2012 Yamaha Super Ténéré Review

BMW GS monster eventually becomes impossible to ignore the Japanese. Yamaha Super Ténéré, an adventure tourer with a 1200 cc twin-cylinder engine is to go head to head against the R1200GS iconic when it comes to the U.S. next spring.

Yamaha Grand at Heritage has done its off-road. One of the Ténéré cylinder (not Super) Enduro debuted in 1983. Went to the Super Ténéré in 1989, when two cylinders XTZ750 made his debut in the European market, and won the grueling Paris / Dakar Rally six times. This is the name of the Ténéré (say 10:00 uh-ray), which is an area in the Sahara desert, which came in the P / Q Rally.

This new Super Ténéré was introduced in Europe earlier this year, and Yamaha has recently announced that it would come to America in 2012 on the model. If a 750cc parallel twin has been XTZ Super Ténéré, this new model could be called Super duper Ténéré, because it is a 450cc advantage of the transition.

Dual-class, while only 6% of the total U.S. market has grown steadily since 2005, mainly up-and-651cc segment, which paves the way for the BMW R1200GS. The new Super-10 wants a slice of that pie lucrative market.

And when you hit the big Yamaha trail over the deserts of Arizona and a couple of days, we found the Ténéré be a good match with the dominant GS.

Key among the attributes are the Super-10 features per dollar quotient. Its $ 13 900 has a base MSRP of traction control, antilock brakes, dual-mode horse-by-wire mapping, tubeless spoked wheels and hand guards. In comparison, the version sold less rarely seen BMW for $ 14,950, but not without ABS or traction control or hand guards. BMW option "Standard Package" includes ABS, hand guards and on-board computer, but sold for $ 16,935. Spoked wheels are an upgrade for $ 500, and traction control is another $ 400.

"... We found the Ténéré be a good match dominated by the GS."

Although it is unlikely that OEM build a horizontally opposed boxer-twin engine as the BMW, Yamaha has created a separate fax, but reasonable. His twin is estimated at 108.5 crank horsepower, almost identical to the 110 horses claimed by the SG.

But the arrangement of cylinders Ténéré is offline to-Twin. It uses a slightly smaller bore (98mm vs. 101 mm) and a longer stroke giving 1199cc (1170cc's a real move 1200GS). It uses a 270 degree crank offset, which has two cylinders firing at 270 degrees after cylinder 1 and a cylinder firing again 450 degrees later. The order of shooting is said to improve the uneven adhesion of a tire on a slippery road and also the added benefit of creating an exhaust note very similar to a V-Twin.


This irregular firing order generates a lot of vibrations, so that the engine is equipped with stabilizers have dual to smooth things over. The balance shaft in front of the drum unit from the water pump twice. A dry sump oil helps the engine to be mounted as low as possible so it can be positioned optimally in the steel frame. A side-mounted radiator allows the engine is positioned further forward, resulting in 50.5% of the weight of the bike to be on the front wheel.

The air is mixed with the fuel inside the throttle body 46 mm with injectors 12 holes, shooting inside the heads of two-pin cylinder and OS. Throttle Ride-by-wire system allows the traction control that has two parameters, and can also be disabled. You can also change the cards from one scenario to a Sport Touring Mode softest and aggressively across a button on the right equipment.

The ears are greeted with a nice deep exhaust noise of a great silent hidden along the left side of the bike. His note is equivalent to a 90 degree V-Twin, but with shades of R1 is crossplane-and four-cylinder dunk.

"The ears are greeted with a pleasant tone of deep discharge ..."

A clutch four-position requires a moderate permanent move to activate the package strong coupling of 9 friction plates. Switching action is pleasantly light and positive, and the power transferred to the rear wheel via a shaft to a hypoid gear set on the rear wheel. The height of the hypoid gear design provides less of a bevel helical arrangement, which Yamaha says is 10% more tidy. But there is a price to pay for the event hypoid - whining speed, which is especially noticeable around 60 mph.

Cast aluminum swingarm activates the hydraulic shock absorber with adjustable preload and rebound, as the GS. Both of these changes do not require any tools. Like all arm-driven motorcycle, the rear suspension kicks back to the bumps.

Rear wheel travel is 7.5 inches, the same as the 43mm inverted fork. Yamaha ups in a BMW with the fork adjustments for compression damping and rebound damping and preload. But Ténéré is not available with something like BMW have optional push-button electronic suspension adjustment.

Whether on the street or dirt, provides an action to suspend the Ténéré typical of traditional design, as opposed to the end of BMW interesting but eccentric lever to Telecom. On paved surfaces, carefully Yamaha belts long journey that would suck bumps R1 riders moaned. And it is also competent on any terrain dirt, we try, blasting in more than 80 km / h on dirt roads packed with hammers on rock-strewn roads of four canyon.

Helping 10 super high speed stability is a bit lazy angle of 28.0 degrees to cut 126mm of travel. In turn, the response is nice and neutral, but is not particularly fast - a GS (or Multistrada) requires much less effort to boot into the corner.

Product range is the same as that used on the R1200GS (110/80-19 front, 150/70-17 rear), from either Bridgestone or a Metzeler tubeless design made possible by the Cross spoke wheels through a section of the center outer crust, so no rays reach into the inside of the wheel and release the air.

Our mules have been testing with "Stone Battle Wing tires developed specifically for Ténéré, using what appear to be deeper than the grooves of the tread, the wings straight out of the shelf 'to produce a surprisingly good grip, dirt, until it is so thick and loose sand. Like the road-biased nature of most of the adventure-touring riders, we 'Wings is an excellent compromise between the tire.

Yamaha traction control system provided head-of-the-pants data for the effect of the tires. Lock in the least intrusive way TC via a button on the left side of the pod on the rear tires Ténéré hung quite well in the dirt to keep the intervention of TC (indicated by a yellow light on the gauges) of cutting too often.

TC2 setting allows some sliding the first ignition timing and fuel is throttled back to back to the grip, and we welcomed the intervention is never hard - the engine has never declined steadily in the face, but rather modulated the production thin. TC1 is set to a heavy and would be better to use only the slickest conditions.

Rider Helps Others are in the braking system. In addition to the standard anti-lock control, the Yamaha Tenere is equipped with unified braking system that links the rear brake pedal forward, helping to limit the pitch chassis during braking, which is typical of bikes with Long front suspension travel.

To pull the brake lever activates the pump under the seat and apply the rear brake pressure, and the system will automatically apply the rear brake, the more intelligently when the wheel is loaded the extra weight of passengers (depending on the lever to the pressure ) and when the deceleration is high. The back of the helmet and front passenger will appreciate not bonking during braking, and UBS integrates seamlessly with the pilot alone.

A pair of 4-piston monobloc calipers clamp wave rotors on the front 310 mm, while a single-piston caliper biting on the back of a wave of style 282mm disc. The feedback is very good with the levers. A sample of 32-bit wheel speed ECU and other data in 1000 of a second, and these results are well within the parameters of an ABS system that does not travel easily and quickly re-apply the brakes at least sensations cabotage.

But we think this is an enduro bike not wrong to not have the ability to disable the ABS system in off-road conditions, especially during hill descents in slippery conditions, when a locked wheel provides greater deceleration the on-and off-effect of the intervention ABS -.

BMW ABS system can be disabled, so can the Multistrada, so we have to give Yamaha a demerit point not to give its passengers the option. ABS Yamaha is not bad on the ground much better than anti-lock systems before, but the hardcore racers out dirty desire.

An Internet search reveals a few simple way to disable the ABS, which we discovered after we took him. Just put the Tenere on the center stand and start cycling a little. This generates an error signal to the ABS, it turns off. A light ABS fault code on the instruments, and a rider is now free to lock and slide covered with impunity!

The engine has a broad Ténéré, torquey powerband, but given the GS was clearly in the sights of Yamaha, it was somewhat surprising to find Super-10 engine to be superior to box. Seat of the pants is impressive with an engine not quite capable of towing away at low revs that the Beemer, and yet he has not the upper chest expected such a high motor technology.

Motorcycle News, UK-based wheel rag tied to bicycles and Dyno, and has found a very similar power band up to 6000 rpm when the Boxer takes over the top with a wave stronger. Ténéré peaked at 90.3 against 99.6 hp rear wheel hp GS. Beemer more powerful engine is a union of its 30 pounds of some less easy win in dragstrip Ténéré, roll-on high speed and performance.

Yamaha says Empty weight 575 kg tank of 6.1 liters (mostly low-level and between the rider's feet), and GS MCN is scaled at 544 pounds for a smaller tank topped 5.3 liters.

Despite the lack of engine performance, the Tenere is nevertheless a fascinating adventure tourer. He has a sharp increase in the average range and is able to satisfy more than 130 miles per hour. Throttle response is fairly smooth, even in the context of sport, engine vibration is not a problem. Sixth saturated contributes to the production of a relaxed highway cruising.

The Ténéré is the driving position is very spacious, with top riders take an inch extra leg room seat with adjustable hook type set at its highest level (34.3 inches) position. A low seat option ($ 239.95) reduces the seat height by 1.4 inches to 31.9 inches a more manageable in its lowest position, but provides padding significantly reduced and thus comfort. His guide is not too large conical and fits riders of all sizes, making it comfortable in sitting and standing while working off-road. Clever footrests are fitted with a central section of rubber that is compressed when you stand to put the boot soles on sticks "scrawled outside edges for better grip.

Protection against the elements is good enough. The windshield deflects air standards sufficient to allow face-up on horseback with minimal tremor, and handguards and pods in the side of the engine for better protection against the leg of the wind. Windshield adjusts to two heights, but unlike the GS hand directional buttons Ténéré requires removing four screws. Better protection against the wind is available from a windshield accessory 2.4 inches taller and adjustable in 3 positions, retail sales of $ 119.95. Windshields made of polycarbonate Page 4 mm is also optional ($ 79.95).

The rear rack is standard, and can be extended to remove the seat to reveal a ride on a flat surface, so that the strap-down large items. Rear Rack also acts as an accessory tray mounted ($ 369.95) large enough (30 gallons) to keep full-face helmet.

Greater storage capacity is provided by the optional saddlebags with 61 gallons of total capacity, and all bags can be entered in the key. They are built around robust construction with injection molded nylon layers of aluminum and retail $ 1089.85 including a mounting kit. In particular, they liked it, but the top of the closures are meticulous and the need to be pressed firmly to stop close properly. I was not alone in mistakenly thinking the launch escape the bags were locked.

These include things like a good analog tachometer (with 8000 rpm redline-) next to an LCD info display that includes speed, drive modes, clock, dual trip meters, average and instantaneous and air temperature. An account of fuel totalizer miles up since the transition to 1.0 gallons Reserve, but the instruments lack an interval mode vacuum and a position indicator of the train. One DC power jack lives next meters.

Some other options may be considered necessities for those who are serious off-road. Key among them is a bash plate to protect the header pipes and the oil filter, which is otherwise susceptible to injury - when the engine is mounted as one member pointed out, there is no lower side members to provide protection, and only a small protective plastic is mounted in stock. Yamaha skid plate accessories ($ 199.95) is constructed from 3 mm thick aluminum, which seems to be very robust, suffering no damage large rock several times during our trip.

Your globe-trotting adventures should also be accompanied by an optional crash bars protect the side of the radiator and other things that you do not want bleeding broken. Consider a powder-coated steel cage ($ 449.95) to be proactive insurance road.

Heated grips are another interesting option that matches the BMW GS, and sell for $ 399.95. In addition, BMW, Yamaha has combined various accessories in three packaging options, including a GoPro Hero camera.

X-Country land package includes the crash bars, skid plate and headlight protection of polycarbonate for $ 749.95. Comfort and Convenience Package includes a top box and line, heated windshield and the wind deflector kit for $ 1,019.75. At the high end and the scale of prices is € 1,519.60 for Adventure Touring Kit, which includes liner bag and side bags, tank bag, windscreen and wind deflector kit.

Conclusion

Yamaha Super Ténéré brings an enemy worthy of the adventure touring category by virtue of its diverse set of capabilities. It's one of those rare bikes that can easily knock over 500 miles of highway travel in a day and also to allow the exploration of unknown and unpaved trails off the beaten track. But it's the BMW R1200GS and GS Adventure, a well-developed all-terrain vehicle that has been an icon of the class.

The largely responsible for a huge GS Ténéré is no small thing, and that makes it a cost of thousands of dollars less than its German rival makes it really in that market.

If you want to keep yourself, you must put down the $ 500 deposit to book your bike by Yamaha, first to save the program, the same as that used for FJR1300 and the V-Max. Pre-orders for nearly 31 March 2011. Deliveries will begin in May.

2012 Honda Goldwing Review

 

Honda Gold Wing for the year was at the top of the luxury market and tourism, which offers the best balance between comfort and performance in its class. But the rule is now under the threat of new BMW K1600 GTL has received a very favorable review editor at Duke a few weeks ago.

In a context of increased competition, Honda has chosen to equip the Gold Wing 2012 with only moderate improvements. This indifference is asked: When Honda retaliate with full model upgrade? Until this case, each time may come, "it's the little things that matter" adage should be enough for fans of the Gold Wing.

Honda offer models with both 2012 and 2010 Gold Wing for the back-to-back comparison, minor updates adorn the obvious GL 2012. Trivial as the updates may be available, and the effort at least justifies the $ 300 increase in MSRP between 2010 and 2012 base models ($ 22,899 versus $ 23,199, respectively).

The purpose of Comparo this back to back - is clear on the tight, winding roads of California's Coastal Range we were in the race - was to focus on better handling of the 2012 Gold Wing . When the old wing bar Dunlop, the new wing are shod with Bridgestone rubber. But as Honda was quick to point out Bridgestone was designed to work in harmony with the 2012 revised suspension, so they will not necessarily revive the old wing.

 

In addition to the internal ring back up and down the fork, Honda could not say that there is a revised suspension settings front and rear wing 2012. Front wheel travel by car is reported in 4.8-inch, representing a reduction of 5, 5 calls for the wings before. However, Honda says the journey is actually unchanged, given the specification of age was a typographical error and confirm the new figure of 4.8 inches.

In any case, there is a slightly improved management of the 2012 Gold Wing ways. I say slightly, because the 2010s were the proper treatment of these heavy machines, but the new model is slightly more prone to fall into a corner. And in a 2010-model requires a little effort 'more to keep the long line of navigating a corner, 2012 to keep it lean angle and maintain the arc selected driver. Cornering clearance of '10 felt the same wing, and both were equally resistant to the bottom.

The seat-of-the-pants the most notable improvement in 2012-Wing, literally, is headquartered. Hopping out of the old model, and the new model, it became clear that the material of urethane new seats and the cover is really an improvement. Not quite Tempur-Pedic mattress material, but the GL support new headquarters for the level of comfort. And all passengers will be greeted by one of the best seats in the passenger business, a much more relaxing to sit on the driver's seat BMW GTL - if you do not want to whine in the back seat, you hear less him with the blade.

 

Because navigating a 900-pound motorcycle through the area where the motorcycle sport in general required all my attention wander, I have not been able to mess with the Gold Wing is upgraded electronics. Yes, I manage to find a decent station on the wing, XM Satellite Radio (some heavy metals to highlight the heavy grinding PEG), but Honda has improved other aspects of their audio and navigation systems.

New audio system in the squad is MP3/iPod connectivity. Yes, the connection of the device is in the top box, but its location is not important because Honda incorporates the control of the iPod in their handlebar controls and a panel of the screen. You can access playlists, artists, albums, etc, just as if you had the camera in hand. There is also a new dimension in surround sound speakers available to provide a better listening experience. I could hear the rear speakers more clearly, even at high speeds.

Before leaving on our day we had a technical briefing on the new satellite navigation system from Honda. According to Honda the system provides updated information out of date due to a faster connection between cycling and satellite. Display screen is now clear for better viewing.
 

A very useful feature when traveling into the unknown new band is the GPS-Assist, which tells the driver in advance if you want the ramp to the left or right side of the highway. There is also a new 3-D terrain. Next to the iPod adapter to connect it with a new removable flash card, which allows owners to remove the Gold Wing their way, the download of a personal computer to download and share with the other wings of gold.

Curiously, the Golden Wheel new wing is locked in a burst of clear varnish. Honda says it's for easy cleaning and to keep the wheels in better shape for a longer period. For someone who remembers yellow, exfoliation, clear coated wheels in the 1980s, it may seem like a mistake. But Honda has assured me that all the coat clear is the same recipe, the process of application is changed and the process was 30 years ago that got motorcycle owners to spend hours with a handful of steel wool scraping putty fatal turn of the wheel.

The new substance EQ 2012 Gold Wing, the side panels of color, stands out, with almost the same in the new wing added to his predecessor. New look cool profile of the Honda Gold Wing and second, the fairing is slightly wider, better protection from the wind.

Another visual cue of the GL is a new hood, directly above the brake / gear levers. It was the old model of chromium, but now it is black, according to Honda, to look at "modernizing". But instead of chrome or colored to update one of the three trim levels above the base model, this is incomplete, plastic, black panel illuminates all of the 2012 Gold Wings. It looks cheaper in person than in pictures, and it is not appropriate for a high-end motorcycle.

So the 2012 Gold Wing motorcycle to date is better, receive updates on areas that really benefit from its pilot. However, $ 23,199 is $ 28,499, the Gold Wing is the largest GTL BMW K1600, which retails for $ 23,200 is $ 25,845.

The new Beemer faster, lighter, has a Bluetooth and an electrically adjustable windshield. But the wing housing the most luxurious and passengers may have a slight advantage in low-speed handling.

Although better than the wind in your pocket has been difficult to determine during the windy afternoon spent on board the two wings, restyled rear wheel, which has been moved to the rear lights, was a visually pleasing, and its functionality obvious. By centralizing the clearance between the back of the panniers saddlebags, and extends, the new Gold Wing gains seven liters of storage space. Parked side by side, 2012 looks smaller saddlebags, but 'tis only an optical illusion.

2011 Buell 1190RS Racing Review

When Harley-Davidson, Buell Motorcycle Company of its shutters, a subsidiary in October 2009, the great pioneer of American motorcycle in the last three decades, Erik Buell, seemed to be off the bike-building business.

But anyone familiar with Erik Buell tenacious always knew I would see him and his influence on another streetbike. It was only a matter of time.

Well, that time has become the Expo weekend Powersports Dealer in Indianapolis, Indiana, when Mr. Buell made his 1190RS streetbike again.

"They're so deep!" Motorcycle.com said during the debut of the bike, a mixture of euphoria and exhaustion, her face painted.

After Harley-Davidson has killed the Buell Motorcycle Company, Buell has restricted the construction of Streetbike motorcycle competition based solely on the construction of previous production motorcycles. This agreement has been completed.

Vision to produce a Buell sport bike U.S. enters a new chapter with 1190RS, a serious development in the countryside bike racing 1190RR private during the 2010 season with the AMA Superbike pilot Geoff May

Buell RS is covered with fresh new skin, now a real fairing and a new sleek design and cutting edge carbon fiber. His nose is very sharp, with a pair of projector headlights lens over the other similar to the Ducati 999, but a simpler layout.

Meanwhile, the rear is skimpier than anything we've seen before, slotted body only supported by a supporting cast magnesium spider built in the U.S..

Speaking of magnesium wheels RS is very special. Magnesium alloys are generally not used wheel Streetbike pounding from bumps and potholes can damage the metal relatively rigid and brittle.

But a newly developed casting - casting ablation - has the ability to vary the properties of the metal in terms of what is needed and allows the conversion in which the metal complex can be formed in a variety of thicknesses. This is particularly true for magnesium components, which can be difficult to launch specific levels. Buell said the new method allows a border area of ​​ductile (able to deform slightly upon impact to maintain the structural integrity), while the region spoke and hub can be built rigid enough to support the bike.

Costly efforts to reduce weight also included the adoption of a lithium ion battery, helping to bring the total mass of less than 400 pounds (wet, but without fuel).

1190RS power only a 1190cc engine modded Buell 1125R expanded through a task of 106 mm diameter. Rotax - co-developer and manufacturer of engines 1125R - bought the rights to the Harley engine and provides CDE with a base unit is then fitted with new cylinders, pistons, crankshaft and camshafts. The ports are smoothed CNC machining. Titanium valves replace steel valves to allow greater speed, somewhere in the upper rpm range-11000, according to Buell. The motor phase switch can rotate up to 12,500 rpm. The engine has recently approved the 1190 EPA testing.

The cast aluminum frame looks outwardly similar to the 1125R, but is actually a new design, a new swingarm, which incorporates a chain drive instead of belt 1125R.

Gone are the awkward double-side-mounted radiators, which made it seem 1125R fat RADS replaced by a twin engine oil cooler in front of the sandwiching near the vacuum pump.

Buell continues his predilection for a front disc brake a little different now with 8-piston Nissin increased carbon through dual-entry fiber to deliver cool air to help heat the hangars. It's CDE has integrated its racebike since mid-last season.

No longer having to build bikes to suit a price level, Buell has equipped the RS high-end componentry. The top-shelf Ohlins fork and shock handle suspension duties, while billet aluminum is used to control foot and triple clamps.

As you can imagine, all this goodness is an exotic high price. Basic models start from $ 39,995, with a list of options that can improve the price of around $ 50K. 1190RSs only 100 built.

The dealer is the next step in the right RBE. Buell says he does not care what brand (s) if the dealer sells at the moment, but he insists that the passion for sport bikes. Initially, the EBR 1190RSs first sold by the operation of the Buell East Troy, Wisconsin, located on the corner of the former factory Buell.

Buell is well known for his endless dedication and hard work, but has again taken to another level. "I worked harder today than I ever dreamed," he said. "I'm really strange feeling manic."

 

And knowing the Buell, we expect more to come from his fertile mind.

"There are lots of options," he said of what could be next, including the ability to design new engines and the bike cold.

1190R-platform development continues at the racetrack with a rider may Geoff test machine to another season in AMA Superbike competition.

Meanwhile, we hope to have a walk in the 1190RS soon as possible. Is there snow on the way to America ...?

2011 Triumph Daytona 675R Review

 

Yamaha YZF-R6 and Honda CBR600RR (and CBR1000RR) was virtually the same for at least four years. Suzuki and Kawasaki have recently updated their sportbikes, Ducati and even 1198 (and 1098 before it) is practically the same.

The win is also guilty of not updating its supersport machine, the Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, he received some minor improvements in 2009, but not enough to call it a major reorganization. Honestly, we do not complain too much. The era of constant change that keeps us on the heels trying to keep abreast of all changes. And really, the Daytona 675 is a very good bike.

But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. When a page from the book Ducati when it was decided to update the base of 675 by adding the letter "R" at the end of the children of Hinckley, adding a touch of the exclusive right by turning to some top-shelf Öhlins suspension components.

Instead, 41 mm Kayaba wheel drive standard, 43 mm fork NIX30 makes its way in the R model - the same unit used by many teams in the AMA. Outside sits a new Öhlins' top-of-the-line TTX36 shocks, the same device used in many of the AMA and the teams of international competition. Until now, this was the level of suspension technology, which was only starting to trickle literbikes Italian exotic.

To take a step further, Triumph has also struck up Brembo to ensure the new bike stops as well as it seems. Four pots of society monobloc calipers that are becoming the gold standard in the decision of the technology, mounted radially and biting on 308mm wafers. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (1 mm less than Nissin) for improved feeling stronger calipers.

Other than the 675R does not vary too much from the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine is still there, though with less EFI tweaks to improve the fuel filler. It is paired with the same six-speed gearbox, close ratio, only now the R is equipped with a factory Quickshifter (This is an option on the base model).

Other changes are purely cosmetic. Carbon fiber adorns the front wing, rear frame is powder coated red wheels to get the red pinstripes, and the car becomes a dynamic new painting, and graphic kit. We always thought the 675 series was one of the most eye pleasing middleweights, and model R that takes the eye to another level.

Street Ways

If you were paying attention to lately, you'll remember that next Triumph Speed ​​Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.

There's really no point in beating around the bush here: 675R is nothing short of exhausting the street unless the street canyon, the door opens. This track bike has been polished, and ergonomics will punish you for doing anything else. He was sitting on a high when the handlebars are low. Seat height is the longest side of the steering wheel to 32.7 inches, and on top there is not much padding can be found. Go straight for a long time and I curse the day you were born wrists.

That's not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.

A post-oriented suspension system is more suitable for the uniformity of the track, and founded the Triumph, walks along the streets of Southern California kept terribly caused by the second challenge for the health of joints. Damping rates were stiff side, causing a pimple on a daily basis is the way to be heard at the bar. We wanted, we had time to tools to soften and fully adjustable suspension improves shock absorption. That said, the 675R is eager to bend over and just do a simple thought.

Our ride on the street has never given an opportunity to really test the brakes. Our first reaction is that they are strong, but not a big step above the stock Nissin units. A proper evaluation must wait for the racetrack.

Going right to

Chuckwalla Valley Raceway proved to be the perfect place to test the 675R. The current suits tight and technical capabilities of the bike, as it is never completely upright for long.

As soon as an aggressive ergos were tortured were on the right track in his element on the road. Rider is to sit in an attack position, ready to go full knee bend down for the moment.

Exhaust Pipe Sweet Symphony 675R future, when the gas is twisted is really intoxicating, and the couple has the advantage over the competition 600cc is useful for when you come out of slow corners, which is a number on this road. Electronic gear that was impressive for the way the track was even more so. It is never a gear, or inadvertently included.

A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. It's something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.

But the real test of the 675R is the way to their Ohlins suspenders and Brembo stoppers make your work environment. Did not disappoint most of the time. We had the opportunity to try a new standard of 675-to-back with the 675R, and both are 98% identical. In general, the rate of depreciation of the basic model is softer than the Ohlins bits of the upgrade. What is surprising to say because the standard bike is quite a competent interpreter.

Öhlins forks NIX30 advantage over conventional is that one leg is dedicated to the compression damping while the other handles the rebound, 30 mm, each with only one cartridge per foot. On the back, TTX (Twin Tube Technology) to completely isolate the compression shock and rebound damping circuits, precise adjustment. Shim-piston designs - which appear in almost any other OEM interruptions - a joint bleeding may rebound in the circuit, which means that the changes could affect the other.

Plots the difference was small, but noticeable. Suddenly, the slightest imperfection in the track, did not notice that a motion of the model series had heard R. R is transformed with enthusiasm agility, and thanks for your tips Öhlins wheel driver sharp precision. It 'clear that these are already one step ahead of an impressive fleet units of the standard 675

The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.

But this brings us to the cause of chatter in the first place: the brakes. Now, Brembo monobloc is equivalent to stopping on a dime. We were impressed by the Nissin calipers standard bike, but there is no doubt Brembo give more bite and power. Lever feel and modulation are excellent as you would expect.

The big question is, are worth it. And I'd say ... I do not know. Perhaps a national caliber racer could feel the difference and use it to shave fractions of a second, but my pace is simply a non-issue. Despite this, the Triumph had been foolish not to get into a top-shelf suspension brakes complete the equally exclusive.

One track mind

To be honest, if you are thinking of buying a 675 and a plan to keep the streets or the racetrack once in a while, we could make the case just get the standard model and save $ 1,500 - still a great package . But if you're addicted to track looking for the absolute best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).

If you want to clean 675R still, the Triumph accessories are factory exhaust Arrow race kit, adjustable pedals billet, anodized billet-machined parts (red or black), and the gel seat. All those who are a two-year unlimited mileage warranty.

As the new Speed ​​Triple, Daytona 675R will be in showrooms by summer. The price is $ 11.999.

Monday Morning Meditation #85: Wisdom and Discipline

I am hopeful that today's MMM will be an improvement over last week's MMM. Last week I overslept and had to rush to work -- late all the same. In leaving a message about that, I managed to overwrite MMM #85, the post of the previous Monday. In sha Allah, my fingers will not fumble as much this week! Actually, the more difficult problem this week has been finding a verse or chapter about which I have felt pushed or inclined to write. Having finished Tobit earlier, I read Judith and Esther, wonderful and well-known stories of acts of heroism that saved the Israelites, and then read both books of the Maccabees, gathering some additional historical knowledge. Then, up popped Job, about which I have blogged extensively, and Psalms, which I covered in an earlier series of MMMs. So, that brought me to Proverbs, and that is where I halted my bore-through-Biblical-stories reading race this week.

Reading: Proverbs 1: 2.

Meditation: The first comment by Solomon, who wrote the proverbs I am currently reading, is that he has written these proverbs so that "men may appreciate wisdom and discipline." How much is contained in these two simple words: wisdom, discipline! How different from our contemporary lay understanding of these words! In lay terms, these words are generally not intertwined, but thinking about them, they certainly are related.

Wisdom, Solomon says, begins with the fear (love and awe) of God. I wonder how many people, asked to define wisdom, would mention this concept at all. We tend to think of wise people as those with a lot of street smarts. We tend not to think of them as close to God, but I think that Solomon is indeed correct. Wisdom that is not based on God's inspiration is shallow, and those who are simply smart, intelligent, and of high IQ may not be wise at all.

Discipline is one of those words I never thought I would value, let alone attempt to apply to myself -- at least, not in my atheist days, which constituted many decades of my life. Yet, I have come to value very much the discipline of the Catholic Church. It provides the structure I find myself craving to give order to my life. At first, I wondered why God pushed me into the Catholic Church (as opposed to some less structured religion that would have been more in keeping with my rebellious and independent spirit). Now I know why: I needed and have tremendously benefitted from the centuries-old discipline of the Catholic Church.

Contemplation: That is far as I can go with you this Monday morning. I now retire to private prayer to thank God for pushing me in that mission church door five years ago. I will praise God for knowing what I needed better than I knew and for knowing what I would come to value even though I initially questioned the value. I will ask God to keep me centered on the Source of real wisdom, and I will repent the times, especially at work where I supervise so many people, when I have tried to make decisions affecting others that were based only on my own insights and not through a prayerful seeking of guidance. Then I will move on to contemplation, my favorite part of the day, letting God take over the direction in which my relationship with Him moves.

I will leave you now to your prayer and contemplation. First, though, I would like to bring to your attention a Monday morning prayer post that you might enjoy:

Fr. Austin Fleming, priest of the Archdiocese of Boston and pastor in Concord, Massachusetts, posts a prayer each Monday morning that he calls "Monday Morning Offering." I enjoy his prayers very much. I think you also will find them inspirational. He has graciously given me permission to include a link to his blog on my Monday Morning Meditation posts. (During the week, he also posts great homilies and other thoughtful discussions. I enjoy reading those, too, as do readers of this blog who have taken the stroll over to his blog.)

For additional inspiration throughout the week, I would point out two sets of blogs: (1) the list of devotional blogs on my sidebar and (2) my blogroll, where I am following a number of inspirational priests and writers about spiritual matters. I learn so very much from all these people. I highly recommend them to you.

Spiritual Sunday #28: Confession

For more Spiritual Sunday posts, I recommend that you wander over to the website of Charlotte and Ginger, who host the Spiritual Sunday meme.

Because I do not blog on Sundays -- keeping it as the sabbath, a practice started by Fr. Christian Mathis (Blessed Is the Kingdom) -- I use older posts (forgotten perhaps but hopefully still interesting) from one or another of my blogs that seem appropriate for this meme. It seems to work to bring out the older posts that many have not read before or ones from other blogs I maintain that readers of 100th Lamb may not know about.

This week I decided to be a bit brave and share a perplexing situation from more than a year ago (that is still perplexing although I have since discussed it with a priest who has, in the past, served as a de facto spiritual advisor for me, and he told me that he completely disagrees with the Fr. Dan cited in this post). Here is the original post: Confession.

Wishing you a peaceful Sunday!

7 Quick Takes Friday #63

See more 7 Quick Takes Friday contributions at Jennifer Fulwiler's Conversion Diary.

Thinking back on this week, it has centered around the most curious thing (at least, for me): food. All kinds of different food has been on my plates this week.


1. Spaghetti dinner at the VFW. Saturday evening, Donnie, Doah, and I hopped on down to the San Ignatio VFW, just a couple of minutes, perhaps less, from where we live to attend a fundraising dinner for our priest, who has ended up in the difficult position of being falsely accused of sexual misconduct by a recently released criminal who has taken him to court. The diocese has essentially cleared him, as have the local police, and no one else has come forward, but the criminal found a law firm known to crusade against priests, and now there is a civil case, which is going to be expensive and take some time to get past, during which the diocese will not let him continue his ministry although it is giving him a place to live and his salary. The diocese is not paying for the defense, so our parish is doing a series of fundraisers to help our priest to pay for his defense. Saturday night was one of them, and it was the first at which he was able to come and be with us. Everyone was very happy to see him. He is frustrated, of course, but he was clearly happy to be among us.



2. BBQ. On Sunday, we entertained the senior managers from my office at a BBQ at our new house. Even with almost 30 people here, it did not seem crowded. I think it has to do with being on the top of a hill and being able to see in all directions. Once a year we have such a BBQ for my senior managers. Given the stress of our jobs and the fact that we all travel and so do not see each other for periods of time even though we work together constantly (thank goodness for computers and other kinds of modern technology), these annual events are team building and rejuvenating.



3. Monday movie night. The second Monday of every month our prayer group meets our house to watch a spiritual movie. Usually, people bring a dish to share, but this week I begged them not to. We had so much left over from the BBQ that we still had drinks in the cooler on the deck and the refrigerator was stuffed. It was great to have people around to help use it up before it spoiled. We also saw a great movie: the biography of St. Faustina, a saint about whom I had known almost nothing until Monday night.



4. Plane eating. No, that it is not a misspelling. On Tuesday, I headed to Omaha. I ended up all day on the plane, eating plane food. I was lucky, though, and ended up being upgraded to first class. So, the food I got had two advantages: it was pretty good and, more important, it was free!



5. Dinner with a friend. My first night in Omaha I was met by a friend from Nebraska who works in the Middle East. In fact, that is where I met her (the Middle East). She is back for the summer and, quite by lucky surprise, I had a business trip spring up this week which allowed us to spend some time together. She and her niece picked me up at the airport, and then we headed up to a deli for a light dinner, a rather unusual salad with fruits, nuts, and vegetables. The best part, though, was the company.



6. Wednesday at Saigon. Wednesday evening co-workers and I found a restaurant called Saigon Surface in downtown Omaha. We had great fun there, chowing down on Vietnamese food, which I love, plying our chopsticks, and tasting some unusual drinks, such as a rychee martini, which was not a martini at all but a very tasty drink that combined vocka and rychee (the whole fruit). Yum!



7. Afghan food, yes! Today was even yummier. We had a bigwig from Afghanistan (Kabul) visit us, and some of the Pashtuns who work with me made some Afghan food so that we could have a culturally appropriate working lunch. With that kind of food, the work, too, becomes quite pleasant!

And now I wish you a pleasant and plentiful weekend!