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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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Try to imagine if you take from your experience with the fried rice just have oily, too-salty affairs of Chinese take-out, then you need to create a fresh, seasonal inspired this version - without delay! Saute rice Young boon light and aromatic. Soy sauce and ginger are used for seasoning, but they are not so severe that the vegetables lost. You can eat this dish every day and never get bored. Then how is it done? Here are step-by-step guide on how to make fried rice fast, easy, and delicious at a moment's notice. You can take all the tips.

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