opposite in stride by MNC! The jaws of employment. On this kind of motorcycles, the image takes on an important aspect. These trails should evoke adventure, open spaces, paths goats raised again when the road ends ... And no matter if you will escape rather imagined company: drunkenness sometimes feels by just touching the bottle ... hence the interest in the appearance of that bottle! In this area, the Tiger XC takes advantage of the V-Strom 650 XT with its front rim radiated by 21 inches (19 on Suzuki) and White Power suspension (WP) with generous clearances of 220 mm to front and 215 mm behind. 70 and 46 mm of additional ébattement as the V-Strom XT (150 and 169 mm), exactly the same as the standard version in terms of depreciation. Too Bad. The robustness generated by the steel tubular frame of the English, her braided brake hoses and qualitative stainless steel screws also in its favor. Like its stable side stand and easy to fold (despite the absence of ergot), its notched brake pedal and numerous protections (fork, radiator, low engine, etc.). 

Well done also in removable rubber feet (without tools) installed between the notches footrest (see picture below), a trick to combine comfort and road adhesion in TT. However bad point about the absence in series of the center stand, bullet-hands, heated grips and protective bars around the 3-cylinder 800cc. A choice criticized saw the direction and rate of the Tiger XC (€ 11,290), although its rich technological content - ride-by-wire throttle, ABS and defeatable traction control, 12 V, comprehensive trip computer - largely offset these shortcomings (see our table "practical Aspects" on page 3). To enjoy series of the above facilities - and a solid shoe aluminum, not plastic - it costs an additional 1200 euros (€ 12,490) to afford the luxurious opposite xcx variation in this duel. A sum damn penny, especially compared to € 8,599 requested by Suzuki to start again riding his V-Strom 650 XT! Inevitably, counterparties that floor price perceive the first glance when the bikes are facing static: the quality of implementation of the trail "medium size" Hamamatsu is a net notch below, especially at the level of integration of the electrical network, surface treatment and the choice of materials. The "beak" under the dual optical and motor block (specific accessories to V-Strom XT, like visors hands and wire wheels) are really well "plastoc." Decorative artifice, this shoe will further that covers the sides of the base engine, leaving exposed to shock the underside of the twin cylinder 645cc, its exhaust and oil filter. Too bad for project crossings. 

The flashing orange outdated, enormous rectangular mirrors - ugly but effective - and the basic swing arm of square section of the Suzuki also cost him points in the retail examination. Triumph, much more expensive, is jubilant with its pretty white flashing tip shaped LEDs and elegant swingarm. Less rewarding, the V-Strom yet XT supports comparison bravely playing positioned in terms of equipment: the instrumentation is rich, readable and is controlled from the handlebar (as Triumph), its grab handles are well designed and parks series -Hands provide an effective bulwark against the biting cold or rubbing branches! The height of the bubble also varies in three positions while she receives the shock preload adjustment knob, convenient amenities absent on the Triumph. Certainly, raise or lower its demand windshield out of the tools, but we forgive him in that it offers better protection for the head. Wider than the Tiger 800, however, protect more effectively shoulders. To better distinguish Suzuki could have pushed the process "adventurer" a little further on this XT series by grafting a deactivated ABS for excursions "off-road" a center stand (€ 268.47 optional) or further motor protection hoops (€ 198.20 optional). Heated grips (€ 291.13 option) would not have been too much, and an adjustable seat: perched 835 mm, the comfortable seat of the Suzuki does not place both feet flat on 1.80m below. Not surprising for a trail, even if it is possible to do better in this area because of the displacement of the V-Strom, including reducing its arch width. The accessibility of the Triumph is even more selective despite its adjustable seat height without tools in a jiffy: not only because its base is higher (840 mm minimum, 860 mm maximum), but mostly because its overall size is more important especially between the thighs due to the greater width of the "three-legged" facing the v-twin.

Ducati Mosnter 821 Monster chassis

While maintaining a very important aspect of the concept of the original Monster, a new generation chassis introducing the very latest design techniques Ducati. Model signature trellis frame still has, especially in the overall styling, while moving the attachment points directly to the new engine cylinder head, a method pioneered in innovative Panigale Superbike. This new and compact frame design combined with large-diameter steel tube which has effectively doubled the torsional rigidity compared to previous models, while reducing weight. Attention has been applied to the ergonomics of the new models with added stability 30mm longer wheelbase ideal for two-up riding comfort and ride-changing handlebars 40mm higher and 40mm closer to the rider. Brand new seat design with a high-grip surface boasts comfortable foam 80mm at its deepest point and is equipped with adjustable seat height systems Ducati. 

Using a simple system of block-and-pin, the seat can be changed from standard 810mm seat height for a confidence-inspiring and a further 785mm to 765mm or 745mm with a low seat accessory - Ducati lowest ever. A third accessory seat also offers a choice of 830mm seat height for those in need, therefore, provides a wide selection of 745-830mm. These adjustments easily without changing the overall aesthetics of the profile of Monster introduce flexibility ergonomically correct for motor sport-lifestyle is impressive. Perfectly shaped grab-rail to guide the confidence-boost for passengers without sacrificing the beautiful lines of this monster style tailpiece. 

A single seat cover sleek and sporty come as standard equipment, giving back look clean and sharp. While increasing the presence of the new Monster with more muscular silhouette, the new style of 17.5l (4.6 US gal) fuel tank armor carefully shaped to fit the rider perfectly. Presenting the cockpit area is clean and minimalist, handlebars steel, finished in matte chrome, mounted well proven compact switchgear Ducati with adjustable brake lever and master cylinder axial with integrated reservoir and a cable-operated clutch. Foot controls mounted on dark gray, aluminum diecast hanger, elegant contrast to the one-sided swingarm bronze-colored, color-matched with the outer-Testastretta 11 ° engine case.

Ducati Monster 821 Specification

Ducati Monster 821 Specification - The first Monsters were all parts-bin bikes to help keep the cost, and therefore price, down. The M900 came first, in 1993, and was followed by the M600 in 1994 and the M750 in 1996. The M900 used the engine and part of the frame of the 900 Supersport mated to the fork of the 750 Supersport. The only thing designed specifically for the bike was the tank, and its muscular styling was paired with minimalist body work to achieve a visual language of strength, like a bull about to charge. The 1990s Monsters looked a lot like mid-2000 Suzuki SV650s and went largely unchanged until 2000, when the M900 was upgraded with fuel injection. Then, in 2001, came the S4, which brought the first liquid-cooled, four-valve superbike engine to the line. With 2005 came the S2R 800 and 1000, both of which used a two-valve desmodromic engine.

2015 DUCATI MONSTER 821

The essential Monster
Following the successful unveiling of the new generation Monster 1200 at the Milan International Motorcycle show in November, Ducati now introduces the Monster 821, a mid-size version of the exciting new model and the latest entry to the world of Monster. More than two decades on from the Monster’s first unveiling, Ducati presents the iconic model’s latest generation middleweight, the 2015 Monster 821. Maintaining the stylish character made famous by the original concept, the essential model sports the same new chassis and muscular styling as the Monster 1200 and is designed with premium components fully integrated with Ducati’s latest technologies. Powered by the latest edition of Ducati’s highly successful 821 Testastretta 11° engine, the highly accessible new Monster combines 112hp and 65.9ft-lb of torque with an impressively lightweight *179.5kg (395.7lb) overall package. This stylish mix of minimalism and performance paves the way back to the original essence of the Monster concept, where less-is-more and made-in-Italy combine to create a motorcycle lifestyle.

High-spec brakes, excellent suspension and stylish componentry merge with Ducati’s best-yet ergonomics to offer the Italian manufacturer’s most attractive mid-range Monster ever. Super comfortable and with an innovative adjustable seat height, the model also combines 8-level traction control, 3-level ABS and 3-level Ride-by-Wire into Ducati’s user-friendly, press-button Riding Modes. The 2015 Monster 821 uses next generation technologies to create an enhanced rider/motorcycle relationship, delivering a high-adrenaline experience while constantly reassuring with the feeling of complete control and ergonomic integration.

Available at Ducati Dealerships from July 2014 onwards, the Monster 821 Dark is presented in dark stealth with black frame and black wheels, while the Monster 821 is dressed in Ducati red with red frame and black wheels or star white silk with red frame and matte red wheels. Both red and white liveries are equipped with colour-matched single-seat covers. The brand new model is also made available to restricted license holders with the specially regulated power versions of 25kw for Switzerland and 35kw for other participating countries.

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