1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

NRMA New Cars, takes a look at the finalists from Australia's Best Cars, an Australian Automobile Association's (AAA's) annual awards publication.

NRMA New Cars.

You can check out the full story here at; www.mynrma.com.au/motoring/reviews/best-car-australia.htm

If such questions can be used to gauge of interest in a new model, then the Citroën DS3 is going to be a success.

You can read the full review of this car at; www.mynrma.com.au/motoring/reviews/car-reviews/citroen/ci... or alternatively you can also check out the video review at; www.mynrma.com.au/motoring/nrma-drivers-seat-2011-citroë...

NRMA Drivers Seat

NRMA Drivers Seat steps behind the wheel of the all new eagerly awaited and rather sharp looking Hyundai i45 Tourer.

You check out the full review of the car here at; www.mynrma.com.au/motoring/reviews/car-reviews/hyundai/hy...

Triumph Mayflower (1949-53) 1247 cc S4 SV engine giving 38 bhp. Production 35000

Three speed column gear shift. deasigned by Leslie Moore (of coachbuiders Mulliner) and Triumph Walter Belgrove the Mayflower was launched by Standard/Triumph as a luxury small car with the hope of catching the American export market bodies were constructed at Fischer + Ludlow ( Castle Bromwich) a 1950 roadtest gave 0-50 mph at 26.6 seconds, Top Speed at62.9 mph and a fuel economy of 28.3 mpg. The car was expensive costing £505 in 1950 compared with £382 for a more frugal Morris Minor. only 35000 cars were made including 10 dropheads and 150 pick ups for Australia. Triumph's next small car was the much cheaper Standard 8 + 10. Top Gears James May unkindly called it "the ugliest car of all time"

Shot at Shugborough Car Show 15.08.2010 Ref 60-235

The name suggests SUV but in reality the new Volvo is more an AWD version of the new hatch.

It seems that Europeans like the idea of a more rugged, capable AWD variant of a popular model more than we do here in Australia where our love affair with SUVs shows no signs of abating.

Volkswagen does it with the Passat Allroad and Audi with the A4 and A6 Allroad models. www.mynrma.com.au/motoring/reviews/car-reviews/volvo/volv...

Given the fact that the outgoing Golf is a genuinely impressive vehicle with small margin for gripes, VW has set for itself a fairly tough act to follow. It’s hard enough to make the step up and replace a model that has in built issues or numerous niggling deficiencies. Improving on one that has been so successful is a different story altogether. www.mynrma.com.au/motoring/reviews/car-reviews/volkswagen...

The premium hot hatch category will never be the same again – Mercedes-Benz's A45 AMG has just rewritten the rule book.

You can locate the complete review here: www.mynrma.com.au/motoring/reviews/car-reviews/mercedes/m...

blog.naess.net/?p=701

Had hoped to find a more Offroad-ish loocation for a shot like this, but didn't dare to take the car offroading for real as it is prohibited in Norway, and I had noone to pull me out if I was to get stuck.

BMW Australia has responded customer demand for its diesel engines with the introduction of a new entry model to the BMW X6 range: the BMW X6 xDrive30d.

You can check out the full story here at; www.mynrma.com.au/motoring/news/2011/new-diesel-engine-fo...

NRMA New Cars.

The MINI Coupe and Roadster represent the latest in a long-line of MINI spin-offs, bringing the total number to six… Both are fun to drive, although they’re a challenging design. You can find out more on the new MINI Coupe and Roadster, here at; www.mynrma.com.au/motoring/reviews/car-reviews/mini/mini-...

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

In July 2010 , Tesla announced the 2.5 Roadster, which is in fact the Fourth version of the Roadster , in just two years.

The Tesla Roadster retails at $206,188, (+ORC) and is available today, you can buy online, or through one of 15 dealer locations through out the world.

You can check out the full review of this car at; www.mynrma.com.au/motoring/reviews/car-reviews/telsa-road... NRMA Drivers Seat

It remains to be seen if Citroen can overcome its badge in Australia, but on merit the Aircross is a genuine contender in the market.

www.mynrma.com.au/motoring/reviews/car-reviews/citroen/ci...

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

The Tesla is the only serially produced electrically powered sports car of its kind in the world, the electric motor produces 215 Kw of instant throttle and 400Nm of torque.

Not also forgetting to mention a 0-100km/h time in less than 4 seconds.

You can check out the full review of this car at; www.mynrma.com.au/motoring/reviews/car-reviews/telsa-road... NRMA Drivers Seat

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

Corgi Vanguards VA10814A Ford Capri Mk3 3.0S peppermint sea green, 'Autocar roadtest car' RHD (UK).

Limited edition number 1724 of 1800.

1/43 scale.

Diecast Ford Capri Models

Ex ulsterbus Leopard 111 seen here on a roadtest after getting an engine replaced.It is seen here before going to the mot centre, were it passed first time

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

Honda Civic Diesel DTi-S - First Drive: You can find the complete review here: www.mynrma.com.au/motoring/reviews/car-reviews/honda/2013...

Ample leg roog room, easy entry, a generous seating layout, with a class leading safety package, featuring driver and passenger airbags, along with head/thorax airbags, height adjustable head restraints, and three (3) point seat belts in all seating positions.

Furthermore standard features in the form of electronic stability control, anti-lock braking, an electronic diff lock, all point to a five star ANCAP safety rating. NRMA drivers Seat

A further review on this car are available at; www.mynrma.com.au/motoring/reviews/car-reviews/volkswagen...

You can also check out the video comparison between the VW Amarok and the Toyota Hilux here at; www.mynrma.com.au/motoring/volkswagen-amarok-vs-toyota-hi...

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

NRMA Drivers Seat steps behind the wheel for a first drive experience of the latest performance offering form Volvo.

You can check out the full review of the Volvo V60 T5 R-Design here; www.mynrma.com.au/motoring/reviews/car-reviews/volvo/volv...

Kia has delivered a lot of car for not a lot of money, and the Cerato has what it takes to compete with the small car heavyweights

www.mynrma.com.au/motoring/reviews/car-reviews/kia/kia-ce...

Check out the Three car comparison between the WRX STI, Vw Golf R, and this liitle Hot hatch, the Ford RS Focus; www.mynrma.com.au/motoring/3-car-comparison-focus-rs-goll... NRMA Drivers Seat.

NRMA New Cars, takes a look at the finalists from Australia's Best Cars, an Australian Automobile Association's (AAA's) annual awards publication.

NRMA New Cars.

You can check out the full story here at; www.mynrma.com.au/motoring/reviews/best-car-australia.htm

Subaru’s fourth generation Forester will hit the showrooms in Feb 2013 and NRMA’s Driverseat had a chance to get behind the wheel to sample a couple of variants under a variety of conditions near Canberra last week.

You can check out the full review here at: www.mynrma.com.au/motoring/reviews/car-reviews/subaru/sub... NRMA New Cars

Fans of this hard-driving hot hatch might baulk at the high-tech evolution of their beloved icon, but they shouldn't judge the new Clio RS before they try it.

You can find the complete review here: www.mynrma.com.au/motoring/reviews/car-reviews/renault/re...

Renault Megane R.S. Roadtest for www.autoiq.hr, gallery on my website

| www.ivanklindic.info

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

Our Electric Car Roadshow is rolling out as we speak, chances are, we're coming your way.!

You can find out more about the Electric Car Roadshow here at; www.mynrma.com.au/about/media/nrma-electric-vehicle-roads... and also; www.mynrma.com.au/about/news/electric-vehicle-roadshows.htm

NRMA Drivers Seat

NRMA New Cars, takes a look at the finalists from Australia's Best Cars, an Australian Automobile Association's (AAA's) annual awards publication.

NRMA New Cars.

You can check out the full story here at; www.mynrma.com.au/motoring/reviews/best-car-australia.htm

Photographer: Zane Merva

zane [at] autoinsane.com

The full set of photos from my time with the 2007 Ford F-250 Super Duty can be found at AutoInsane.com

www.autoinsane.com/reviews/galleries/2007-ford-f-250-supe...

1-12-13 Wyndham Street Races

I had the opportunity to talk with the owner of this beautiful Guzzi and he was both an intelligent and intriguing young man.

Shouldn't a sport-cruiser motorcycle be Italian? Moto Guzzi Jackal makes a pretty convincing argument in favor of that thesis. From the December 1999 issue of Motorcycle Cruiser magazine.

If sport cruisers are, in fact, the "next big thing," Moto Guzzi's Jackal looks like a prime contender for the crown in this new category. It stands to reason that the Italians, with their long tradition of sporting motorcycles, would play hard even in this somewhat unconventional arena.

For the enthusiast looking for a large helping of sport in his cruiser, the Jackal has plenty to offer. Start with the 90-degree across-the-frame V-twin, which is the same basic design that powers Moto Guzzi's sportbikes. The fuel-injected 1064cc engine doesn't perform like your typical 1100cc V-twin and will motor away from some V-twins with half again as much displacement. It makes good power from idle and pulls more rpm than most other cruising V-twins.

But handling is what separates this bike from other cruisers. The suspension is firm and heavily damped. Combined with a rigid chassis, this produces a bike that is unflaggingly steady in corners of all speeds and surfaces. It doesn't bob or weave when you hit a bump or make a ham-fisted steering correction, and the steering is responsive and predictable. The Jackal also offers more cornering lean angle than most other sporting-oriented cruisers, and you can bend it pretty deep before the pegs begin to drag.

Yes, unlike other Guzzi cruisers, the Jackal has footpegs, not floorboards. The pegs are higher and farther back than the California series' floorboards, and they bring your feet back and up from the California's location. Best of all, the pegs and the brake pedal agree on where your foot should be, so reaching the brake pedal is much less awkward than on the floorboard-equipped Guzzis we have ridden in the past.

Another welcome change from previous Guzzi cruisers is the saddle's shape. Stock Guzzi cruiser saddles have always crowded us forward, banging our knees on the projecting cylinder heads and making us feel cramped. This bike's long, relatively flat, two-piece saddle gives plenty of room. In fact, some riders said that when they were sitting most comfortably on it, they weren't backed up to the step in the saddle. That's not to imply the seat is perfect. Saying it's firm would be putting it gently. Despite a good position, size and shape, the Jackal saddle began to tenderize us in less than an hour. It's very Italian, and combined with the firm (but virtually never harsh) ride, it will give your hindquarters a workout.

However, reaching the brake pedal isn't quite as critical as it was on previous Guzzi cruisers because--unlike those bikes--the Jackal does not have integrated (or linked) brakes. The pedal just operates the rear disc brake, and the handlebar lever controls the front wheel's single caliper. We recognize the various advantages of linked brakes, which ensure that in a panic stop a rider who just stands on the pedal will get full power from the critical front brake. However, having learned to use independent brakes, we (and most of the experienced riders we know) prefer to apply each brake individually. The Jackal's brakes are strong and progressive.

The bike also vibrates a bit. While cruising down the road at moderate throttle settings, the mild shaking causes the mirrors to blur. Even though you feel the vibration, it isn't uncomfortable. However, when you open the throttle, the magnitude of the vibration rises to unpleasant levels.

Limited comfort isn't the only uncruiserly aspect of the Jackal. The bike has fewer polished or chromed pieces and other visual highlights than most cruisers, even other Moto Guzzi cruisers. Resting amidst our small fleet of test bikes, it looked downright plain. We like the solid-red paint with its simple falcon tank logo, and think the single instrument (just a speedo) is cleaner than the more functional two-gauge group of the other Guzzi cruisers. On the other hand, eyesores such as the emissions canisters hung on the rear frame downtubes and the ugly fuel-injection mechanism on display, don't do much to foster pride of ownership. The big dual-pod taillight also demands too much attention.

But buyers aren't likely to select the Jackal for its looks; they are more likely to be attracted to the way a winding road looks from the saddle of this bike. This newest Moto Guzzi clearly emphasizes the first half of the sport-cruiser formula, which should make corner-cruisers very happy.

SPECIFICATIONS;

Moto Guzzi Jackal

Suggested base price: $8495

Engine type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: OHV, 1 intake valve, 1 exhaust valve, operated by pushrods

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.5:1

Carburetion: EFI, 40mm throats

Transmission: Wet clutch, 5 speeds

Final drive: Shaft

Dry weight: 542 lb

Wheels: Wire-spoke, 18.0 x 2.5 in. front, 17.0 x 3.5 in. rear

Front brake: Four-piston, double-action caliper, 12.6-in. disc

Rear brake: Two-piston, double-action caliper, 11.1-in. disc

Front suspension: 45mm stanchions

Rear suspension: Two dampers, adjustable for preload

Fuel capacity: 5.0 gal.

200-yard, top-gear acceleration from 50 mph, ter

Source: www.motorcyclecruiser.com/roadtests/moto_guzzi_1100_jackal/

The premium hot hatch category will never be the same again – Mercedes-Benz's A45 AMG has just rewritten the rule book.

You can locate the complete review here: www.mynrma.com.au/motoring/reviews/car-reviews/mercedes/m...

The Fleetline has had a replacement secondhand radiator fitted and has been roadtested with no problems and the CVG has had its replacement gearbox fitted. Initial roadtest on farm track proved everything ok. Posed whilst shunted out of shed for extended roadtest prior to MOT. The semi auto gearbox fitted came from JAM144E which was acquired and harvested for spares for PBN668.

While your here, you can also check out the video footage from NRMA Motorfest 2011, featuring just some of the various models on display, but perhaps also providing a reason to come along to the 2012 NRMA Motorfest, if you werent able to make 2011 NRMA Motorfest.

You can check out the footage here at; www.youtube.com/watch?v=-VEOp79wcsI&NR=1

NRMA Drivers Seat

Inside, a more durable water-resistant fabric has been incorporated into a design that features a darker tone grey finish with alloy-look highlights on the dash.

You can check out the full review of this car at; www.mynrma.com.au/motoring/reviews/car-reviews/subaru/sub... NRMA Drivers Seat

NRMA Drivers Seat steps behind the wheel of the latest highly tweaked offerings from the stables of AMG. The almighty CL63 and CL500.

You can check out the full first drive review of these cars at; www.mynrma.com.au/motoring/reviews/car-reviews/mercedes/c...

1-12-13 Wyndham Street Races

2004 Moto Guzzi California EV Touring Motorcycle Test

I've always found myself oddly attracted to Moto Guzzi motorcycles, yet at the same time a bit wary of them. Kind of a yin-yang thing caused in no small part by some of their oddball quirks. On the one hand you've got legendary reliability, a strong, easily maintained engine and driveline and a certain flair for style that only the Italians can ever really pull off. On the other hand you've got those Weird-Harold linked brakes (yeah, I know lots of manufacturers use linked brakes. I don't like those any better) and what might possibly be, at least from the standpoint of my own ergonomic inclinations, the worst foot controls in motorcycling.

Truthfully, the first few miles on the EV had me wondering if I'd made the right decision. Those damn foot controls nearly drove me nuts. Believe me, any gears I managed to engage on the first attempt were purely accidental. Stopping with the rear brake was simply out of the question. The pedal was awkward to reach and hard to modulate. Clearly a bit of adjustment was required. A little spanner work put the shifter where I could at least use it, and I placed the foot brake to a position that wasn't so uncomfortable. In candor, once the pedals were adjusted I suppose I could get used to them. But the reality of it is that the lower controls need a complete redesign, preferably by someone who's ridden one of the floorboard-equipped bikes from H-D or any of the Big Four, or at least has roughly humanly proportioned dimensions. With careful adjustment and the right technique they can be made to work, but frankly, it takes dedicated Guzzistis to put up with them in standard trim.

On that same note, linked brakes are something I've never really developed a taste for. Considering the majority of roads I'd be on while riding the EV were likely to be at best sandy and slippery, and at worst covered with snow and ice, a linked brake system, especially one without ABS, would seem to create more problems than it solves. Fortunately, for the most part the roads remained dry, and my arguments against linked brakes remained largely theoretical.

Other than those two issues, there is a lot to like about the EV. The 1064cc V-twin revs a little slow, but it pulls like Jack the Bear, especially in the midrange. The engine management package is superb. When it comes to fuel injection MG has really done its homework, and it shows. The bike started easily despite the cold, even when the temperature dropped into the single digits, and it immediately settled into a consistent idle, with none of the snorting, spitting or stalling that plagues some other bikes. There was no lean surging or any other indication that the mapping was less than perfect.

The transmission is still a bit on the agricultural side, but it shifts much better than any of its predecessors. It's still possible to miss a gear change here and there, but that's mainly due to the balky shift mechanism.

Once underway the EV handles quite well. It's a bit firmer than most cruisers, but likely the best-handling member of the club, at least until Ducati starts building one. The bike steers accurately, holds its lines well and has a light, taut feel that belies its cruiser moniker. On the open highway it feels planted and stable at high speed, high speed of course being a relative term when you're riding the thing in below-freezing temperatures all night. Dedicated Guzzi riders tell me they routinely drag the high floorboards on these things, though I'm not sure that's something to be proud about.

While my stint on the EV took place in midwinter, riding the EV during Mother Nature's worst isn't as tough as it sounds. The weather protection is first-rate for a cruiser, and not at all bad by touring-bike standards. The small fairing/windscreen and foot guards block more wind than you'd think, and the heavily valanced fenders keep the muck and mire at bay. When you factor in the heated grips, why it's practically as easy as taking the car.

In the end, the California EV Touring is a good, if slightly flawed, motorcycle, especially if you like your cruising with a sporting flair and some touring capability. It has that indisputable Italian bike cachet as well, if that sort of feature is important to you. Now if they'd only fit decent foot controls to the thing...

SPECIFICATIONS

2004 Moto Guzzi California EV Touring

Suggested base price: $13,490

Standard colors: Red/Black; back/chrome;blue/chrome; dark silver/black

Extra cost colors: NA

Standard warranty: 12 mo., unlimited miles

Website: www.motoguzzi-us.com

ENGINE & DRIVETRAIN

Type: Air-cooled, 90-degree transverse V-twin

Valve arrangement: SOHC, 1 intake valve, 1 exhaust valve per cylinder, operated by pushrods, hydraulic adjusters

Displacement, bore x stroke: 1064cc, 92 x 80mm

Compression ratio: 9.8:1

Carburetion: EFI

Lubrication: Wet sump

Transmission: Dry single-plate clutch, 5 speeds

Final drive: Shaft CHASSIS

Dry weight: 573 lb

Wheelbase: 61.4 in.

Overall length: 93.7 in.

Seat height: 30.7 in.

Rake/trail: 29.5o/ 4.26 in.

Wheels: Wire-spoke, 2.50 x 18 in. front, 4.00 x 17 in. rear

Front tire: 110/90 VB18 tubeless

Rear tire: 150/80 VB17 tubeless

Front brake: 2, 4-piston, double-action calipers, 12.6-in. discs

Rear brake: 2-piston, double-action caliper, 11.1-in. disc

Front suspension: Marzocchi 45mm, 5.5 in. travel, adjustable damping

Rear suspension: Dual dampers, 3.5 in. travel, adjustable for preload and damping

Fuel capacity: 5.01 gal.

Handlebar width: 32.0 in.

ELECTRICAL & INSTRUMENTATION

Battery: 12v, 16AH

Instruments: Speedometer,tachmometer, odometer, warning lights

Source: www.motorcyclecruiser.com/roadtests/2004_moto_guzzi_calif...

The name suggests SUV but in reality the new Volvo is more an AWD version of the new hatch.

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