Marquez needs lower risk style in MotoGP or faces injury - Schwantz

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Marquez needs lower risk style in MotoGP or faces injury - Schwantz

Four-time MotoGP champion Marc Marquez will need to adopt a lower risk riding style in future or could eventually suffer a bad injury, says grand prix motorcycling legend Kevin Schwantz.

Marquez suffered 27 crashes in 2017, more than any other rider in MotoGP except Aprilia rookie Sam Lowes.

The Honda rider came close to falling during the season finale in Valencia while fighting for the race win, despite only needing to finish 11th to secure the title.

Schwantz, the 500cc world champion in 1993, praised Marquez's abilities but warned the Spaniard could get seriously injured unless he moderates his approach.

"You have to find a way to ride hard and at the same time lower the risk, because one day you might hurt yourself," said Schwantz.

"Maybe you just break your collarbone or something simple, but that will slow you down.

"He's on the limit every lap. If you give your 100%, you make mistakes, but it's also the way to discover what the bike is capable of doing.

"You can't do that at 95 or 96%. He's been lucky because he suffered some major accidents this year without hurting himself.

"He's discovered how to get the most out of the Honda and has adapted his riding style to the bike. It's a pleasure to see him [ride] because he does incredible things every lap.

"I spoke with Livio Suppo [former Honda MotoGP boss] and he said 'it's hard to believe what he does'. Looking at him you immediately realise how incredible he is."


Ducati MotoGP weaknesses hard to fix for 2018 - Andrea Dovizioso

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Ducati MotoGP weaknesses hard to fix for 2018 - Andrea Dovizioso

Andrea Dovizioso says it will be difficult for Ducati to fix all its weaknesses in time for the 2018 MotoGP season, but he expects to fight for the title again.

The Italian enjoyed a breakthrough 2017 campaign, winning six races and taking the championship fight with Marc Marquez down to the final race of the year at Valencia.

While Ducati has enjoyed an advantage on power circuits in recent years, it is trying to improve its performance on tighter tracks as well to make its bike more of an all-rounder, but Dovizioso does not expect that to be fully resolved over one winter.

"I think we're pretty well placed and we're in the game next year," Dovizioso told Italy's Radio 1.

 The shock transformation of MotoGP's new marked man

"We're still missing some things, we are not perfect. But I don't see any of our opponents having everything in place at the moment.

"It will be difficult to eradicate our weaknesses for 2018, but we know exactly what we must do and where to improve.

"There will not be many changes. The bike is just an update so I think we can start [2018] very similar as we finished [2017].


Lack of Honda 'support' led to Jack Miller leaving Marc VDS

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Lack of Honda 'support' led to Jack Miller leaving Marc VDS

Marc VDS MotoGP team principal Michael Bartholemy has blamed a lack of support from Honda for his outfit losing Jack Miller for 2018.

Miller moved up to the premier class on a factory Honda contract after coming close to winning the 2014 Moto3 title, and spent the past two years at Marc VDS, scoring an unlikely win at Assen in 2016.

But after it became clear his factory deal wouldn't be renewed, the Aussie signed with Pramac Ducati for 2018.

Speaking to MotoGP.com, Bartholemy - whose team will field rookies Franco Morbidelli and Tom Luthi next year - admitted losing Miller was a major disappointment.

"Jack was my rider for 2018," Bartholemy admitted. "A manufacturer should not lose a rider like Jack Miller.

"It was important to keep him for our project, it was clear that Marc [van der Straten, team owner] made a big commitment to keep him, but there was one or two things that Jack was actually asking to Honda for 2018, which was absolutely not in the hands of Marc VDS team.

"We tried to help as much we can, we had many many discussions with Honda, we said it doesn't matter what we have to do, we'll make it happen, but we never got a positive answer."You have to live with his decision - even if he was, let's say, 90% decided to leave to Ducati, there was always this 10% of chance, and even during all this time I was pushing to keep him in the team.

"But there was never the support from the Honda side to make it happen, and that is the reason why we lost him."

Weighing up 2019 options
Marc VDS is one of the three teams fielding Honda bikes in MotoGP, alongside the works team and fellow privateer outfit LCR.

Bartholemy admitted that the team would be considering its options beyond 2018, saying Marc VDS was left feeling like "the fifth wheel on the car" within the Honda ranks.

"In the past three years, we have done a lot for Honda," he said.

"When one team [Gresini] was struggling with a sponsor, we took over the programme - actually one year too early that we had the financial resources to make it, so we had really to move mountains in 2014 to make this programme with Scott Redding.

"Then when another Honda team [LCR] had financial problems we took even over a second rider [Miller], that was even a bigger challenge for us.

"And then when you see that you are a little bit treated like the fifth wheel on the car, it's normal that you feel a little bit disappointed.

"But the positive point is that there are three manufacturers which like our team, they like the programme that we have.

"I am open to talk to all four of them - including Honda - and I think that the person that shows the biggest interest in our activity should be the person that we go with."


Tech3 boss warns KTM will turn Moto2 into 'David vs Goliath'

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Tech3 boss warns KTM will turn Moto2 into 'David vs Goliath'

Tech3 boss Herve Poncharal has warned KTM could dominate Moto2 in the future as other manufacturers will not be able to compete with "a real factory".

KTM teamed up with Ajo Motorsport, champion with Johann Zarco in the past two years, to enter Moto2 in 2017.

The Austrian brand's lead rider Miguel Oliveira was a regular podium finisher throughout the season and ended his campaign with three consecutive wins, ending Kalex's streak of 49 wins.

Tech3 has been a Moto2 bike manufacturer since the series was rebranded from 250cc in 2010, and Poncharal said KTM's edge over the rest of the field could limit the competitiveness of the category.

"The fact now you have a real factory involved, we always call it David versus Goliath, and in some nice stories David is winning, but in real life that doesn't last long," said Poncharal.

"My feeling is Moto2 is going to change.

"I am going to do next year the same project, same as it is [now] in Moto2 but I will have to see for the future.

"[We need to decide if it] is it worth it, do we want to carry on our project even if it is competitive, but we don't have the possibility to get the right riders to win.

"Or do we want to go back like when we were in 250cc with a factory Yamaha with Olivier Jacque.

"This is something I need to decide."

The French squad is not the first works team to consider quitting Moto2.

Suter had officially announced it would withdraw at the end of 2017, only to reverse the decision soon afterwards and team up with Forward.

Marc VDS boss Michael Bartholemy also has a Kalex team in Moto2, and said a change in strategy will be required next year to go up against KTM.

"KTM is coming very strong in Moto2, it is the first time that we are fighting against a manufacturer with a small company like Kalex in Germany," he said.

"For me, when I joined Moto2 there was always this thing that we don't have the money from the factories and the know-how and all this time that you can spend developing the bike.

"In this moment it is like this, we have to work, we have a very busy winter.

"We have to change our strategy and I hope that I can come back to Valencia in February with a strong bike."


2017 BMW R nineT Pure vs. Honda CB1100 EX Comparison Review | Absolutely Classic

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2017 BMW R nineT Pure vs. Honda CB1100 EX Comparison Review | Absolutely Classic

With all the excitement at the moment, when it is whipped on exotic motorcycles with electronic control, you can say a lot to return to simpler times and our purist roots. This brings us to our review of the comparison of the BMW R 9T Pure against the Honda CB1100 EX.

How about just riding a motorcycle at a basic level for pure visceral pleasure from it, and spending a little time to enjoy the open road? The old saying that having more fun on a slow bike faster than a fast bike, slowly has a lot of truth, especially on public roads.
In addition, bare motorcycles with all mechanical bits on the show tend to have a more attractive visual appeal than superbikes with plastic coating. Of the many cars that fit into the standard category, the 2017 BMW R 9T Pure and the Honda CB1100 EX fit perfectly into this designation.

The 2017 Honda CB1100 EX pulls from some landmark and much loved company heritage, and when traveling around the city, I admired the smiles and big fingers of car drivers. When you receive an evaluation from a non-motorcyclist community, you know that you have something special. Encouragingly, the CB1100 EX resonates with the young and old.

The more modern but heritage-oriented style of the 2017 roadster BMW R 9T Pure would not look out of place in the next Mad Max movie. Judging by the momentary banner success of the standard more decorated R 9T, when it debuted, I can safely say that the visual attractiveness of Pure is also very strong.

Both of these motorcycles seem to be truncated to the ground, with the intelligent use of modern technology and materials. However, a simple look can be; they just are not. EFI, ABS and some LED lights are standard for BMW and Honda. Modern materials and finishing are also a great leap over last year, and both bicycles can use modern radial rubber with a much more prominent imprint.

Although the old saying "Victory on Sunday, sale on Monday" has its place to create a brand, since buyers, to slavishly adhere to this, can leave many other potentially dangerous motorcycles in the cold. True, although it goes according to the specifications of the machine sheet can be a useful indicator of absolute performance, it can also be mislead if you are trying to assess the real potential of using a motorcycle.
that this truck will be called the pickup truck Wrangler or some variation of this name. Now rumors that Jeep will revive the name that last appeared on the Jeep CJ-8 (and the Ducati motorcycle): Scrambler. It is still a rumor, but we hope that it is so.


2017 Honda CRF110F vs. Yamaha TT-R110E Comparison | Kids Motorcycles

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2017 Honda CRF110F vs. Yamaha TT-R110E Comparison | Kids Motorcycles

When we offered this model for comparison of Honda CRF110F from Yamaha TT-R110E in 2017, we really did not expect to find a big difference between these two established youth off-road motorcycles.

At first glance, there are quite a few similarities, including a comparison of $ 2,249 MSRP. Nevertheless, when we installed our team of tracks for young racers and their parents, we found that the CRF110F and TT-R110E are not clones, and each motorcycle has its own audience.

The engines and chassis make the CRF110F and TT-R110E very similar to the surface. Both have highly reliable two-stroke two-stroke SOHC engines with air-cooled electric start (which are loved by children and adults).
Along with 12-inch rear wheels and 14-inch front, both bicycles have an uncontrolled suspension, while the shock absorbers do not have a clutch for less maintenance. Two bikes weigh approximately the same, and the difference in seat height between them is the width of the hair. Basically the same bike, is not it? Wrong!

Before we tell you which bicycle suits your child, we will give you the most important buying advice: do not expect your child to grow on a bicycle - get a bicycle that fits or is too small. As soon as the rider takes possession of the bike, move upwards. Danger for a bicycle that is too big or powerful for a boy. Do not do this.

In addition, the budget for a helmet, glasses, gloves and boots - they are not subject to discussion. Long sleeves and long pants are a must, period. After that, look at the knee and elbow armor, especially if you are riding in a rocky terrain. Nothing rotates like a trauma.

Well, back to 2017 Honda CRF110F and TT-R110E, and how they differ. Keep in mind that we tested them separately, and we did not distinguish them separately from them - we really had to compare them side by side.

Our two main drivers were Murphy Aaron and Skylar Carrillo. Both children have parents-moms and dads who participate in races. Nevertheless, Skylar is a newer racer and a little shy, while Murphy is more experienced and aggressive. Both teenagers are approaching two motorcycles and approach to age.

After we let the kids ride their bikes to their hearts, everyone had a certain favorite. As soon as we started to understand the specifications, it seemed that the small differences were more significant than we expected.

My favorite Murphy is the Yamaha TT-R110E. As it turned out, Yamaha quite strongly launched the TT-R. In addition to the engine with a slightly shorter stroke, the engine also has a higher compression and is powered by a 16 mm carburetor (compared to a tiny 13 mm block on the CRF110F).

Additional horsepower immediately turned to Murphy, as he already performs advanced riding techniques such as powerslides and jumps. The TT-R110E satisfied Murphy's need for speed, and he grabbed it whenever he could.


2018 Suzuki GSX-S750 Review | 12 Fast Facts

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2018 Suzuki GSX-S750 Review | 12 Fast Facts

After a year, the Suzuki GSX-S750 returned. Thanks to the engine based on the GSX-R750 K5 powerplant, its business card has excellent power and handling, at an attractive price and forgiving nature. We went to the Suzuki GSX-S750 in 2018, and here we found dozens of significant facts.

1. Suzuki GSX-S750 now represents a bicycle for 50 people. Acute environmental regulations have been retained by the previous generation GSX-S750 from California, but the GSX-S750 2018 is now available in the Golden State, an important sports motorcycle market.

2. Suzuki's engine has been modified for more power, better fuel economy and lower emissions. All these are good things, and cycling tells you that this is not a modest increase in power. Return the built-in 4 to 10,500 rpm - something that is not that hard to accomplish, and you get about 113 horsepower. It's eight more horses than in 2016, and you'll surely feel that you're hurrying up.
3. Suzuki found these eight horses using a variety of techniques. A major change to the engine is the introduction of crankcase vent holes, which reduce the loss of pumps. In addition, there is a new 4-2-1 exhaust system, a new 10-hole long-nose fuel nozzle and a larger air intake.

4. The additional power of the GSX-S750 is further enhanced by reducing the final transmission. The shorter transmission gives the superb acceleration of the 2018 GSX-S750, while the maximum speed remains unchanged due to the extra power being able to pull higher in the sixth.

5. Control traction helps tame increased power and reduce transmission. Although there is nothing unusual like the IMU (unit of inertia), it is still a three-tier system, plus for a crowd of bullies. I usually like more control of traction on the street, since I prefer to play it safely, but the least intrusive mode 1 has perfectly coped with me. If the road becomes sketchy or it starts to rain, it's nice to know that there are regimes 2 and 3. I would not refuse, but I will not judge you if you do.

6. Previous chassis GSX-S750 was spot-on, so he did not need much to help regulate power. The big news is the new 41mm inverted KYB plug, but do not worry too much. Like the impact by clutch, the only adjustment is the spring preload. Since I'm pretty standard in weight and performance, I was completely satisfied with the damping settings that were accepted by the engineers. Suspension of the Suzuki GSX-S750 in 2018 takes care of bumpy city streets, but beautifully composed, making its way through the canyons. As long as you are not a hermit, you will be completely satisfied.

2018 Test of the Suzuki GSX-S750
2018 Suzuki GSX-S750 Overview
7. New brakes help slow down the speed of the GSX-S750. The radially installed Nissin calipers make a front in front, with something new larger 310mm pink petal rotor. The front pads have a nice soft initial bite, but with a lot of brake force, if you want to pull the lever more aggressively. This makes braking ideal for driving through the city and twists. If you want ABS, you need to go to the completely black GSX-S750Z and cut out the extra 600 dollars.

8. It can be naked, but in 2018, the Suzuki GSX-S750 feels great at high-speed freeway speeds. I will not talk about how fast I walked or where, but you can climb to 90 miles per hour without feeling too windproof. The new headlamp and body together with the ergonomics of the GSX-S750 in a sitting position make you feel that it has a little windshield (Suzuki sells a true accessory windshield). Of course, I would like to see the GSX-S750F with a full fairing, but this bike is ready for sports, as it is.

9. The GSX-S750 is a great cover cover. With a little emphasis on stability compared to direct maneuverability, the Suzuki GSX-S750 2018 is confident that it becomes aggressive on tempting rear roads - it's a lightweight 25.2 degree rake and a spacious 57.3-inch wheelbase. Bridgestone Battlax Hypersport S21 tires more than meet my needs, providing an excellent feel at both ends. There are also new 10-spoke cast aluminum wheels - it does not matter, but they look good with new rotors.


Arai DT-X Motorcycle Helmet Review | Entry-Level Rolex

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Arai DT-X Motorcycle Helmet Review | Entry-Level Rolex

Arai has been manufacturing offshore motorcycle protection equipment for more than six decades, and the DT-X is the latest in a long line of superior Arai helmets.

Since the creation of the Japanese brand, Arai has sought to maintain the highest level of protection by implementing some of the most stringent quality control standards found in the motorcycle helmet industry.

To do this, Arai adheres to its deep roots and does things in an old-fashioned way - by hand. Neither one nor two specialists personally subscribe to each Arai shell before they roll back along the pipeline so all holes are drilled, all eye ports are cut, and all graphics are checked for discrepancies along the way.
Such a high level of service, which is placed in each helmet, usually translates into a higher price in retail, and therefore there is a new Arai DT-X. However, the DT-X does not fall on the sidelines when it comes to quality and quality control, despite the more affordable price point in the Arai lineup.

Arai offers helmets in three standard oval forms - Signet-X (Long Oval), Quantum-X (Round Oval) and race-oriented Corsair-X (intermediate oval). I find myself in a common intermediate oval group, which makes the DT-X good for me.

As always, we strongly recommend that you go to your local store and try a few helmets on your own to decide which size and shape best suits you personally. We can not tell you what your head is - it must be determined personally.

The DT-X, made of lightweight fiberglass material, has many similarities in design and appearance with other models carrying the X spotlight. Using an outer shell like the R75 Arai, similar to eggs, the DT-X is also equipped with a signaling Hyper Ridge from Arai along the bottom edge of the body to improve strength and aerodynamics, and also makes it easy to put on and remove the helmet.

The result is a motorcycle helmet that is light enough to remain comfortable for a full day ride, as well as for those who are also stable at high speed. Checking over your shoulder when changing the strip will not meet resistance, and I'm positive about aerodynamics.

A wide viewfinder provides excellent peripheral vision within the DT-X, which allows you to better understand the surrounding. Switching, touring and even tracking excursions (although not races) are within the limits of the possibilities for the DT-X.

To facilitate airflow, the Arai DT-X has 10 vents. Starting from the front, you can find one multi-position chin opening, as well as two eyebrows, both of which cope well with misting and make a pleasant trip in hot weather.

On the top of the helmet is a dual-function plastic valve. It not only lifts the air, sitting in an upright position, but also allows you to exit the air. Behind this is another vent, designed for air supply, when you are in an aggressive position. Two vent holes flank the central hole to create a low pressure so that air can pass through the helmet. The positions of air ducts and spoilers are easy to manipulate with a gloved hand.

Finally, the two lower compartments are located at the bottom. In general, I found that the air flow with DT-X is sufficient, even in the weather, which was good at digging into the 90s.

The interior of the DT-X is plush and comfortable, using antimicrobial materials so that things are not frightened. After a whole day, when he travels in a rather hot weather, most of them, breaking on the world-famous traffic in Los Angeles, was no worse for wearing.
The ear pockets are equipped with molded recesses that allow the installation of intercoms, as well as a small adjustment of the fit through the 5 mm peeling layers in a comfortable liner and cheeks. Nevertheless, the adjustment of the comfortable ruler stops there, unlike the Corsair-X, which is completely customizable to your taste - this was one way to reduce the cost of DT-X without compromising security.

As expected, the single-layer multi-layer Arai EPS liner is used for use within the DT-X, which provides additional protection by implementing different densities in the helmet areas where they are most needed during the impact.

The Parasys Shield (VAS) system, introduced a couple of years ago on the Arai Corsair-X, is found on the DT-X, which allows you to quickly change the limitless face screens as soon as you understand the system. Nevertheless, during the training process you will come off as a Neanderthal man who has just opened fire. Instead of trying to explain this, we'll just let the people of Aray show this action below. Unfortunately, the DT-X does not come with a Pinlock insert, which can be considered as another cost saving strategy.
Faceshield works smoothly and confidently fixed, without any air leakage. Locking mechanism - another new set of kit for


2017 MV Agusta Brutale 800 Review | Naked but Not Afraid

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2017 MV Agusta Brutale 800 Review | Naked but Not Afraid

Much of the attractiveness of MVG 2017 MV Agusta Brutale 800 - in fact, any MV Agusta really - should look like a motorcycle. The company is excellent in using its Italian-exotic image, and it's obvious when you look at any MV - they are really unique.

Rise to any random Starbucks and by all means, Brutale 800 will attract attention. Curves and extra corners on the bike work great together; paint and finish are of high quality, and the details of the details clearly reflected. This is a motorcycle that obviously is not built for the budget, and the final result is clearly different from anything else in its class.
As a vertical cape, the Brutale series of models, by definition, lacks plastic fairings, so the details are demonstrated and admired there; The more you look, the more you see. Iconic style replicas include a sculptural tank that flows into the seat; The minimalist lattice frame, which stands out for its perfectly triangulated tubes; a one-way pendulum that shows the rear wheel; and triple exhausts, which look out from under the engine.

The blackened 43 mm Marzocchi brand looks promising and cool, although the visual effect is destroyed by the terribly huge emission sticker wrapped around the right foot. I understand that we must have one, but, really! I urge any owner to leave it in place, and the second one to go home.

In general, 2017 MV Agusta Brutale 800 is perfectly combined. Many thoughts have gone into the appearance of the bike, and only this is likely to sell the bike to most owners. Fortunately, Brutale 800 is not just beautiful. It also operates at a very high level, so the said owners will feel that their purchase is fully justified once they can ride.

It's not a beginner's car, but it's incredibly responsive, it's also easy to handle, and it's equipped with eight-level traction control, and ABS with a weakening of the rear wheels, and these systems work magnificently in harmony to help keep the rider safe. Confident mid-level racers will find this bike soft enough to gain strength. As this set of skills grows, and they reveal the full potential of Brutal, they will find that they can release as much productivity as they want.
Sitting on the Brutale 800, my first impression was how high the seat was. My 33 inch inseam was enlarged, although I can be photographed by being at rest in my boots. Interestingly, despite its height, Brutal simultaneously feels compact.

Despite the (alleged) almost one inch longer wheelbase compared to last year, the 55.2-inch 800 Brutale is still definitely a fairly short finish. Compare this wheelbase with similar bikes in its class, such as the 56.7-inch Yamaha FZ-09, and the new 579-inch Kawasaki Z900-Brutale is almost two inches shorter!

With a 24.5 degree rake - the same as the Z900, and half as much as the FZ-09, the geometry is not too aggressive, and it is this short wheelbase and competitive weight that makes the MV so strikingly agile. Nevertheless, despite the extremely vivid treatment of MV, he is actually not nervous. Instead, the Brutale 800 is sensitive to steering inputs and impacts on the road. Although this tends to keep your attention during driving, it does not bother.

Brutal does not have a steering flap and does not need it. I hit a large pothole that threw the front in a slight swing, but the rudders settled almost immediately with a minimal drama. The chassis is very well developed, and it builds a thin line of direct connection with the rider, without becoming nervous.


2018 Indian Scout Bobber Review | 11 Fast Facts

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2018 Indian Scout Bobber Review | 11 Fast Facts

Some riders crave a minimal style for a cruise around the city, and others - a performance platform that stretches on the back roads. If you crave a cruiser that excels in both situations, the Indian Motorcycle has a solution - a scout-beaver of 2018.

Although the name of Bobber can be cliché and ordinary, a bicycle is everything except this. Indian Bober was designed with the main goal - the cult sports Harley-Davidson Sportster.

2018 Indian Scout Bobber Seat Height
2018 Indian Scout Bober Overview
I quickly realized this in Minneapolis during a sweat impregnating a 93-degree first trip aboard a new Indian Beaver. The motorcycle impressed more than one during the week of 2017 in Minneapolis X-Games. Even after all the sweat rolled over my Oscar in the leather jacket Alpinestars Monty, my childish smile remained.

I gathered the basic quick facts that you need to know about the new Indian intelligence agent of 2018.

1. When a motorcycle makes you feel like a hormonal adolescent, there's little to complain about. The Indian scout Bobber completed this task at the first minute of the clutch release and allowed the rear tire to mark the clean roads of Minneapolis and every mile after that for an almost 100-mile test drive.

2. Suspension Scout Bobber is the most notable upgrade over the base Scout. The plug from the cartridges is new, and the rear shock absorbers drop by an inch. Both contribute to more optimal chassis feedback in twists, allowing you to press as much as necessary.

3. Yes, better control means a tighter adjustment and less suspension travel - 4.7 inches in front; two inches for the rear wheel. The Indian Bober has a slightly tougher ride over the base scout due to the sportier suspension, but the feedback from the chassis is worth it. The trip remained comfortable regardless of rough concrete, bridge extensions and manhole covers - usual.

2018 Indian Scout Bobber
2018 Indian Scout Bober Overview
4. The angle of inclination increases, although Bober sits below the ground. You will still be cleaning sensitive elements when you have situations with a tight turn, so that the aspect of his individual heritage is preserved.

5. Ergonomics revised. The footrests are now 1.5 inches closer to the rider, and the grips are also closer. On the base scout, I have to stretch out on the bars and get a little out of control while riding in the background. But on Bobber, ergonomics make me into a more aggressive position on the landing, which is also more convenient for my almost six foot frame above the base scout.

6. The engine does not change from the base scout, which is good. The liquid cooler 69 ci (1133cc) V-twin produces 100 horsepower, and power is available over the entire rev range. Power is fast and smooth from 3000 to 6000 rpm, where a torque of 73 ft / lb is created.

7. Although the Indian intelligence officer Bobber arrived with one front disc brake, stopping was never a problem for the 554-pound (wet) car. A 298 mm disc, compressed by a two-piston caliper in the front, and one 298 mm disc compressed by a single-piston slide backward, showed no problems, such as discoloration or spongy leverage during the day, whether in the city or enjoying a vigorous reverse, travel.
8. The six-speed transmission provided zero problems, although the grip feeling was initially strange because of how close the lever to the handle. Unusually, the Indian scout of 2018 was slightly above the base scout; Indians say that this is what a typical target customer wants. To represent this in perspective, the engine runs at 3500 rpm at a speed of 65 mph. A small turn of the throttle is all you need to quickly drive the car along the highway.

9. Addition to the design of Bobber - black 16-inch wheels with black cast body, shod fat tires Kenda K761 with a double sport. Thick tires - 130 in front, 150 rear - are not knobby. They have a deep oblique pattern with a pattern for this bold look of Bobber. K671s provided continuous traction during my trip in high temperature and high humidity conditions over 90 degrees. After raising the temperature, the rear tire was difficult to break in the first gear - impressively for a tire with a street / dirt focus of 80/20.

10. I'm a supporter of minimalism, and Scout Bober refers to me more than any other bike in the line of Indian motorcycles. Brothers Bobber - the basic scout who arrived on the scene in 2015, and Scout Sixty, who followed in a year - do not have the attraction of this Scout and his darkened style. Other interesting features that make Bobber one step colder are the mirror mirrors, the sliced ​​front wing, the onboard license plate and LED rear signals with integrated stoppers, swivel and tail lights.


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