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2017 Ducati Scrambler Café Racer Review | 11 Fast Facts

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2017 Ducati Scrambler Café Racer Review | 11 Fast Facts


Ducati is in motion with Scrambler this year, adding two important new versions to the line, which now includes six models. I loved Desert Sled when I tested him in the Spanish desert earlier this year. Now it's time to take on the racer Café Racer Ducati Scrambler in 2017 on the home field, which means the streets of Los Angeles, the Hollywood hills and canyons of the surrounding mountain ranges.

1. Based on the standard Scrambler icon, Café Racer has five important functional changes. Tires - this is an elastic band Pirelli Diablo Rosso II, and not tires with off-road icon. The rake fell 2.2 degrees to a steep 21.8 degrees. Clip signals expose you in an aggressive position. The master cylinder of the front brake cylinder is a radial design for a more direct perception of the Brembo Monoblock M4.32 caliper. The place is minimalistic and easier to navigate.
2. Despite the steep rake, Ducati Café Racer is not a nervous conductor. Without a doubt, this is a flexible motorcycle, although one that does not offer unexpected surprises. It's as stable as you'd like in corners with a slight bend, and the Cramer Racer Scrambler does not have any of the headgear that we felt on small, air-cooled Ducati Monterers aircraft. All rooms and ergonomics point to a complex bike to ride, but the handling of the Café Racer is predictable and accurate.

3. Despite the fact that the Kayaba suspension has no damping adjustments, it's just fine from Japan, through Bologna. While damping and spring are fairly stable, the trip never gets harsh. Of course, the suspension pushes you on more rough roads, so if possible, aim for a smooth line. Interestingly, the early information on the press describes a "fully adjustable plug upside down" for Café Racer, but the fork on the bike on which I rode had no adjustments that I could find.

4. 2017 The Ducati Scrambler Café Racer is the same powerplant as the standard scrambler. With Termignoni silencers, you can expect some increase in power, but it's not there. The air-cooled, oil-cooled engine with dual-valve heads produces the same stated 75 horses at 8250 rpm and 50 ft / lb of torque at 500 rpm earlier. This is an easy to use motor with a smooth but persistent delivery, which is great for friendly competition between cafes.

5. You too can be a boy-tone. Unlike the cafe riders of the 1950s, the Ducati Café Racer has no problems with displaying triple digits on the LCD speedometer (which has a useless tachometer and a too thin font). However, if you are used to a completely artificial superbike and a racing helmet, feeling 100+ wind on a bare bicycle while wearing an AGV face and Serengeti sunglasses is a completely different and liberating sensation. I will not insult your intellect, telling you not to try it at home.

6. Café Racer can only have one front disc, but is equipped with the appropriate Brembo equipment. Considering the relatively modest output power and low weight, one 320 mm disc with a radial drive of the master cylinder and a sufficient radially installed high-quality Brembo support are obtained. It's good that Ducati has put a lot of brakes on the front disc, because the rear brake is anemic in comparison. ABS is standard, so I would like Ducati to become more aggressive in the back.
7. With the design of the cafe you will also feel discomfort in the cafe. Unlike Icon Scrambler, which you can drive the whole day without much fatigue, the 2017 Ducati Scrambler Café Racer is not so convenient. The seat is slippery and pushes you towards the front, and the clips have very little growth - fortunately, the reach to the grip is not too far. Ducati Café Racer is not so inconvenient as R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R S R D R E S R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R A R R R R R R R S R D R R S R D R R R R R R R R R S R D R R R R R R R R R R D D R E E Racer

8. Around the city, ergos are fine for a while, but eventually your wrists will require a break in the cafe. Relying on so that you look cool, it works for so long without an explosion of air helping to hold you, not to mention the fact that you are facing a colossal road. Again, this is not extreme, but the seating position of Café Racer nowhere near welcomes, like the vertical, wide handle Icon Scrambler or Desert Sled. Riders on short rails all the same. Mirrors with a bar stand look great, but have a limited view. This is not a robber for seasoned riders, but some of the newcomers who will be drawn to Café Racer will find this embarrassing.

9. Café Racer - another winning version of Ducati Scrambler. Original

30112017

2018 Honda CRF450R First Ride Review | Motocross Track Tested

Posted by: adminCategory Motorcycle | Comments: 0 | Views: 9 246

2018 Honda CRF450R First Ride Review | Motocross Track Tested


We drove to the Honda CRF450R in 2018 on the main motocross track at Sunrise MX Park in Adelanto, California. Here are the main facts that we learned after a day on the track.

This year Honda CRF450R is improved. After last year's review of the original version, we did not expect much change - even after the redesign of '17. However, Honda has made some key upgrades to improve their best MX-bike.
The biggest news is that the electric start is now on the CRF450R, not an expensive addition. While some of the European MX motorcycles have an electric start for many years, this year is the first to electrically start electricity on Japanese motocross (2018 Yamaha YZ450F is also e-start). It is not added for persuasion or ease of use, and in the ideal world you do not want it to be on your MX bike. When an electric start is really needed, when things are not perfect, and you stop or ride a motorcycle. In those cases where you can press a button and immediately start the bike, you will save valuable positions on the track.
The price for the electronic launch of the CRF450R this year fell by about $ 400. The e-start option last year was about $ 700, so the Honda CRF450R 2018 is a bargain compared to 2017 with the help of a magic button.
E-start adds five pounds to the Honda CRF450R in 2018, but the bulk is near the center of gravity. This is a fine, which we will pay with pleasure. Honda went with a lightweight lithium-ion battery and removed the kickstarter and internal gears. This makes the excess weight almost invisible when riding.
Honda re-displayed the ECU to provide a smoother bike from the lower end. The 450R comes with three different cards: 1 standard card, 2 soft card and 3 aggressive card. After turning circles around the Sunrise MX and trying all three cards, we found a card of 1 (standard) of our favorite. Compared to the 2017 model, the smooth power supply to the 2018 card in idle mode allowed us to confidently ride aggressively. Aggressive map 3 is not smooth enough to allow us to skate as we would like, and the soft map 2 just changed a bit for our tastes. Pro motocrossers will surely appreciate the map 3.
Honda felt that the chassis of the year 2017 was too rigid, so they made it more forgiving. To do this, Honda has added a little more flexibility to the engine mounts (it also remains on the head). The Honda CRF450R of 2018 is certainly less stiff in impact and better suited to corners.
Suspension Showa recalibrated and well balanced. Last year, Honda dropped the airplane in favor of the usual Springa fork. However, the overall suspension package for 2017 was on the soft side. This year, Honda fixed the springs at both ends and updated the valve to match. Our initial feeling is that the new setting is balanced, and we did not have complaints even when landing flat from a big jump. We will learn more about this when we take the bike to a more rough cracked track, like Glen Helen on a weekday.

The clutch engagement on the Honda CRF450R 2018 motorcycle is stiff, and the clutch is steep. While the CRF450R really emits a lot of energy and needs a strong clutch, we know that they can get a better feel from this - the hydraulic clutch will be pleasant. This is a slightly controversial issue, since not a lot of grip work is necessary on the 450cc four-stroke.
Honda built a great exercise bike, which feels dexterous by 450 standards. He does an excellent job with very little effort, but he feels stabile at speed. Of course, improved suspension and power supply help the chassis work better.
After a day on the Honda CRF450R in 2018 we are happy. Adding an electric start is a serious upgrade to an already strong package, while seemingly small changes in the processing and nutrition departments bring big dividends. We can not wait to hit bars with him. Photographer Don Williams
COATING STYLE
Helmet: Bell Caro-9 Carbon Flex
Points: Fly Racing Zone
Pants + Jersey: Fly Racing 2017.5 Kinetic grid
Gloves: Fly Racing Media
Boots: Fly Racing Sector2018 Specifications Honda CRF450R
ENGINE
Type: single cylinder
Displacement: 450cc
Hole diameter x: 96.0 x 62.1 mm
Compression Ratio: 13.5: 1
Valve circuit: Unicam SOHC, 4 valves
Refueling: EFI with throttle body 45 mm
Cooling: liquid
Start-up: electric (additional kick)
Transmission: 5-speed grid with a permanent grid
Final drive: circuit 520
CHASSIS
Frame: Aluminum double spar
Front suspension; travel: Fully adjustable fork of a length of 49 mm; 12.0 inches
Rear suspension; Trip: Fully adjustable with clutch. Shock: 12.4 inches
Front tire: 80 / 100-21; Dunlop MX3S
Rear tire:

30112017

2017 Harley-Davidson Iron 883 vs. Yamaha Star Bolt | Two Takes On Cruising

Posted by: adminCategory Motorcycle | Comments: 0 | Views: 3 115

2017 Harley-Davidson Iron 883 vs. Yamaha Star Bolt | Two Takes On Cruising


The comparison of the 2017 Harley-Davidson Sportster Iron 883 and the Yamaha Star Bolt is more of an exercise in philosophy than an overview of motorcycles.

The approaches from Milwaukee and Hamamatsu uniquely differ from each other and can not be sufficiently reconciled. We love both Iron 883 and Bolt, and it's just as good as anyone to pull them out and match them.

Both bikes arrive with air-cooled V-twins, but here the similarity ends. Two valves in each Iron 883 cylinder are actuated by pushers, and the bolt has heads with four valves and an upper cam on each jug. Yamaha has a ratio of square diameter / stroke, while the H-D engine is predictable.
Experience suggests that the configuration of the Iron 883 is steeper, but 59 additional cubic centimeters and heads with four valves suppress a long stroke. The bolt generates more torque than the Iron 883 at the engine speed, and also has the expected advantage.

From a practical point of view, this means a slightly bigger push from Star Bolt when the stop light turns green if you want it, as well as a stronger pull of corners than Iron 883. In a non-aggressive riding you will not notice this much, although this definitely is. In any case, both motors have rather flat curves of torque without surprises - turn and turn.

Of course, this is something that ignores the inimitable hum and the motor-evolution sensation of the Sportster. While the Yamaha powerplant flawlessly purrs, the Evolution engine feels like it's a living organism. Even the launch of Iron 883 captures; he challenges the ability of his battery to animate him from sleep to revitalization. There is no drama from the button "Bolt", and it quietly starts.

Harley-Davidson Iron 883 and Yamaha Star Bolt have similar ergonomics. The seats are low (although the star is an inch lower), the pins are set in the middle, and the narrow strips are only briefly pushed back.
It's easy to slide comfortably into both bikes, although the Iron 883 is definitely more compact than a relatively large bolt. Compared to the seat, the Iron 883 pegs are higher and mate lower than the bolt. The Pentagonal stainless steel air filter holder on the bolt is more intrusive on the right knee than the classic round design of the Iron 883.