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    Test BMW R1200GS 2013: Super air water!

    For Years we expected it… as a famous BMW R1200GS, finally has just revealed us in South Africa the potential of its new “air/water” engine! Behavior, approval, performances, the evolutions are sensitive and must be with an omnipresent electronics.

    Test BMW R1200GS 2013: Super air water!

    Here, I have just fallen with the handlebar of BMW R1200GS for the year 2013. A climb in stones, a lack of technique undoubtedly, too short legs, and here I lay down below the new GS on the side of the rocky track. Posed on its avoid-cylinder, BMW R1200GS 2013 is widespread on a carpet of bushes as one finds some everywhere in the African south. At this time, I do not have any doubt: I will spend time to raise it and, if it is not any more, to as much give it on the path to set out again with the adventure.

    Test BMW R1200GS 2013: Super air water!

    Reinforced sportsmanship

    Lastly, we find the motorcycle after the winter living rooms at the end of 2012. If it is possible to palaver the hours on the evolution of its look, it does not remain less certain about it than the spirit “terrain road” was preserved. Of profile, one indisputably recognizes this typical and atypical line, his driving boxer which overflows on each side, his tubular skeleton out of steel which always seems frail, and this duck nozzle become standard, even if some big DR. from Suzuki had inaugurated it before it. Incontestably, the German innovation releases a reinforced impression of sportsmanship, even of modernity via lines more tended and reducing forwards.

    Test BMW R1200GS 2013: Super air water!

    Flat with fleet

    On their side, the new scoops color aluminum also dissimulates the smaller side radiators which nourish the engine… in liquid of cooling. Hey yes, you read well: if its cubic capacity remains fixed at 1,170 Cm3, the new twin-cylinder flat of the GS is seen henceforth cooled by water in complement of traditional natural cooling by air which comes to cherish the wings of its imposing cylinders.
    You suspect it, as soon as we received the ignition keys on the day of the test; we hastened to make crack this new twin-cylinder. And? First report, the sonority often compared with that of the 2 CV is deleted with the wire of the years: the flat twin cooled by air and water sings (finally) like a modern and considered mechanics virile: a its dryness, which points out that of the Akrapovic silencer of the year 2012, whereas the rise in mode takes place with a still unknown ease at the famous flat twin of the brand… That promises.

    Test BMW R1200GS 2013: Super air water!

    As at the house

    After having regulated the saddle in low position (to 850 mm all the same), I hasten to climb on board this very new BMW R1200GS 2013. New report, the amateurs of innovation to any hair will be disappointed: the ergonomics of this model 2013 seems nearly identical to that of the previous versions. How to complain some besides, since most gauges will find their account there, finding a very narrow motorcycle with the crotch, provided with slightly lowered footrests and a very broad and rather flat handlebar.
    The innovation is more to seek at side of the ordering of clutch – definitely softened with the abandonment of the dry mechanism to the profit of an oil bath, and equipped with anti-dribbles in series – or of the handle of accelerator with short pulling, from now on the electronics (wrinkle by wire obliges) and thus not presenting more this feeling of reserve specific to the mechanical systems. Consequently, two or three gas blows are enough to realize that the torque reaction was still attenuated; it is almost nothing any more. End of the boot, I engage the first: no noise, no “klong”, and no starter of movement forwards! From now on placed on the left side of the motorcycle, transmission shafting and gimbals joint seem to have received the best attention…

    Test BMW R1200GS 2013: Super air water!

    Magic of facility

    I start at the beginning of the course prudently, by discovering the African southern roads and in particular this strange feeling to roll on the left. From the start, the gear box of the BMW R1200GS 2013 appears really smoothie and precise in its handling, there is a true progress. Announced heavier of 9 kg with 238 kg in functioning order (we will not fail to weigh it), the news BMW R1200GS 2013 canned step minus the incredible agility of its predecessors. This magic behavior of facility, making Announced forgets the weight and the sizeable gauge.
    Taking into account the room temperature bordering the 30°, no need to make heat the new pneumatic tires Metzeler Tourane Next during kilometers, then the BMW opener takes us along to the step of race towards sinuous solid masses. Reassured by the ergonomics and the facility of the part-cycle, I am without sorrow the small troop, while BMW R1200GS 2013 does not offer any resistance to the catch of angle. Better, in the successions of turns, it is placed on the trajectory with a frightening precision and a speed, what to encourage with a dynamic control.
    Fifteen kilometers further, we approach interminable right ends. Heat helping, the desire for cutting the road at large speed V … The GS 2013 reveals an impressive directional stability then, without any doubt higher than what one knows old BMW R1200GS… with more than 180 km/h; the German motorcyclists will appreciate. The occasion also makes it possible to check the health of the engine and its 125 horses within the framework of a “maximum” use. The recoveries between 100 and 180 km/h seem gun; the GS sets out again very extremely of 130 km/h in sixth (4 600 tr/min, as before) to climb with more than 230 km/h in a handful of seconds!

    Test BMW R1200GS 2013: Super air water!

    Multi modes and approval

    But everyone will not use the BMW R1200GS 2013 like a sport GT at bottom on the motorway, rather privileging the general approval of mechanics. And there still, the amateurs will not be disappointed. New the flat twin liquid shows a hair more flexible than its predecessors, vibrating a little while progressing on the level of the transmission. In parallel, the work carried out on air/water mixed cooling and the vertical admission bore fruit: driving operation is more regular.
    We, for example, did not raise these phenomena of inconstant mode at speed stabilized or acceleration by well-known stages on the old GS. Here, if one starts from 1.500 rev / min by screwing the handle to the interrupter, the push is frank, continues, stripped of jolts, with Just a peak of power to the accesses as of 7500 tr/min. Moreover, contrary to many modern mechanics, the flat air/water win of BMW R1200GS 2013 preserves an engine brake worthy of a strong cubic capacity, although in regression despite everything, it seems to us.

     Test BMW R1200GS 2013: Super air water!

    In addition, the feeling of couple is well with go. Sensitive as of the low modes, the force of the engine authorizes the entire goings beyond inevitably retrogressing. Thus, this new “flat with fleet” is not more pointed than its predecessor, it is even more powerful, and progresses in total approval. But that the fans of famous “Bayerische Karactere” reassure themselves: the GS did not at all add water in its beer, but preserves the main part of the feelings specific to the engines of the German large family. Consequently, would the perfection be finally of this world?
    Not, certainly complete. The humming sonority of the exhaust, which takes part in the pleasure of piloting when the valve opens, on the other hand can become wearying in cruising or at constant speed. Also, the multiple modes of cartography of injection appreciably do not transform the behavior of the engine. Consequently, the Dynamic modes or Rain do not seem ultra relevant of normal use, whereas one prefers standard the Touring mode most of the time, which finally made any good. For as much, this management electronic engine is not completely useless… quite to the contrary.

    Test BMW R1200GS 2013: Super air water!

    ESA Dynamic with the service of comfort

    Indeed, a little as on Ducati Multistrada 1200 S – another maximum trail ultra techno – the various modes acting on the cartographies engine also modify the adjustments of the suspensions, as well as the degree of intervention of the ASC (anti-skid with acceleration) or of ABS (anti-locking with braking).
    Thus, in Dynamic mode, the accelerator answers more quickly and the suspensions are hardened, the ABS letting on its side work the tires more. Not on the other hand but almost, the Enduro mode involves a more progressive answer of the engine, fact of rising the motorcycle of a few millimeters on its suspensions and disengages ABS in the back to authorize wheel locking so necessary. The objective is obviously to facilitate the piloting of the BMW R1200GS 2013 in all circumstances, and it should well be recognized that certain progress is notable.
    In particular, the anti-skid ASC is shown much more effective and regular that before: finished accelerations by jerks in the gravels, the BMW R1200GS 2013 more naturally finds adherence thanks to an electronics working more quickly and precisely. On its side, braking ABS is impressive of feeling and progressiveness, including with before in the stony descents! ESA Dynamic undertakes as for him to gum the imperfections of the roadway and it is true that this grinding 2013 of the BMW R1200GS arrives to well absorbing most shocks in Enduro mode, while limiting the large mass transfers in Dynamic mode. Remain there with control help and is not delivered of series, but accustomed brand had guessed it.
    Finally, I return from there to my history of the departure: slept on the side, I take the time to seek true defects at this BMW R1200GS 2013… and the minutes pass. Hold, the lower part of the mudguard before is not entirely painted and let’s appear rough material, the muffler is perhaps too noisy with high mode, the too flat handlebar of use any ground obliges to curve the back. Trifles in truth

    Test BMW R1200GS 2013: Super air water!

    Assessment: Evolution techno and logic

    Finally, that to retain with total of this first test of the news and very expected BMW R1200GS model 2013? It preserves the typical DNA of family GS, a trail traveler with the generous gauge but whose control reveals an ease except standard; that one gets a road behavior above all reproaches, doubled of an excellent comfort. But the GS 2013, it is also an especially a new stage in the sophistication specific to the BMW last: much succeeded electronic assistance; an approval re-examined upwards and doubled new performances on a flat twin.
    With the image of one K 1600 GTL come to replace one K 1200 LT (to some extent), new the BMW R1200GS 2013 are shown much more dynamic than its predecessor while preserving her philosophy based on the versatility… and its image of adventurer. That is to say the obvious result and inspired of a started work there is already a long time, with the success which one knows.
    Sold 15,150 € with the ABS of series starting from March 2013, the news BMW R1200GS will propose various options in the form of the well-known packs. Enticing accessories which will easily make climb the price of the last top-of-the-range trail to the mode until more than 18,000 €. Deutsche Technology has a price.

    Test Royal Enfield 500 Electra 2013

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    Within the framework of the Week of Vintage on bikescatalog, we wanted to add Royal Enfield to our comparative retro. Finally, is this Indian motorcycle is not the most authentically vintage of the market? Is this a real alternative to New-retro? Here our vision on the Royal phenomenon Enfield.

    Test Royal Enfield 500 Electra: The Indian alternative

    Kawasaki W 800, Moto Guzzi V7, Triumph Bonneville, strictly speaking is “New-retro” motorcycles, hiding under a preparing with finally very current technology. Admittedly, if Kawasaki chose in the back to equip its W800 with a drum brake, it is obviously more for aesthetic reasons that at its cost or its effectiveness… Moreover, the new-retro motorcycles are equipped with the electronic injection, thus Bonneville and company starts whatever with the conditions, in theory.
    For the amateur’s old ones, these motorcycles are not less more or less relevant counterparts: pretty reflections of the motorcycles of the time without the EM… clothing for others. Then finally, Royal isn’t Enfield more legitimate in term of positioning? And quid of the approval offered by this true alive fossil? Let us see that accompanied by pretty Royal Enfield 500 Electra MOD. 2012.

    Test Royal Enfield 500 Electra: The Indian alternative

    Royal Enfield, Bullet, Electra: Parliament with the Indian standard

    When one details Royal Enfield, one perceives the entire particular flavor which emanates from this motorcycle. Born in England at the end of the XIX century, first Royal Enfield were finally the only bicycles on which one grafted a small engine 2-time Minerva. Assembled in the factory Enfield Manufacturing Co Limited, recognized for its production of parts for the weapons known as “of fist”, Enfield inherited the slogan “Made it like it has guns, runs like it has bullet”. Manufactured like a rifle, rolls like a ball: it is from there that Bullet draws its name.
    The years of manufacturing of motorcycles passed, and Royal Enfield started to know the first failures after the Second World War. The strong competition of the other European manufacturers will push Royal Enfield with a critical situation, and this, right before the Japanese invasion. Safety will come finally from India, where all the production is delocalized as of the beginning of the Seventies.
    Royal Enfield India was going to take over and, today, the factory has turned to high mode to answer the room market that for 10 years needs a renewed interest of the exterior markets for the “old hand” motorcycles. Today, Royal Enfield returned to the mode. The proof is here

    Test Royal Enfield 500 Electra: The Indian alternative

    Always a kick, but doubled of an electronic injection

    Royal Enfield Electra as that of our test reveals is of compact proportions. This Royal Enfield 500 Cm3 with one-cylinder engine knew to keep dimensions of the true old motorcycles. It is thus easy to operate even if the omnipresence of steel weighs down the unit appreciably.
    Side completion, the Indian standard does not correspond any more to our standards, with the image for not being very neat weld beads. In addition, if the general line is without question “vintage”, the engine was deeply reconsidered at the end of 2008. Entirely out of aluminum, it integrates many innovations – for the brand – of which an electronic injection, an average probe and a catalyzed exhaust (which appears visually by a key issue on the body of the silencer).
    This modernized engine thus makes Royal Enfield possible to remain in accordance with most of the standards of approval and thus to export its motorcycles in many countries. But, surprisingly, the kick is still there, and Manu will reveal us as a result of a good technique kick – believe it… – that it tries to polish with its Yamaha SR 500 being prepared. In any event, helped by a relief cock and especially an electronic injection, the one-cylinder one of the 500 Royal Enfield is brained very easily, with the kick for most courageous, or with the starter for most pragmatic.

    Test Royal Enfield 500 Electra: The Indian alternative

    A behavior of time!

    As of the first turns of wheels, one seizes that Royal Enfield Electra – just like Bullet and its various variations does not offer the same services as our two new-retro. With Moto Guzzi or Kawasaki, if you say yourselves “it is 10 hours, one will eat mold-French fries on the coast”, it is playable, even if it is hardly pleasant to swallow the motorway of a feature to 130 km/h of cruising to be in times.
    With Royal Enfield, it will be differently more complex. From the top of his 28 horses with 5200 tr/min, the mono Indian – vibrating as it should be – and does not appreciate the long stays on fast track. And for side performances, it will quickly reach a maximum to unpleasant small 120 km/h… that one would suspect. With Royal Enfield, it is thus necessary to know to take its time and to confine themselves with the district distributors.
    There, the one-cylinder one is in its element, thanks to a correct flexibility and with finally sufficient resumptions in version “street legal”. But to benefit fully from the character and the potential of this engine, more informed amateurs will adopt a “silencer” of exhaust reasonably released, a more generous air inlet and an adjustment of injection enriched consequently. There, the small mono one breathes more and offers this famous peak of couple who incite to pass all the reports to mid–mode, small and nice feelings of pushed in the back in bonus. Moreover, put-putting sonority will be part.
    In any event, the capacities of the part cycles of this Royal Enfield Electra 500 really do not enable him to roll “very” quickly… As much braking Kawasaki W800 for example can sometimes seem softie – mainly because of the weight of the motorcycle because the elements of braking function rather well – as much Royal Enfield slows down, it, really “with old”… Better is thus worth to grab the lever with all the fingers with which provided you nature, and to anticipate by safety measure. The directional stability and the grip of the tires are about in unison, i.e. correct provided that all occurs “normally”.
    On the other hand, this Royal Enfield, relatively long and narrow, has an appreciable stability in curve. Better is thus worth to remember this obviousness before jumping the step: Royal Enfield, even of 2012, does not offer the versatility and the safety of use of the modern new-retro motorcycles… but it is precisely what is searched, in theories, and by its fans.

    Test Royal Enfield 500 Electra: The Indian alternative

    Assessment: Older new than new-retro

    A completion with the Indian standard, dynamic capacities of another time but of notable progress on the mechanical level – with an engine which functions without problem with the SP98 and, it appears, starts every morning without encumbers: royal “modern” Enfield is a motorcycle full with contrasts. It is necessary to know what one buys and for what to make some.
    One Royal Enfield 500 Electra can thus be run in the role of an urban motorcycle the week, on short routes by consuming of average 3.7 l/100 km. It will be just as easy to leave to the adventure to shift the weekend, even for boldest with the conquest of the Eastern Bloc countries during the summer (77?), since it is necessary to learn how to know it and to compose with its real capacities, hardly higher than those of mono a 250 modern 4-time.
    Sold – nevertheless! – in the neighborhoods of the 5,450 € according to the retail outlets (with 2 years of warranty, a cost of weak insurance – not the sorrow to ensure it in theory flight…), this Royal Enfield 500 Electra single Enfield in its kind enters in competition with Triumph “new” Bonneville and Kawasaki W 650 of occasion oldest, even unquestionable true old. But it can also constitute an original alternative which is not bad of more consensual motorcycles. All will depend on what you will have to ask him.

    Test 2013 Honda CB 1100

    Finally! Honda CB1100 will charm in 2013 nostalgic Japanese women of the Seventies and Eighties, addicted with its sober lines and its large 4-cylinders cooled by air. For as much, the Honda CB 1100 does not remain about less one motorcycle damned effective, natural, and designed for a large audience, Demonstration in the south – rainy – of Spain.

    Test Honda CB 1100: Back to the road

    It will have made some run electronic ink on the Web, this famous Honda CB 1100 even before its first turns of wheels… Indeed, seldom a motorcycle will not as much have caused reactions and of waiting on behalf of a fringe of motorcyclists sensitive to its arguments.
    Appeared for Japan in 2009, it will have been necessary to wait not less than 3 years before seeing the Honda CB 1100 unloading in Europe, of which France. Waiting which is due to several factors: a sales strategy aiming at providing initially Japan in particular then the USA, of the technical constraints (related to the standards of pollution, noise different according to the countries), then undoubtedly, an economic situation today is more favorable to these neo-retro motorcycles. In France, Triumph Bonneville record very honorable scores of sale in 2012 (nearly 1,200 units all confused models), but also Moto Guzzi V7 and other W800 (approx. 300 units each one), without forgetting Sportster Harley-Davidson obviously (nearly 3,500 883 and 1200 units!).
    In short, there is a request clearly identified on the return to the sources, and without any doubt, the Honda CB 1100 arrives it at point named in this beginning for the year 2013 to draw some chestnuts from fire…

    Test Honda CB 1100: Back to the road

    Return to the roadster… of road

    And a good fire, precisely, one would need well on the heights of the area of Valencia in this at the beginning of January. Whereas we make our batch of outward journeys return since nearly half an hour to satisfy the photographers and cameramen, obviousness is reinforced between the frozen drops of rain; if its look would not have spoiled in a catalogue motorcycle of the beginning of the Eighties, the Honda CB 1100 is not less one roadster of 2013.
    Those which knew its famous predecessors, generally equipped with rims before 19 inches which often made fall the directions at low speed, will understand better than a long discourse comparison: the Honda news proposes for its part a catch in hands much more obvious.
    Equipped with rims of 18 inches (against 17 inches for most current motorcycles), of narrow tires (110 with front, 140 in the back) and of one geometry to old (27° of angle of fork), positioning its pilot well in the center of the motorcycle and not on the nose gear wheel, the Honda CB1100 brings back for us at that time where a roadster before was very conceived like road and not sporting without careenage.

    Test Honda CB 1100: Back to the road

    Vintage, seemingly only

    Here, one appreciates from the start the facility and the approval of his direction – a model of the genre! -, neutral, specifies, without this excessive stiffness often synonymous with brutal reactions on the bumps in acceleration. Doubled arm of important lever of its broad handlebar, here which would almost make doubt the real cubic capacity of this motorcycle, so much its doubled handiness of its natural balance is pleasant in cushy mode, downtown, to stroll quietly on the grand boulevards, to rise in the traffic or to evolve on a thread of gas.
    A ghost with the motorcycle, forty something or fifty something – public aimed by this model -, will be undoubtedly happy to join again with his first loves with as much of facility, whereas a beginner without real reference finds that quite simply normal: “Why a motorcycle intended for the daily newspaper should it behave differently?”. It is already a real reason for astonishment, behind its references vintage, the Honda CB1100 offers an unexpected impulsiveness for its gauge, and a naturalness which must also much with the effectiveness of the engine.

    Test Honda CB 1100: Back to the road

    Honda CB 1100 Cm3 damned effective in the true life

    Consent-even of Mr Fukunaga, the father of this Honda CB 1100 (and one crowned skewer of beautiful Honda of the Eighties at our days), this 4-cylinders online claimed as much work almost than blocks a priori more high tech. In particular, to allow air cooling while meeting the current standards, it was necessary to resort to an additional oil radiator, whose circuit traverses the high engine, whereas the pressure is ensured by a pump placed in the low casing.
    In addition, the pistons and come will not concentrate the power at a sufficiently important distance very close to the red zone… Doubled specific camshafts and shortened reduction, here which partly explains this potential adapted perfectly to the diversified course (and sometimes technique, even sporting) of this first contact with the animal.
    If its 90 horses will not throw into a panic faded them stopwatch (it takes nevertheless nearly 200 km/h…), the news Honda CB does not offer of it less one availability of every moment… and 1100 Cm3 damned effective in the true life. Downtown, the 4 legs agrees to begin again towards 1,000 tr/min on the higher reports, but it is especially after 2,000 tr/min and more still in the zone of the 5,000 tr/min than it gives the best, a push frank and less brutal than linear.
    Decorate the whole of a true facility of proportioning to the handle, and you obtain what to charm the pilots of Sunday and the epicureans attached to the strong feelings… without through kind. Here, even the transmission planks it without faults, whereas limps it is made almost forget.

    Test Honda CB 1100: Back to the road

    The 6 are sought

    Thus, to 90 km/h, the machine takes you along peacefully, with 3,000 tr/min. Fixed well on the saddle – a little closes –, the hands resting on the high and broad handlebar, you finish fixing you well on board by tightening between the thighs the tank erotized in its back part. With the stop, the saddle with reasonable height should make it possible the majority of the gauges to flat pose at least a foot on the ground.
    But on the way, isolated on both sides of broad low driving, they betray its cubic capacity almost as much in any case than the least test of recoveries. With mid–mode, the Honda CB 1100 gets constant and amply sufficient accelerations to be freed from the least going beyond without retrogressing. Better, the 6 are often sought whereas limps it comprises only 5 reports… And then, naturally, the rhythm ends up increasing. With a firmly dimensioned fork and a tubular framework, hunting as generous as the footing, the directional stability of the Honda CB 1100 does not have anything obsolete.
    If there were compounds postpone limited in clearance, one could approach most situations with a true peace. Working correctly on most coatings, comfort is worthy of what one awaits from this kind of motorcycle… without excess nor molasses, a happy medium for a broad use.

    Test Honda CB 1100: Back to the road

    What to ask moreover?

    Up to 8000 tr/min, its four-cylinder engine tractor draws with good will, for lack of promptness, whereas the directional stability remains in the good average, provided that one does not draw too much on the handlebar.
    Moreover, if the BT-54 specific to this motorcycle ensure a correct grip, a last joker remembers to your good memory: the famous integral CBS braking which of only one pressure of the foot already offers a sufficient power, whereas the lever with the handlebar finishes convincing you: how to happen some after having tasted there? The day passes, always too quickly in these fast presentations, and all the more when the motorcycle helps you to overcome a capricious weather, to defer you on the pleasure of rolling, quite simply.
    However, the rain accompanies us since the end by morning; the Spanish southern roads do not have anything a gift, often very slipping. Even at sometimes fast intervals, the Honda CB1100 finishes spreading out qualities which one would really like to find on roadsters much more high tech and ambitious: a natural direction, a reassuring stability, a making safe coupled braking, an acceleration easy to proportion and total performances very usable. An equation a priori obvious in the absolute, but less on the market…

    Test Honda CB 1100: Back to the road

    Assessment: Without fault… or almost

    It is the one without fault. Almost here, you understood it, the feeling which prevails when one goes down from this machine for a first assessment. With classical solutions seemingly, Honda incontestably succeeds in projecting its motorcycle in the dynamic standards of 2013, while flattering the retina. For as much, if one owes this time outward journey at the end of the reasoning, it is precisely perhaps on the rough feelings that most demanding will be able to possibly find to repeat.
    Indeed, for those in search of this famous “mechanical character” with the impossible definition, the linearity of the engine of the Honda CB1100, without particular brutality nor roughness, will undoubtedly not be more attaching the every day of the year.
    Whereas the certain plastics in addition to their unpleasant casing of pinion of exit of gear box do not have their place on a motorcycle asserting, such a cultural heritage. In Japan inter alia, the Honda CB 1100 already fact the object of many preparations in the spirit of the Seventies, via new paintings, exhausts, parts of preparing, saddles and other equipment typified vintage.
    What returns from there is the addition only more salted to the final one, by considering it an already serious starting price. Proposed with 10,990 € by mid-January, the Honda CB1100 is not thus to regard as a “basic” roadster, and in this price range, will encounter very aggressive models. There remains a really single general approval and a line on the market, doubled famous “made in Japan” which preserves today, and rightly, of many fans.

    Test Husaberg 350 FE alternative to Enduro KTM

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    Our round of the range Husaberg Enduro 2013 continues today with a new cubic capacity for the Swedish manufacturer. With the Husaberg 350 FE, Husaberg attacks an intermediate cubic capacity which is already downright successful at KTM. Does Replacing the 390 FE make it snuffs? Can it dethrone the Austrian reference? We could judge some in Spanish dust and the heat wave…

    Test Husaberg 350 FE: The Swedish alternative to the reference Enduro KTM

    After the Husaberg 250 FE, last born of the range Enduro Husaberg, the change continues among Swedes. Up to that point, the 390 FE intermediate endorsed the motorcycle role of Enduro. For the vintage 2013, it disappears from the range to the profit of Husaberg 350 FE, which intends well to be posed as alternative to the reference of the kind: the KTM 350 EXC-F.
    But attention: it is not a simple reduction of cubic capacity. Indeed, tilted the cylinder motor suitable for Husaberg is purely and simply replaced by one-cylinder the 350 of the KTM.

    Test Husaberg 350 FE: The Swedish alternative to the reference Enduro KTM

    Beautiful Swedish

    It would be necessary to be really malicious gossip to find and repeat on the quality of the equipment and the completions of Husaberg 350 FE. The remark is true besides for the whole of the Swedish Enduro range. Visually, Husaberg 350 FE gives an impression of compactness almost more outstanding than on the 250 FE.
    The agreement between the blue and the yellow of the Swedish flag appears to us of good taste, one likes the esthetics of the unit. To that a little key baling comes to be added which is not to displease to us either: handlebar without bar, t-pieces cut in the mass, Brembo braking… and of the rims Excel blue really class! There is not thus great a deal to throw on this Husaberg FE 350: the concern of the detail is quite present, and the endurists will be charmed by it.

    Test Husaberg 350 FE: The Swedish alternative to the reference Enduro KTM

    Enduro with to do everything

    Hop, it left for a turn circuit in the Spanish heat wave! No preoccupation with a catch in hand, the motorcycle holds well between the legs and, seated like upright, one easily finds his niche on Husaberg. One is in confidence as of the first turns of wheels in spite of surface with precarious adherence. The Husaberg 350 FE is handled as easily as one 250, the feeling of lightness is there here for much.
    The changes of support pass like a letter to the post office; the motorcycle is balanced, healthy and never takes to you at fault. Although felt the ground/tire before is not optimal, the nose gear functions well and – there still – one will underline qualities of fork GT 4CS. It absorbs all the small asperities, which one goes quickly or slowly.
    However, I would note that the fork comes into easily obstinate on the large shocks. There is only with the 350 that arrived to me but I admit that there is as only with it as I released myself on certain jumps… The shock absorber is shown as for him as comfortable as effective. Precision, promptness, facilitated: such is the cocktail offered by this Husaberg 350 FE. At most one of the corrosive brakes it appeared me an excessive hair in the Spanish terminated.

    Test Husaberg 350 FE: The Swedish alternative to the reference Enduro KTM

    Performance and facilitated

    Resulting from the 350 EXC-F, the engine of Husaberg 350 FE is shown very flexible. Although one is on a motorcycle of Enduro of higher cubic capacity, one does not have more apprehension than when one goes up on the 250 FE. But tracks some, the differences are felt well. It will be noted first of all that inertia is negligible on the 350: the motorcycle does not push during braking and does not involve at the time of the slow passages.
    When one starts to feel trustful on the motorcycle – i.e. 50 meters after the departure – one is thorough to attack a little more than of habit. The driving behavior lends itself perfectly to the game: he asks to use the whip on and it is an obvious pleasure to type him inside. If it offers more trunk than the 250, its force with low mode is not except standard.
    Thus it is worth to remain on the positive ratio because, if one can allow oneself to roll cast in the technique, a small blow of clutch is sometimes necessary to continue its progression. The fluid clutch is more pleasant, when one makes use of it, the 350 has of the guarantor. As of the light hollow of the low modes passed, the engine is expressed with full lung, until very high in the turns. There is not to say: this motorcycle is a growth with the crime!

    Test Husaberg 350 FE: The Swedish alternative to the reference Enduro KTM

    Assessment: The winner compromise?

    Husaberg 350 FE is a motorcycle of easy Enduro, full with resources and strong in feelings. The amateurs of large 4-time will remain and can be on their hunger vis-a-vis his limited driving trunk. But there is the same what to make with the engine of Husaberg. The endurists mow 250 4-time old will find the motorcycle handy but with large more mechanical.
    To be simple, there is a little fun in this motorcycle which one does not find on 450. Remain that it is not always simple to keep its cold blood with the handlebar from this 350 FE which only requires to take turns. If Husaberg will charm most endurists, it will undoubtedly charm their bankers less. With 9,060 €€, the beautiful Blue one does not make in lace…

    2013 Harley-Davidson Softail CVO Breakout

    Harley-Davidson has just revealed its range for the year 2013. No innovation crashing to pieces for its 110 birthday, but two improved standard models and – especially – a newcomer in range CVO: Softail Breakout. Hard chrome look, driving XXL and neat details: Harley-Davidson Breakout 2013 is ultimate Softail for the amateur’s hot rods with two wheels!

    Harley-Davidson_Softail_CVO_Breakout_2013_1

    Newcomer for 2013 in the family CVO, Harley-Davidson Softail breakout again takes all the receipts of this prestigious line: an exclusive completion, a motorization of exception… and a rate with the endorsement!
    To mark the 110th birthday of the brand, Softail Breakout receives enormous V-twin Scream in’ Eagle 110 (1 803 Cm3) in its version with beams of balancing. The transmission Cruise Drive at 6 speeds and finale by belt is associated with a fluid clutch with Assist slip & offering Slipway of better feelings of shifting of speed, an increased longevity and an effort with the reduced lever. The Harley-Davidson CVO Breakout 2013 is equipped in series with a speed regulator electronic, ABS, starting without key and of the Harley-Davidson security system.

    News motorcycle 2013: Harley-Davidson Softail CVO Breakout

    Aesthetically, Soft ail CVO Breakout is characterized by a back mudguard truncated to the extreme, rims aluminum Turbines with fine extra sticks (21 inches with before with tire of 130 mm, 18 inches in the back with tire of 240 mm), a surmounted broad fork of a mini nacelle of headlight, an aluminum oil tank injected, a saddle leather way alligator and a good chromium amount.
    Available in three variants (Black Diamond/Molten Silver/Crushed Slate, Hardware Candy Gold Dust/Liquid Sun/Pagan Gold and Crimson Red Sunglow/Scarlet Laces/Hammered Sterling), the painting of Harley-Davidson Softail Breakout is on the usual level of the productions of the department Custom Vehicle Harley-Davidson Operation i.e. worthy of a large preparer.
    Available soon in concession (be 2012), Harley-Davidson Softail CVO Breakout 2013 will be produced to only 1 900 specimen and will be proposed with a rate with the image of his scarcity: 29 000 €. Groups…

    News motorcycle 2013: Harley-Davidson Softail CVO Breakout

    Harley-Davidson Softail CVO Breakout: Principal characteristics

    • V-Twin Scream in’ Eagle Twin Cam 110B (1 803 cm2)
    • Assist clutch & Slipway (better feelings and less effort with the lever)
    • Three graphics (Black Diamond/Molten Silver/Crushed Slate, Hardware Candy Gold Dust/Liquid Sun/Pagan Gold and Crimson Red Sunglow/Scarlet Laces/Hammered Sterling) applied and polished with the hand
    • Saddles and thump momentary leather (black or maroon dark) with motif alligator
    • Rims Harnesses

    News motorcycle 2013: Harley-Davidson Softail CVO Breakout News motorcycle 2013: Harley-Davidson Softail CVO Breakout News motorcycle 2013: Harley-Davidson Softail CVO Breakout

    • Specific mudguards
    • Cast solid aluminum swords
    • Tire postpones of 240 mm.
    • Broad t-pieces of fork
    • Reserve of 19 liters
    • Production limited to 1 900 specimens
    • See all the photographs large size of Harley-Davidson CVO Breakout 2013

    2013 Harley-Davidson Sportster 1200

    For 2013, Harley-Davidson Sportster 1200 Custom declines himself for not being one but two new baptized alternatives Limited. Picking briskly in the catalog of the program of personalization house, “large Sportster with small wheels” thus obtains two new quite distinct personalities. Quality is perfectly assured within two bikes and this is the key stone of success by the Harley Davidson. Bikes appeared to be very comfortable and easy to ride for every age and every kind of riders including the beginners and the experts too.

    News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited

    First (XL 1200CA) plays the card NASCAR, with rims along with the five sticks way MAG Racing, black engine, enduring Orange Candy/Beer Bottle color, handlebar of drag style and central orders.
    Second (XL 1200CB) again takes the codes of the traditional custom, with a color uniformly black checkmate (elements of body, rims with rays and engine), a mini handlebar ape hanger and advanced orders. This bike is a combination of perfect design with a classier look and innovative features, fascinating to the riders and interesting for youth.

    News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited

    Pictures

    News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited News motorcycle 2013: Harley-Davidson Sportster 1200 Custom Limited

    Harley-Davidson Sportster 1200 Custom Limited A and B will be available soon in concession, with rates starting with 10 990 €. These bikes will be a great success to Harley Davidson for sure.

    Test 2013 Aprilia SRV 850 ABS-ATC

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    To benefit from the performances of Aprilia SRV 850 (the most powerful scooter in the world) with a maximum of serenity, the firm of Neale proposes a version equipped with electronic assistance. ABS for braking and the adjustable ATC for motility unload for the first time on a maxi scooter.

    With a long prize list like the arm in the championships of speed world 125 and 250 Cm3 and a title in WSBK taken down by Max Biaggi in 2010, Aprilia constituted an image of most sporting. However, the trans-alpine manufacturer does not make only motorcycles “which go quickly”: he also develops the scooters, and in particular most powerful of the market, the SRV 850.

    Test Aprilia SRV 850 ABS-ATC

    To offer a racy image to this maximum born Gilera GP 800 pennies the Gilera banner – policy of group obliges! – Aprilia created to him a pure look taking as a starting point that of Superbike RSV4. But it is not all! On the new version of ABS that we propose to you today with the test Aprilia SRV 850 also embarks the ATC, anti-skid derived from that of the APRC house, which equips the RSV4 and thunder V4R. Less elaborate in terms of possibilities of adjustments, however he proposes two positions – Standard and Sport – more or less intrusive: what to control the 76 horses of the animal and especially to contain its 7.64 daN.m of maximum couple. Really useful however this vice of technology on a scooter swift the answer here!

    Test Aprilia SRV 850 ABS-ATC

    The ATC Aprilia: An easily adjustable “traction control” with the handlebar

    We had tested the standard version of Aprilia SRV 850 last March (test with reading here). It is in known ground that we are installed today on the saddle of the version equipped with the electronic assistance to braking and acceleration. Only some small details recall us that our testing machine is actually equipped with systems ABS-ATC. Already, with the instrument panel, an indicator Sport holds good place in the middle of the instrumentation. Then with the handlebar, a new button managing the passage between the two modes is installed on the right control unit.
    When the Aprilia SRV 850 is started, traction Standard control is activated: it is the best mode adapted to the least experienced pilots. If one pushes button ATC towards the line more than two seconds, the Sport mode (booked with the “initiates”) engages and the indication Sport is illuminated with the instrument panel. While remaining more than two seconds on the left this time, one disables the assistance with motility.
    ABS is on the other hand disconnecting. The ergonomics of the orders is good and the comfortable saddle. With a low height of base, only 780 mm of the ground, the SRV are a little more accessible. With the floor, your servant (1,83m) easily finds place for his feet, but cannot suitably extend its legs. Contact! Mechanics is brined with pleasure, the double exit letting escape a monotonous chant quite pleasant, suitable for the architecture of the V-engines. Nice, we now take the road for our first gallop test on the assisted SRV…

    Test Aprilia SRV 850 ABS-ATC

    Aprilia SRV 850 ABS-ATC: Well parametrized modes

    In Standard mode, while rolling with flexibility on the long straight lines, clean and dry the beginning of our tour, one hardly feels the intervention of the ATC. And yet, it functions! Indeed, if nothing on the way announces the setting in swing of the system to the takeoff – even gas into large motility remains very good – of some roundabouts an orange indicator flickering is brought in action to the level of the instrument panel.
    Because when one requests the accelerator at mean velocity on the angle, the consequent couple of V-twin with mid–mode somewhat makes slip the aft wheel. By intervention on the accelerator, this tiny slip is then corrected as of the first signs of evasions, those being, it should be well admitted, perceivable for the common run of the pilots.

    Test Aprilia SRV 850 ABS-ATC

    It is by rectifying the machine that one finds the intervention of the system one nothing too long for the initiates, but who should reassure the greatest number a priori, in particular when the one is taken along on wet road. Exit cast control. The rhythm accelerates and we find new mode Standard ATC increasingly intrusive, even penalizing when it is necessary to start again the animal with leaving a pin or a tight turn.
    There, one opens into large, but before a few meters, it does not occur anything! Ripe for the Sport mode, we thus place ourselves now on the second mapping and discover an adjustment where slip of the back are more marked. The experienced motorcyclists will appreciate. One can indeed extremely roll as so of nothing, the ATC fixed on the Sport mode intervening intelligently, cutting the gauzes only with the approach of the limit of adherence, whereas the standard mode is much more preventive.

    Test Aprilia SRV 850 ABS-ATC

    Powerful, but not-coupled ABS

    Force is to recognize the system effectiveness ATC – however deprived of the least sensor of slope – on the torque maxi scooter. The scheme of this presentation did not enable us to carry out tests under the rain, but in case of figure we imagine the essential option as much the performances of the machine impress. Because Aprilia SRV 850 is a true catapult offering true strong feelings “As at the house” one would be tempted to say, since the position of control is much more releasing that on most motorcycles.

    Test Aprilia SRV 850 ABS-ATC

    Without realizing it, one thus reaches high speeds (205 km/h with the meter at a peak), but bracings are here and are controlled with serenity, thanks to ABS associated with the two discs before 300 mm and the back disc of 280 placed on it. Admittedly, this ABS is not coupled as at Honda, but it shines for its effectiveness when the two levers in concert are requested. It is very difficult to slow down the scooter if only the back element is activated, ABS taking up duty then too quickly. On the other hand, when only the front one is slowed down, the system does not start in an inopportune way.

    Test Aprilia SRV 850 ABS-ATC

    Assessment: Hyper puissant, certainly, but very reassuring

    Aprilia SRV 850 ABS-ATC is a weapon being able to be put between all the hands, which are unquestionably not the case of the version deprived of electronic assistance’s. Concentrated on the new options of the maxi scooter, we thus did not remake here a complete test on this machine (for that we invite you to read or read again the test of electronic Aprilia SRV 850 without audience). Let us say only that in spite of its consequent weight, 280.2 kg all full facts on the balance bikescatalog, SRV ABS-ATC profit from proven dynamic qualities.

    Comparative motorcycles Kawasaki Z800 vs Z750R

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    In the beginning of 2013, a Kawasaki Z drives out some another, new Kawasaki Z 800 fascinating the changing of Z 750, raises waited and strategic of the ex-best sale French motorcycle. Here thus on motorcycle-station an ultimate arm wrestling enters the last Kawasaki Z750R and the news Kawasaki Z800. Evolution or revolution, Answers here, measurements weightings and passages to the driving on the bench support.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    For Kawasaki, Z750 is a goose that lays the golden eggs, having succeeded in marking the spirits as of its arrival in 2004 thanks to a services ratio/rolled/all the more unbeatable price as the direct competition was long much in arriving (Yamaha FZ8 in 2010 and Suzuki GSR 750 in 2011).
    What to understand why Z corners are at the top of the sales of the motorcycles of more than 125 Cm3 from its exit in France. Kawasaki Z 750 evolved in 2007 and practically thereafter, except the version R launched in 2011 like a last-ditch struggle.
    We thus expected such a revolution – new engine, news part-cycle – with the arrival announced in 2013 of its replacing. But if the esthetics of the roadster mid size of reference at the very least evolved, one cannot say as much the data sheet of it.
    Then, for better measuring the traversed way, we decided to oppose the news of Kawasaki Z800 2013 to Kawasaki Z750R 2012, since the 800 is supposed to replace the version R while Z800e takes over of Z 750 standard.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    Of sleeve with Gang Nam Style!

    With the handlebar of Kawasaki Z800, I find Midi who already began the photographs of details of Kawasaki Z750R. One time is not habit; our motorcycles of test are lent to us by their owners, quasi new and fitted their pneumatic tires of series.
    On the level of the style, any possible doubt: Kawasaki played of the scalpel to make pass Kawasaki Z800 of sleeve Style to the Gang Nam Style! Enough joke: Kawasaki Z800 brings really the new one in the kind.
    More complex, its preparing consists of one plus a large number of parts but does not let appear any screws and bolts or almost. Besides it was a strategy produced openly asserted by Kawasaki, this doubled line of a licked completion, in phase with waiting’s of the customers of Z. One likes or not, but its completion of Z800 is successful. If Z750R thus takes a small blow of old man, it preserves arguments: a successful dress, way old school, to which the gold rims adds a key classifies.
    In addition, the Kawasaki Z750R embarks equipment more prestigious than that of new Kawasaki Z800; in particular a pretty oscillating aluminum arm inherited Z 1000, whereas its replacment is satisfied with a classical oscillating steel arm, carefully equipped with masks. When the Z750R displays a braking before very radial, Z800 is satisfied with classical clamps 4 axial pistons.
    On the technical plan, one thus notes like a return behind Z800, for which one inevitably should not trust. We recently saw it with the Suzuki GSR 750 which, on the technical plan and esthetics, regressed compared to a richly equipped GSR 600 (tallies and oscillating aluminum arm…), whereas the last roadster Suzuki general public presents a definitely favorable dynamic assessment. But let us take control of both Z to have the heart Net of it.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    Plastic surgery but without liposuction

    And there, it is felt well that there is not only the decoration which changes. Kawasaki Z 800 shows itself higher, but less corpulent (and due, its tank lost 1.5 liters), moreover, one discovers a new ergonomics more rocked forwards, with arms more isolated than on Kawasaki Z 750 R.
    The environment of edge also changes radically. Exit the classical instrument panel equipped with a needle rev counter which overhangs the t-piece of fork of the Z750R, Z 800 for its part raise a compact block of instruments, placed downwards and which releases space around the headlight completely. That points out Ducati a Street fighter or unquestionable Buell, with the odd feeling to approach the nose gear wheel enormously.
    During the operations to stop, one does not note a notable difference on the level of the weight. Balance with the support, both Z displays both of 228.4 kg, but our Kawasaki Z800 of loan does not have ABS (contrary to the Kawasaki Z750R). While passing from the one with the other, with normal pace, one has the feeling to change motorcycle well, would this be only in term of ergonomics, from now on more favorable to more than 1.75 Mr. environment offered by Z 800 fact of aging Z 750 R, and one rather quickly finds with control the weak points of this almost young person reprocessed.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    More homogeneous Z800, and sharper too

    First of all, Kawasaki Z750R refuses the setting on the angle, and then plunges to the cord in a not very progressive way. The return of grip of Dunlop D210 which is specific for him is not very reassuring either. One thus notes a significant progress by taking control of Kawasaki Z800, more precise of direction, more at ease in the changes of course around the point medium when one passes from one angle to the other. It is shown more natural in turn, one force much less to register it on the angle. New Dunlop D214 should not be foreign there.
    With a more incisive behavior, Kawasaki Z 800 thus gives desire for playing, a rejoicing which lasts only a time. Because as soon as the rhythm increases, one finds oneself quickly with having to compose with the weight of the animal and his geometry of direction optimized in the absence of being redefined. Thus, Kawasaki Z800 gives a feeling of lightness and higher precision on good coating vis-a-vis Z 750 R, but also shows itself more sensitive to braking on the angle, with a direction which more seeks to be rectified. Side directional stability, Z 800 is higher on good coating: impeccable stability, precision of placement, it is better!
    In addition, Z 800 makes it possible to stop quickly… on condition that drawing extremely on the lever, but proportioning is not more obvious. Z750R, equipped better, does not propose a really better feeling. It in almost disappointing even if the malicious radial clamps of brake propose even more power, on is undoubtedly too much wet!

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    58 Cm3 of approval moreover

    To the wire of the kilometers, one realizes that the engine of the news Kawasaki Z800 progresses more in approval than in performances. In terms top speed for example, both Z are held in a handkerchief. On the other hand, the 800 catches cold 750R in recoveries, whether it is with bottom or mid–mode.
    More than the variation of couple measured on the bench (just 0.1 mkg), it is obviously the shortened transmission of Z 800 which enables him to outdistance its elder. Two teeth moreover with the crown also bring an addition of engine brake, as appreciable of everyday usage as penalizing of use sporting with a report too.
    In all logic, the Z750R can oppose a more conclusive lengthening-piece to him, with a more angry flight last 7,500 tr/min. In comparison, Z 800 is shown linear, and to final, an interesting potential in terms of power and couple presents: accelerations and recoveries are always with go, even if the new less sound exhaust suggests the reverse.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    To note – but that can be a charge to our motorcycles of loan “left case” -, Kawasaki Z800 showed a drive filling more pleasant, good, stripped of jolt or hollow, with current pace. The passage of the Keihin injection in Mikuni is undoubtedly not foreign there.
    Remaining as the delicate chapter of the comfort, which was never the strong point of Z750. On Z800, the vibrations are better filtered, contained with part of the tank, whereas they are quite present in the handlebar and the footrests of Z750R. L’ damping progress slightly, in particular in the back, thanks to a centered shock absorber that is especially associated with a new rod.
    For as much, Kawasaki Z800 remains a dry motorcycle as a whole, which is wild neither about the small backs of donkey nor of the potholes. One is far well, as comparison, of the effect “carpet flying” of a BMW F800R.

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    Assessment: This is an evolution

    Time to empty stocks in this beginning of 2013; the last Kawasaki Z750 will cohabit in concessions with the Z800 news, coldly unloaded of Thailand. The dealers will thus have to answer an essential question: is it necessary to take new Z 800 (8 899 € or 9,499 € in version ABS) whereas Z750R is displayed 200 € of less?
    If we must make a choice on the basis of rate catalog, driving approval, the ergonomics and the homogeneity of Z 800 would undoubtedly guide us. But promotions to probably come on Z750 will have to make Z addicts hesitate.

    Kawasaki Z800 2013

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    Kawasaki Z750R 2013

    Comparative motorcycles Kawasaki Z800 vs Z750R: What of the mouth?

    Within two years, which will be worth the Z750 on the second-hand market? Beyond these commercial considerations, we will retain especially that Kawasaki betted on the esthetics of Kawasaki Z800 with an aim of being maintained in the top of the sales motorcycle in France, more finally than on its technique, like our measurements and feelings show it. A paying choice the next months will tell us.

    2013 Honda CRF250M Review

    After cracking the Honda MSX 125 last week, Honda amazingly reveals a new motorcycle from Thailand naming the new Honda CRF250M. Declination supermotard of the CRF250L, these innovations for the year 2013 exchanges the wheels of 18 inches and 21 inches of small Enduro leisure against two rims in 17 inches fitted of road tires. This is the remarkable combination of comfort and style along with the quality. Honda always succeeded to accompany a great position within customers’ heart for the provision of outclasses bikes. This time Honda has come up with a brand new motorcycle for the year 2013 naming Honda CRF250M.

    News motorcycle 2013: Honda CRF250M

    The features within the bike appeared to be fascinating to most of the people. Bike itself is a symbol of comfort and elegance. The bike will prove its originality while having the quality ensured features by the recognized Honda. All in this entire bike is up to date and easy to the rider having full control on the engine, braking and other stuff. Bike hopes to be the best for the new riders and it would be an amazing adventure to the expert riders.

    News motorcycle 2013: Honda CRF250M

    The one-cylinder one of 250 Cm3, resulting from the sporting CBR250R remains unchanged. No information has been provided for the filtered moment as for the price and the availability of this Honda CRF250M which should bring happiness in the future A2 licenses, but count on bikescatalog for you to hold some information as fast as possible.

    Test MV Agusta F4 2013: The Prestige of the Directions

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    The LATEST MV AGUSTA F4 2013 is in. A Journey that is supposed to be at the edge of mind’s eye. With MV Agusta F4, MV Agusta proposed us now one of the most beautiful sporting motorcycles of the market. In 2013, the Italian manufacturer tries to join together the beauty and effectiveness: the Super (Be) bike of Varese gains performances as in sophistication… Test.

    Test MV Agusta F4 2013 : the prestige of the directions

    Mechanical bleated!

    Begun in September 1997 with an engine from 750 DC, the saga MV Agusta F4 almost crossed a decade and half while being satisfied to go up in cubic capacity and multiplying variations (Oro, Senna, DC, 312RR, etc) before undergoing its first true change in 2009.
    Thanks to a subtle proportioning between modernism and tradition, the Italian manufacturer succeeds in the amazing feat then to preserve all the power as a original result pencil of Massimo Tambourine, with the image of the four superb outputs of exhaust to the square forms from now on. “” Whew”, the admirers of beautiful Italian sighed!
    Three years later, MV Agusta surprises by revealing with the Living room of the motorcycle of Milan what is announced like a “MV Agusta F4 news”, an innovation declined in three distinct versions: “standard” F4, “medium” of range F4R and it (very!) top-of-the-range F4RR (to read our Presentation MNC of November 13th, MV Agusta F4 2013).

    Test MV Agusta F4 2013 : the prestige of the directions

    Of appearance, Hyper sport almost did not change and only an expert eye will just like note that the outputs of exhaust under the saddle were re-sized and that the forced air intake is subtly redrawn, the pretty rear lights. Let us be frank: nobody will consider it regrettable that his figure was not improved, so much MV Agusta F4 is registered with the Pantheon of the beauties motorcyclists!
    Because it is advisable to return in Caesar what belongs to the Italians: as regards design, the Trans alpine manufacturers do not have lessons to receive from anybody, and MV Agusta F4 does not make an exception! This MV Agusta characterizes all the Italian creative genius, an inspired mixture of refinement and sportsmanship that Ducati also knew to give to the last style with 1199 Panigale.

    In short, useless to turn around (quadruple!) the pot: MV Agusta F4 2013 is irresistibly tempting. Of its head of fork where two bluish lines of lads highlight its oblong optics with its hull postpones worked like a warhead, via its collected line and as the traced of only one feature, it is a true aesthetic without-fault.
    Nothing to waste, the quality of realization suffers from any defect: MV Agusta F4 is not just “beautiful by far”, it is in its more negligible details as well. A very strong feeling of quality emerges from its splendid will monograms, its framework tubular lattice connected to platinum’s with the irreproachable wildings or from its quite simply sublime higher t-piece.

    Test MV Agusta F4 2013 : the prestige of the directions

    The coating with the red over sewn seams of its saddle high perched (830 mm) had in addition a small effect “racing”, just like its screws of careen-age quarter of turns of the Zeus type and its very beautiful adjustable footrests in slope.
    And the warbling of F4 is worth of its charming plumage: the quality of its peripherals is in phase with its statute of icon. A Marzocchi fork on “standard” F4 and F4R, of the “full” electronic Ohlin’s on the F4RR, of the radial clamps Brembo (piece on the RR), of Pirelli Diablo Supercorsa SP almost as smooth as of the tires of MotoGP: MV Agusta give bulbs to the eyes by detail of its beautiful pieces (see all the details in our technical Point in following pages).

    Test MV Agusta F4 2013 : the prestige of the directions

    In spite of this sporting positioning, the daily newspaper is not completely neglected. In testifying this pretty brushed metal protection installed on will monograms to avoid striping it, the instrumentation ordered with the handlebar, the valves of bent rims, the levers adjustable and the presence of warning. Admittedly, it is necessary to release the handlebar to actuate these hazard lights via the switch located in bottom on the right of instrument panel, but the intention is there! For more information just keep on visiting us at www.bikescatalog.com