Saturday, October 27, 2012

Ducati Diavel Cromo Specs



Ducati Diavel Cromo Specs
Engine
Type Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
Displacement 1198.4cc
Bore x Stroke 106 x 67.9mm
Compression Ratio 11.5:1
Power 162hp (119kW) @ 9500rpm (claimed at the crankshaft)
Torque 94lb-ft (127.5Nm) @ 8000rpm (claimed at the crankshaft)
Fuel Injection Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies with RbW
Exhaust Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers
Transmission
Gearbox 6 speed
Primary Drive Straight cut gears, ratio 1.84:1
Ratio 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
Final Drive Front sprocket 15; Rear sprocket 43
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
Chassis
Frame Tubular steel Trellis frame
Front Suspension Marzocchi 50mm fully adjustable usd forks
Front Wheel 14-spoke in light alloy 3.50 x 17
Front Tire 120/70 ZR 17 Pirelli Diablo Rosso II
Rear Suspension Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm
Rear Wheel 14-spoke in light alloy 8.00 x 17
Rear Tire 240/45 ZR17 Pirelli Diablo Rosso II
Front Wheel Travel 120 mm (4.7 in)
Rear Wheel Travel 120 mm (4.7 in)
Front Brake 2 x 320 mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS
Rear Brake 265 mm disc, 2-piston floating calliper with ABS
Instrumentation Handlebar mounted instrumentation with LCD display: speed, rpm, time, coolant temp. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, ABS status, oil pressure, fuel reserve. Tank mounted instrumentation with TFT colour display: gear selected, air temp, battery voltage, trips 1 & 2, fuel reserve trip, average and actual fuel consumption and speed, trip time, scheduled maintenance. Full status and/or management of Riding Modes, DTC, RbW and ABS.
Dimensions and Weight
Dry Weight 210 kg (463 lb)
ABS Wet Weight 239 kg (527 lb)
Seat Height 770 mm (30.3 in)
Wheelbase 1590 mm (62.6 in)
Rake 28°
Trail 130 mm (5.12 in)
Fuel Tank Capacity 17L - (4.5 US gal)
Versions Dual seat
Standard Equipment
Standard Equipment Riding modes, ABS, DTC, RbW
Warranty
Warranty 2 years unlimited mileage
Maintenance Service Intervals 12,000 km (7,500m)
Valve Service Check 24,000km (15,000m)


Motion exposes Ducati’s go-fast intentions, and for the Diavel, that begins with the motor. Strapped to Hypercycle’s dyno the Cromo produced 134.5 rear-wheel horsepower at 9400 rpm and 80.1 ft.-lb. of torque at 7900 rpm from its Testastretta 11° engine. Twist a handful of right grip and the deeply curved seat immediately makes sense. While it tends to lock its rider into a single position, the backstop it provides when unleashing the engine’s potential is welcome support considering the bike’s upright seating arrangement.

In the hands of MO’s dragstrip specialist, Duke put the Diavel through the lights at Famoso Dragway outside Bakersfield, California, in a very respectable time of 10.32 seconds at 131.29 mph. Corrected for temperature and air pressure, the ET converts to a seriously quick 9.95-second pass. Yes, we did run the Cromo against the VMax but we’re withholding that information for our upcoming shootout between these muscle-bike beasts.


The Diavel is fairly easy to launch and gets out of the hole quickly.


On the street and in the corners the Diavel Cromo blurs the lines between cruiser and sportbike. “Despite its cruiser pretense, this is one factory custom that doesn't need to shy away from a twisty canyon road,” Duke says. Despite its conservative rake and trail figures and its wide swath of rubber out back, initial lean-in is easy to achieve, but it’s leveraging that 240mm wide tire to its edge that’s trying.

“When you get it leaned over, the front feels like it's going to slide out from under you,” says Siahaan. “It won't, but you have to slowly work up to that level of trust with the Diavel.”

Another eminent performance attribute are the Diavel’s brakes. “Its Brembos are notably strong, but their initial bite might be a little too abrupt for anyone accustomed to typical cruiser brakes,” notes Duke.


The passenger grab handle disappears beneath the passenger seat when not in use, as do the passenger footpegs which discreetly fold away.


Included in the Cromo’s asking price is an array of electronic gadgetry such as ABS, DTC, riding modes and ride-by-wire throttle, while suspending the bike is a fully adjustable 50mm Marzocchi fork and a Sachs progressive linkage monoshock, both fully adjustable. As mentioned earlier, these components are identical to those on the lesser expensive standard model Diavel.

For a more detailed assessment of the Diavel’s performance read Pete Brisette’s full review, and stay tuned for our forthcoming shootout against the VMax.

For now, Duke sums the Diavel up best, saying it “impresses as much for what it isn't than what it is. It's not a typical cruiser nor is it a typical Ducati but a hybrid of cruiser and sportbike that delivers a pleasingly unique riding experience. There’s nothing else quite like it.”

READ MORE - Ducati Diavel Cromo Specs

Big Dog




Riding all day at freeways speeds is not only possible but can even be enjoyable. However, when you come to the off ramp, you better chomp on the full set of 4-piston PM's and bring the 'ol girl down to first gear and be happy they moved the kickstand rearward this year, because the ground clearance is pretty much what you'd expect, non-existent! Lean angle, what's a lean angle? Don't even bother hitting the twisties on a bike like this. Most guys stick to wide sweepers and freeways when enjoying the 'Ol Dog, instead of fighting their way through a couple hundred turns at 15mph.

As the only rigid framed chopper in the Big Dog lineup [The Pitbull model doesn't have the 8" stretch to its downtube like the Ridgeback and is 12" shorter in the forks.], most of the time the Ridgeback left me wishing it was the softtail version. The Big Dog "Chopper" has pretty much the same look and features as the Ridgeback, but includes a soft-tail type frame and rear suspension. If you want the comfort to ride from SoCal to Sturgis, the "Chopper" is your best bet and I'm anxiously waiting for a chance to prove it! The "Chopper" and "Ridgeback's" low-slung saddles put the rider "behind" the gas tank, sparing you from much of the windblast, kinda like a dual-purpose fairing. This helps to ease the usual strain that an ass-low, hands-high, feet-foreward riding position causes at sustained freeway speeds. Another "comfy" feature I found during my stint riding this beast, is the saddle length and foot-pegs. Although there is no pillion seat to speak of, the stock passenger pegs come in handy for lifting your butt off the saddle in a jockey type riding position, saving your spine on choppy roads. Slide back a few inches and settle on the high-point of the saddle for the thickest cush. When you do find a comfortable long distance riding position, you still need to be mindful of your fuel mileage.

As the only rigid framed chopper in the Big Dog lineup [The Pitbull model doesn't have the 8" stretch to its downtube like the Ridgeback and is 12" shorter in the forks.], most of the time the Ridgeback left me wishing it was the softtail version. The Big Dog "Chopper" has pretty much the same look and features as the Ridgeback, but includes a soft-tail type frame and rear suspension. If you want the comfort to ride from SoCal to Sturgis, the "Chopper" is your best bet and I'm anxiously waiting for a chance to prove it! The "Chopper" and "Ridgeback's" low-slung saddles put the rider "behind" the gas tank, sparing you from much of the windblast, kinda like a dual-purpose fairing. This helps to ease the usual strain that an ass-low, hands-high, feet-foreward riding position causes at sustained freeway speeds. Another "comfy" feature I found during my stint riding this beast, is the saddle length and foot-pegs. Although there is no pillion seat to speak of, the stock passenger pegs come in handy for lifting your butt off the saddle in a jockey type riding position, saving your spine on choppy roads. Slide back a few inches and settle on the high-point of the saddle for the thickest cush. When you do find a comfortable long distance riding position, you still need to be mindful of your fuel mileage.

The petcock's reserve position leaves about as much gas as you'll find in a Bic lighter. When you switch to reserve, hit the turn signal and find gas ASAP. One block of stop and go cruising on the Sunset strip cruising will deplete the reserve and leave you parked, if you're not watching for filling stations, I speak from experience.

Now that your 86 Testarossa & Miami Vice suit have gone out of style, you've latched onto the leather boy look of the HD crowd. However, your matching chaps and tassles actually seem to make you feel like just another midlife-crisis non-conformist strictly conforming to the pseudo-trendy fashions of the herd. Panic, horror, despair! What will you do? The folks at Big Dog Motorcycles think they've got an answer for you.
Personally, I think you're an idiot, if you actually go out and buy one of these pigs, but I'll be the first to admit that I simply "don't get it". On the other hand, EBass, our resident self-proclaimed "poseur", seems to think that Choppers (and probably disco, tattoos, cigars, piercings and Howdy Doody) are the cutting edge of "cool" and just the ticket to elevate him to moto-god status. Didn't somebody once say: "A sucker is born every minute"? Anyway, EBass decided it would be a good idea to use the MO name to wrangle one of these $27,000 rolling codpieces from a chopper manufacturer. Unfortunately, EBass decided to sell the story to another rag, so even though MO was legally responsible for the bike, we didn't really get anything out of it, aside from Fonzie using it as a prop to shoot nudie pics of a lady friend (see below for the rated-PG versions). Anyway, I digress... I must admit I was more than a little curious what a modern "state of the art" chopper would ride like and I did get a chance to spend some time on the Ridgeback, before it went back to its kennel.

READ MORE - Big Dog

Bridgestone Exedra




Specifications:

Engine:
Typle: 805cc liquid-cooled 55° V twin, SOHC 4v/cyl.; dual
       anti-vibration countershafts
Bore & Stroke: 88 x 66.2mm
Compression ratio: 9.5:1            
Fuel: 36mm Keihin CVK
Ignition: electronic, digital
Valve-adjust intervals: 7,500 miles
Transmission: 5-speed, wet, multiplate clutch
             
Chassis:
Frame: steel backbone
Front suspension: 41mm fork, 5.9 in. travel
Rear suspension: one coil-over shock absorber, link
    type; 3.9 in. travel, adjustable for spring preload
Front Brake: 300mm disc
Rear Brake: drum
             
Wheels: 3 x 16 in.; 3 x 16 in. spoke
Tires: 130/90-16 , 140/90-16 Bridgestone Exedra            
Wheelbase: 63 inches (1600mm)
Rake/trail: 32 degrees/ 4.8 inch (122mm)
Seat height: 27.5 in.
           
Measured weight, full fuel tank: 575 lb.
Fuel capacity: 4 gallons
Fuel mileage: 45 mpg
Colors: red, purpley like

Really oversquare for a cruiser, at 88 x 66.2mm, it's actually a free-revving, enjoyable engine to play with, coupled to an agreeable, wide-ratio five-speed box and a nice, light clutch. Throw it in fourth or top gear (fifth), and it's easy enough to burble along from 30 to over 100 mph with very little fuss. A lone, 36mm Mikuni carburetor with an accelerator pump, no less, responds to the whip nicely once past the typical off-idle glitch (which one small washer shoved under the needle would probably fix).

This one's a 55-degree, single-crankpin twin, but with a counterbalancer and rubber mounts. It runs plenty smooth, vibration is not a problem, and in truth the ride's not at all bad. There's a linkage-mounted shock hiding underneath the hard-tail looking swingarm, with four inches of travel,and an also nicely damped 41mm fork. Along with the fat tires and a thick, nicely supportive seat, the Vulcan gives up a surprisingly suave ride. Get aggressive going round corners, though, and the Vulcan's pegs start dragging a bit early even by cruiser standards.


Other than that, what's not to like? Eee, well, we realize that beauty is in the eye of the beholder, but nearly everybody who beholds this beauty comes away wishing they hadn't. It's a Harley from Toon Town. Those "dual shotgun exhausts" might be cool if not for the black things in the ends which so obviously reveal the true diameter of your exhaust flumes; the motorcycle equivalent of getting caught stuffing socks down your pants. The front fender is a tire mullet.

Maybe it's not even the individual parts as much as the disharmonious way they all fit together? This is one ugly motorcycle, but one which, in its defense, looks good in family photos next to sister 800 Drifter and cousin 750 Vulcan.

But hey, that's just my opinion. My boy won't be seen in shorts if they don't extend past his knees. Tattoos and piercings and shaving your head are "in." I always liked Camaros and still do. I'm afraid of Julia Roberts' lips. Rap is a waste of oxygen. I'm hopelessly out of touch. If you like the Vulcan, you should get one; functionally it's a great personal transportation unit.

READ MORE - Bridgestone Exedra

Suzuki introduced their Volusia 800



Specifications
Engine: 805cc, four-stroke, liquid cooled, 45° V-twin,
SOHC, 8-valves, TSCC
Bore & Stroke: 83.0 x 74.4mm
Compression Ratio: 9.4:1
Carburetor: Mikuni BDSR34
Lubrication: Wet Sump
Ignition: Digital/transistorized
Starter: Electric
Transmission: 5-speed
Final Drive: Shaft Drive
Overall Length: 2510mm (98.8 in.)
Overall Width: 985mm (38.8 in.)
Overall Height: 1110mm (43.7 in.)
Seat Height: 700mm (27.6 in.)
Ground Clearance: 140mm (5.5 in.)
Wheelbase: 1655mm (65.2 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension:  Link-type, oil damped, 7-way
adjustable spring preload
Front Brake: Single hydraulic disc
Rear Brake: Single drum
Fuel Tank Capacity: 17 liter (4.5 gal.)
Claimed Dry Weight: 239kg (526 lbs.)
Color: Black/Blue, Silver/Silver

Suzuki introduced their Volusia 800  is smooth, but too cold blooded. Takes a looong time to warm up, even with full choke. Bars felt wide, but wasn't uncomfortable. I like the digital odometer and clock stuff. Brakes could be better, but modulated well. It has a solid transmission.

Suspension felt really soft, but that wasn't surprising. Chassis feels solid (though it should considering it is made of metal.) The only thing not to like? The rather bland styling. It gets lost in the crowd.

The forks are set out at a 33° angle and the shock works through a link-type system to smooth the ride over the Volusia's 65.2 inch wheelbase. Seven positions of preload adjustability are available out back, though there's no concession made for either rebound or compression adjustments at either end.

The thing that so many of us like about the smaller-displacement cruisers is the way they rev, and this Suzuki will wail. There's none of that rev-limiter cutting in seemingly right after you've released the clutch and get underway. The Volusia likes to run, and by the time you realize there's no hard limiter to bump into (the Volusia uses a soft limiter) you've already grabbed another gear and are on your way.


READ MORE - Suzuki introduced their Volusia 800

Monday, October 22, 2012

Spec Byson





The other difference is the rear tyre size of the Spec Byson which is a 120 section one. The Indian Yamaha FZ-16 sports a rather flat shaped 140 section radial tyre. The shape of the rear tyre of the Byson is also rounder in shape compared to the flatter 140 section on the Indian FZ.

The Yamaha FZ doesn't have the best reputation for fuel efficiency among 150 cc bikes in India. The culprit could well be the broad contact patch of the wide tyre of the FZ.


Engine Type: 4 stroke, air cooled, 4-valve, single cylinder, SOHC, DTS-i
Displacement: 13.66cc
Max Power: 13.5Ps @ 9000rpm
Max Torque: 11.4Nm @ 7500rpm
Bore x Stroke: 54 x 58.8
Compression Ratio: 9.8:1
Gear Box: 5 Speed (Pattern- 1 Down, 4 Up)
Starting: Kick + self start
Front Suspension: Telescopic front fork with antifriction bush (Stroke 130)
Rear Suspension: Trailing arm with Co Axial Hydraulic cum gas filled adjustable shock absorbers and triple rate coil spring
Front tyre: Tubetype Unidirectional 2.75 x 17″
Rear tyre: Tubetype Unidirectional 100/90 x 17″
Front Brakes: 240 mm Disc Brakes
Rear Brakes: 130 mm Drum Brakes
Fuel Tank: 8 liters, 2.5 liter reserve (1.6 liter usable)
Headlamp: 35/35w
Electricals: Full DC
Wheelbase: 1325mm
Ground clearance: 170mm
Kerb Weight: 122 kgs
READ MORE - Spec Byson