View allAll Photos Tagged RoadTest
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...
Toyota has released their latest retro SUV, the FJ40 Cruiser at Wilpeena Pound, hours from Adelaide. Here are some images of the FJ40 Cruiser doing what it does best..
You can check out the full review of the FJ Cruiser here; www.mynrma.com.au/motoring/reviews/car-reviews/toyota/toy...
Or alternatively here is the link for the FJ Cruiser Video review ; www.mynrma.com.au/motoring/toyota-fj-cruiser-2011-video.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
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...
Ford Mustang 2015 HD Car Wallpaper
Ford Mustang 2015 HD Car Wallpaper, 2048 x 1360, 485 KB, www.motortrend.com/roadtests/coupes/1312_2015_ford_mustan...
Ford Mustang 2015 HD Car Wallpaper #Ford, #FordMustang2015, #HdCarWallpaper #Ford
Sleek , Sporting, and sophisticated describes the all-new Jaguar XJ, NRMA Drivers Seat Takes a closer look at the stiking design, breathtaking performance and uncompromised engineering that is the Jaguar XJ Supersport.
You can check out the full review of the Jaguar XJ Supersport hereat; www.mynrma.com.au/motoring/reviews/car-reviews/jaguar/jag... NRMA Drivers Seat.
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...
Delivered October 1966.
The 1967 Marlin was increased in size to "full-size" and based on the senior Ambassador series on a 118" wheelbase chassis. Production dropped to 2,545.
More details (1967 AMC full line brochure) or 1967 Ambassador/Marlin brochure
MY11 Subaru WRX STI, now available as a four door sedan.
Bumper corners are sharpened and fog lamp surrounds feature a new look, plus black-tone grille.
The rear bumper diffuser is located between the dual exhaust pipes, underlining the sporty appearance. NRMA Drivers Seat
To see the latest video review of the latest WRX STI; www.youtube.com/watch?v=lzWWBpqyjl8
For all other car reviews; www.mynrma.com.au/motoring/reviews/car-reviews.htm
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...
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
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...
Twenty years is a fair old stint for most items of technology, and no matter how popular, not everything can stay the course; VHS, anyone? Subaru's recipe for big performance bang for relatively few bucks, however, has not only gone the distance, but it looks like it's got a second wind.
You can find the complete review here at: www.mynrma.com.au/motoring-services/reviews/car-reviews/s...
Pitched to consumers as ‘Luxury in concentrate’, the new A3 Sportback comes at the right time for the brand; the A3 was showing its age and it’s one of the last models in the Audi range to receive a makeover.
www.mynrma.com.au/motoring/reviews/car-reviews/audi/audi-...
Another project which has recently come to fruition at Reliance Bus works was that undertaken on this pleasing BET style ex Devon General AEC Reliance, TUO 74J. The nature of the work was such that a long and severe road test was necessary ... honestly, not just me playing! The final piece of it's requested work should see it being presented for MoT on Monday morning. The picture was taken on Bignall bank, near the mining village of Wood Lane in North Staffordshire. The once much taller Wedgwood / Red Street monument can be seen in the background.
NRMA Drivers Seat takes a drive of the latest BMW 650i Convertible.
You can check out the full review of the car here at; www.mynrma.com.au/motoring/reviews/car-reviews/bmw/bmw-6-...
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
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
Only three generations of Volkswagen Beetle have been produced in seventy five years, that is surely some sort of record in terms of model longevity, however with the engine now located in the front and driving the front wheels, its a big departure from the original design. Whilst the all-new third generation still carries that unmistakable Beetle profile, it a much more modern form, when compared with the old. www.mynrma.com.au/motoring/reviews/car-reviews/volkswagen...
Pitched to consumers as ‘Luxury in concentrate’, the new A3 Sportback comes at the right time for the brand; the A3 was showing its age and it’s one of the last models in the Audi range to receive a makeover.
www.mynrma.com.au/motoring/reviews/car-reviews/audi/audi-...
Petawawa, Ontario, 08 April 2008
The Armoured Heavy Support Vehicle Systems (AHSVS)
Barely registering a blip in the road, EME Technicians put the new Armoured Heavy Support Vehicle Systems trucks through the paces. The troops were amazed at how well the trucks performed off road for being such a massive vehicle.
The Armoured Heavy Support Vehicle Systems (AHSVS) will have an immediate impact on how the CF can support operations. They will provide high levels of crew protection, incorporating mine blast resistance and protection against both IEDs and ballistic threats.
Canadian Forces Image Number LX2008-0079d
By WO Brad Phillips with Army News
_________________________Traduction
Petawawa, Ontario, 8 avril 2008
Véhicule de soutien blindé lourd (VSBL)
Les techniciens du Génie électrique et mécanique (GEM) ont à peine enregistré un soubresaut dans la route lorsqu’ils ont mis à l’essai de nouveaux camions appelés « véhicules de soutien blindés lourds » (VSBL). Les soldats ont été étonnés des performances hors route des camions malgré leur très grande taille.
Les véhicules de soutien blindés lourds (VSBL) vont avoir des répercussions immédiates sur la façon dont les FC peuvent appuyer les opérations. Ils vont ainsi offrir un degré élevé de protection de l’équipage, notamment une résistance aux explosions de mines et une protection contre les engins explosifs improvisés (EEI) et les menaces balistiques.
Image des Forces canadiennes numéro LX2008-0079d
Par l’Adj Brad Phillips des Nouvelles de l’Armée
The GTI hasn't always replicated the 1976 original throughout the years, but the 2013 version is as close as it's ever been. This is a genuine dual-character car that's nearly vice-free, as practical as a roomy five-door hatch should be, and one that shows a real flair for the spectacular when stirred. www.mynrma.com.au/motoring/reviews/car-reviews/volkswagen...
A 3 day trip to Germany in a Porsche 911 Turbo S for a feature. More on this story on the blog here - macleancomms.blogspot.co.uk/2014/07/uk-to-germany-porsche...
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...
Jaguar F-Type unveiled in Paris. You can check out the full review here at; www.mynrma.com.au/motoring/news.htm NRMA New Cars
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...
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...
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
Built as a tribute to the historic performance links between Ferrari and Abarth, the Abarth 695 Tributo Ferrari pays homage to the 1953 Ferrari 166/250 MM Abarth.
You can check out the full story here at; www.mynrma.com.au/motoring/news/2011/abarth-and-ferrari-t...
A 3 day trip to Germany in a Porsche 911 Turbo S for a feature. More on this story on the blog here - macleancomms.blogspot.co.uk/2014/07/uk-to-germany-porsche...
Peugeot has more than 100 years of motorsport heritage - and success - safely tucked in its back pocket. And the French company plans to showcase that success to a performance-hungry Australian buying public in the new RCZ.
www.mynrma.com.au/motoring/reviews/car-reviews/peugeot/pe...
HELP Technical Advice Needed.
As part of getting my truck ready for me, Arthur Glick Truck Sales -Kenworth installed a brand new Leece Neville 160 Alternator.
All the way bobtailing to Charlotte, including at night will all lights on and the AC on full blast, absolutely NO Problems. When I arrived at Schneider's Charlott...e Operating Center, I turned my truck over to their shop for my truck's required inspection and to have the newest version of Qualcomm, with GPS & Electronic Logging to be installed. I didn't drive my truck again until my roadtest on Thursday. I had a hard time concentrating on my road test because the whole time my truck's Ammeter was now fluctuating in between -25,-50 and even as high as -75 amps discharge while the Voltmeter was right on normal. As soon as the truck came to a rest it would stop. As soon as I started moving, it started up again.
I talked to Lawrence the Senior Schneider Technician who is in charge of installing the Qualcomms on all IC's trucks, and he said he's looking into it for me. As I had some very important matters to take care of at home, I left my truck at the Schneider Charlotte OC for Lawrence to check it out for me, and rented a car and went home. I just spoke with Lawrence and he could find nothing wrong with the Qualcomm or the hookup. Now I'm still home, and will most likely be stuck here all week. By the time I get back to Charlotte, I will most likely have to bobtail to Walcott next week, to keep my promise and to get the work done there that I need done there, but that's another post.
With my old reliable HHH1 I would have been able to check thing out, my problem, this is my first truck with one of these new modern dashes.
I don't want to break down or catch on fire on my way to Walcott. I already checked with my local Kenworth dealer Arthur Glick Truck Sales, and they think it has something to do with how the Qualcomm was hooked up or grounded.
Is there anyone our there, who has mechanical experience with the new KW dashes and electrical systems or Qualcomm, or both who could give me some advice, what else to look into. Again, this only started after the Qualcomm was installed, and only does it when the truck is moving, even with all accessaries shut off. Thank you for any help.
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
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
The trees won't exactly doff their caps as you drive by, but this new Ranger Rover Vogue TDV8 is better than ever for the environment, as well as being much better at driving over it.
You can check out the full story here at; www.mynrma.com.au/motoring/reviews/car-reviews/land-rover...
NRMA New Cars
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...
See just how far Kia have come in the past few years with their latest sporty hatch. www.mynrma.com.au/motoring-services/reviews/car-reviews/k...
Road Test Special 1971, 76 pages, not exactly a magazine, but it came with my subscription. No advertisng inside, just a Corona ad on the back cover. Road tests of all 1971 Toyota cars and trucks sold in USA.
Road Test was an actual magazine at the time, but this was not a regular issue. I consider this a piece of Toyota advertising, as it had to be produced entirely at Toyota's expense.
Since this one, there have been similar one car magazines such as at the introduction of the Ford Taurus and Nissan 300ZX.
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
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
Prospective Amarok owners have the choice of three different drivetrain options; Permanent 4-motion all-wheel drive, Selectable 4-motion four wheel drive, and 2 wheel drive.
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...
There was plenty of high-end metal being unveiled at the Geneva Motor Show, but the likes of the one-off Lamborghini Aventador J, the Ferrari F12 Berlinetta, and the Maserati GranTurismo Sport, and others weren’t the real show stoppers... there were plenty of the big-end players downsizing: Mercedes-Benz A-Class, Audi A3, Volvo V40, and much more. Here’s what flicked our switch. You can check out more on the 2012 Geneva Motor Show here at; www.mynrma.com.au/motoring/news/geneva-motor-show-electri... as well as; www.mynrma.com.au/motoring/news/geneva-motor-show-best-in...
The GTI hasn't always replicated the 1976 original throughout the years, but the 2013 version is as close as it's ever been. This is a genuine dual-character car that's nearly vice-free, as practical as a roomy five-door hatch should be, and one that shows a real flair for the spectacular when stirred. www.mynrma.com.au/motoring/reviews/car-reviews/volkswagen...
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...