Wednesday, 17 July 2013

Italian Babe


Benelli, an Italian name that is not as shiny as Ducati or Moto Guzzi, but over 100 years of experience in motorcycling makes it one of the top Italian manufacturers to time.  Renown to its three cylinders engine designs, which is same as Triumph, Benelli 899cc and 1130cc are always the favorite of many, so as a pride of Benelli in many motorcycle championship in the early days. Few years ago, Benelli has been bought over by Qian Jiang Group from China and at 2012, they have set up a plant at Rawang and introduce its name as Benelli Keeway at Malaysia. Range of motorcycles from Benelli and Keeway are available, price wise, they are pretty cheap compare with their Japanese counterparts. The latest model introduced to Malaysia market on year 2013 is the all new 600cc Benelli TnT600. It is a brand new bike which never exists in Benelli product line, talent, ambitious, sporty, can this all new inline four cylinders create a havoc or in a word, surprise us?

Engine

Four is always a value never exist in Benelli products line up. Surprisingly, they surprise us with a four cylinders bike, and never ridden a four cylinders from Benelli, many would be suspicious on how its performance. No doubt, just like many inline four Japanese machines, the respond feel smooth and crispy.  Due to its lack of torque, one may feel under power but do not be deceived, you will be moving faster than what you actually feel.  Engine heat dissipation is superb with liquid cooling. Throttle respond is smooth and in some way, not much torque at the low rpm range can be handy when moving in heavy traffic. Overall engine performance is good as there is nothing really can be complain of, gear shifting is precise, fuel consumption is rather good, in a range between 15-20 KM/L.


Handling

Handling can be a very important factor which determines a bike to be good or bad, so as tires can be a black art in handling. Fitted with Pirelli Angel tires, the handling of this bike is superb. Despite having a road ready weight of 208Kg, the bike feels a little heavy and more effort is needed when doing twisty.  Front upside down forks performs well while soaking up the bumps on the road, firm and steady.  Rebound and step less preload adjustment are available at the rear suspension; this is hardly being seen on any other bikes at this standard.  Front and rear brake hoses are all steel breaded, supposed to make breaking a piece of cake, but maybe this is the test unit, the front brake feels a little spongy, suspect to be something to be done on the adjustment. Braking is not great but average, but that will be enough for the bike in this category. The weight feels like MV Agusta Brutale which is 230Kg wet, but with a little less breaking power and swiftness.


Instrument and Styles


TnT 600 comes with an analogue tachometer and digital speedometer. Arrangement is as standard, easy to read even under the sun glare. Needed to say, it is a weird that why Benelli does not change the readings in to metric or at least has a double units available. Temperature is in Fahrenheit, distance is in miles and so as the speed is in mile per hour. This setting makes a little bit confusing for Malaysia since we do not get used to imperial unit. Display will be great is Benelli can replace the polymer outer shell with a better looking material. Plastic parts looks a little cheap on the bike especially the one extend out from the key slot, seats looks a little low in budget and maybe Benelli can look this up as well. There is one thing needed to be point out is I can’t really understand  why Benelli will put four oxygen sensors at each of the exhaust which opposed to other makers who just rather fix one at the joining point. This obviously add up the replacement cost when time comes, thus mess up the wiring as well. Other than that, design of this bike is rather pleasant to look at, not as high profile as a street fighter but it has defined beautiful in its very own way. From the rear, double exhaust extended out from a single muffle looks great, so as the trellis frame, it definitely helps add up a unique Italian taste. Benelli really score brilliantly on the styling department.


  



Conclusion

Benelli going to price this bike below RM30000 which makes it a perfect choice for those who on budget but still have a taste on Italian makes, at least at the time being, there are hardly any inline four with this pricing around. Benelli has made a good move right now but in order to further push up the sales, they might just have to put more effort on straightening consumer confident level on the reliability of their bikes and after sales service.





Specification

ENGINE
TYPE 4 CYLINDERS IN LINE, 4-STROKE, LIQUID COOLED , 4 VALVES FOR CYLINDER DOUBLE OVERHEAD CAMSHAFT
DISPLACEMENT 600 C.C.
BORE X STROKE 65 X 45,2 MM
COMPRESSION RATIO 11,5:1
RATED OUTPUT 60 KW (82 CV) @ 11500 RPM
MAX. TORQUE 52 NM (5,3 KGM) @ 10500 RPM
LUBRICATION WET SUMP
FUEL SUPPLY ELECTRONIC FUEL INJECTION WITH FOUR THROTTLE BODIES Ø38 MM
EXHAUST SYSTEM WITH TWO CATALYTIC CONVERTERS AND FOUR OXYGEN SENSORS
CERTIFICATION EURO 3
CLUTCH WET CLUTCH
GEARBOX 6 SPEEDS
PRIMARY DRIVE 44/82
FINAL DRIVE Chain drive, ratio 14:46

CHASSIS
FRAME Decomposable frame, front steel trestle, rear aluminium alloy casting
FRONT SUSPENSION Ø50 mm upside-down forks
FRONT SUSPENSION STROKE 120 mm
REAR SUSPENSION Rear swing arm in aluminum alloy, rear shock absorber with extension hydraulic and spring preload adjustment
REAR SUSPENSION STROKE 123 mm
FRONT BRAKE Double floating disk ø320 mm with radial calipers
REAR BRAKE Single disc ø240 mm with double piston caliper
FRONT RIM TYPE Aluminum alloy
FRONT RIM DIMENSIONS E 17” x 3.50” DOT-D
REAR RIM TYPE Aluminum alloy
REAR RIM DIMENSION E 17” x 5.50” DOT-D
FRONT TYRE 120/70-ZR17 58W
REAR TYRE 180/55-ZR17 73W

DIMENSIONS
LENGHT 2160 mm
WIDHT EXCLUDING MIRRORS 800 mm
HEIGHT EXCLUDING MIRRORS 1180 mm
PILOT SEAT HEIGHT 800 mm
PASSENGER SEAT HEIGHT 940 mm
WHEELBASE 1430 mm
GROUND CLEARANCE** 180 mm
TRAIL N.D.
STEERING PIPE ANGLE N.D.
UNLADEN WEIGHT** 208 kg
ROAD READY WEIGHT** 220 kg
PERMITTED TOTAL WEIGHT 370 kg
USABLE TANK VOLUME 15 lt
RESERVE 4 lt


Tuesday, 21 May 2013

Riding the Black Forest Cold Blood




This year BMW Motorrad have launch a few new bikes, along side of the F700GS, HP4 is available as a top up on the already brilliant S1000RR. We are lucky to be the first media to review this brand new bike which just being registered on March.
HP4 is the forth installment in the HP series, after HP2 Megamoto, Enduro and Sport. BMW has done very little cosmetic upgrade on the HP4 except the hardware and it really needs that. In short this is a beef up S1000RR but in a more controllable way. Weight saving has become the major job to be done on this bike. The full Titanium Akrapovic system save up a useful 4.5KG as opposed on the S1000RR stock system. The cast wheels has been replaced by forged and machine units, another 2.4KG lost; full carbon belly pan contribute to small portion of weight saving as well.  What BMW done on this bike is to squeeze up every spare drop from its sibling, to make it an elite.




Engine

With no doubt, a 194HP machine can punish you seriously if you did not pay enough respect on it. True enough but not completely applicable on the HP4; while comparing to other Japanese and Italian machines that I come across before, the beemer feels extremely smooth and mild on power delivery, even on Sport and Race mode. Wide open the throttle from start is not a problem unlike some Italian wild horse that will tear you apart if you do the same. By having a max hp at 13k RPM, the beemer will deliver the endless power across the power band. When other bikes started to feel their speed after pass the 10k RPM region, it still feels there is lot more room to punch forward.  BMW has done a very well job on the engine mapping, power delivery and throttle position is precise and instant, everything just happened in a smooth but fast manner. I can accelerate very early out from a corner without worry I got a wheel spin, unlike on a Brutale 1090RR which I tested few weeks ago, throttle control must be very careful else too much throttle you might end up at the other side of the road. There is a little vibration at low rev on the engines, it is noticeable but still under a reasonable state. Besides, it also has a launch control which will restrict the engine at a 8000RPM so you will not get wheel spin.





Handling

BMW has upgraded the electronics on this bike and made the already outstanding S1000RR electronics even better. The HP4 headline feature though is its motorcycle first semi-active suspension where they name it Dynamic Damping Control (DDC). The system changes the suspension setting rapidly, on the fly according to whole range of parameters. The front fork will firm up under heavy breaking and so as the rear while heavy acceleration to maintain stability and wheel traction. Besides, it also offers 4 modes for selection; sport, race, rain and slick, different mode provide a different throttle behavior but the fly-by-wire throttle systems just keep everything in a controllable manner. ABS and traction control is provided as standard but 14 stages of traction control can be choose only under slick mode. The forged and machine wheel keep the unsprung weight at minimum, thus improved suspension performance and grip, although the DDC and big piston fork may make the bike have a little reluctant-to-turn sensation, but putting a little hard work on the bars and alter line accordingly, you will discover how easy to turn into corner well, even for a novice. I am amazed that I can brake very late while entering corner thanks for the Brembo brakes and Pirelli Diablo Super Corsa S fitted on. The bike slows so hard that you can feel like going to vomit your heart out, yet the stability is astonishing. The HP4 is a slim down version of the S1000RR, with more then 7KG lighter, it is very easy to flick left and right, almost feel like a toy, even with a fully fuel 17.5 liter polymer made tank.





Styling

Sport bikes are never my favourite as most of they have the same look, fairing bikes fade off quite fast after some year, yet the HP4 is a little different. With a few color scheme available, I found that the white blue stripe combo is outstanding and BMW really do a very good work on designing the body work. Some sport bikes looks too bulky at the middle and tiny at the head but this just look right. I would like to point out the shark gill style side opening add up some points for its cosmetic design. The full Titanium exhaust system not only enhanced the performance but also contribute to its neat and tidy typical German feel, I think is something to do with the color of Titanium. The head lamps might be a little irritating for some folks but no doubt, it is very special kind of unsymmetrical design; in fact, I found it to be very different, maybe this is what BMW want all their bikes to be easily distinguished from others.






Conclusion

BMW always makes bikes which are easy to be control and so as this time. Never think that the HP4 is so easy to be handled when I first hop on it. I will put it in this way; a novice can ride fast like an expert without any professional training. It is like all the electronics has plugged into your neurons and act like part of your body, fast but obedient. In fact it is a bike you can make mistake on, yet without punishment imposed. I will say it is a technological masterpiece; it never threatened, only enhances and extends what you want to do. Oh yes, it’s got heated grips…….





Specifications

Model tested: BMW HP4
Engine: four cylinder, liquid cooled, dohc 16v, 999cc
Power: 190bhp (142kW) @ 13,000rpm
Torque: 11.4kgm, 112Nm @ 4,750rpm
Tank/Range: 17.5 litres / 300km
Transmission: Six gears, wet multi-plate clutch, chain final drive
Chassis: aluminium twin spar
Seat height: 820mm
Wheelbase: 1422.7mm
Rake/trail: 24° / 98.5mm
Weight: 199kg wet, 90% full tank





Wednesday, 1 May 2013

Taming the wild Italian horse

Lucy enough, I was given a chance to review a brand new front tyre of Nankang few days ago. With that, I am able to tested the MV Agusta Brutale 1090RR for about one week, what a hooligan bike to be ridden. I had taken the bike up to highway and town riding. This is yet the most powerful bike I had ridden before, and yet the highest capacity bike so far.


Engine

The engine of this bike is crazily powerful, just a little throttle effort, I will send you sky high. At first I was amazed with the torque it delivered. Normally for a high capacity machine, by just releasing the clutch a little by a little, the bike can start moving at idealing RPM, make no difference the Brutale 1090RR make the same but even with full clutch released, it just pumping forward in a decent 15km/h, what a devil. You will be sorry if you control the speed by using the throttle without any clutch play at low speed. Once the throttle is open, even just a mere 1mm the bike started to jerk forward, clutch present is a must when navigating nuder the traffic, else you just need to play on the clutch without throttling. I have never seen a bike yet like this. After a few days of riding, I had get used to the behavior of the engine and can control it fluently. Well, I get the change to test out the Kawasaki Z800 in a gathering with some Z800 owner, the two is completely a different kind of animal, despite both are down tuned for more low-mid range torque and same inline 4 engines. With the Z800, throttle respond is mild and smooth, not to say Brutale  is rough but it does not jerk you off your bike like once you open the throttle a little bit wide, in fact, I am able to even half open it. I will put it in a more simple way that Z800 will be easily ridden by newbie where Brutale require a decent understanding on bikes and experience to operate it nicely.

Handling

As many always said handling is a pride of MV Agusta. Without any doubt, I agree with their comment. The suspension tuning is near perfect, it is neither not too hard nor too soft, just right at the sweet spot that make you perfectly planted to the road at highway speed and soak up the uneven surface when crossing our country moon like surface at town. Weight of this bike is near 230Kg when fully fueled, cornering is stable and no sign of hesitation on the bike. Thanks to the wide handle bar, maneuverability is neutral and effortless. It also come with a stock steering damper, adjustable front & rear rebound & compress setting. All of the setting can be tuned perfectly to suit one rider style and weight to maximize handling ability.

Egornomic

Seating position on this bike is quite neutral and upright just a little bit down side for tall riders may find their legs be a little bit cramp after a few hours ride, the distance between the seat and foot pegs is indeed a little bit too near. Lack of accessories for MV Agusta always a downside for riders who are serious in making long distance travelling. I had not yet know any maker produce wind shield product for Brutale series, so as hard bags rack. This let down makes it always remain as a weekend bike rather then you can use it for day to day travelling.


Conclusion

Pro
Superb power delivery, extremely torquey and high HP engine( 144hp ).
Nimble handling at low and high speed.
Best hooligan bike in the market.

Con
Lack of accessories for luggage even tank bag can not be used on tank(plastic tank).
No wind shield available makes it useless after exceeding 160KM/H of speed.
High fuel consumption.

Motorcycle Provider : Chear Motor SDN BHD



TYPE
FOUR CYLINDER, 4 STROKE, 16 VALVE
TIMING SYSTEM
"D.O.H.C", RADIAL VALVE
TOTAL DISPLACEMENT
1078 CM3 (65.78 CU. IN.)
COMPRESSION RATIO
13:1
STARTING
ELECTRIC
BORE X STROKE
79 MM X 55 MM (3.1 IN. X 2.2 IN.)
MAX. POWER-R.P.M. (AT THE CRANKSHAFT)
106 KW (144.2 HP) AT 10300 RPM - REV LIMITER 11600 RPM
MAX. TORQUE-R.P.M.
112 NM (11.2 KGM) AT 8100 RPM
COOLING SYSTEM
COOLING WITH SEPARATED LIQUID AND OIL RADIATORS
ENGINE MANAGEMENT SYSTEM
MAGNETI MARELLI 5SM IGNITION - INJECTION INTEGRATED SYSTEM WITH MIKUNI THROTTLE BODY;
INDUCTION DISCHARGE ELECTRONIC IGNITION;
SEQUENTIAL TIMED "MULTIPOINT" ELECTRONIC INJECTION
CLUTCH
WET, MULTI - DISC WITH MECHANICAL ANTI-SURGING DEVICE
GEAR BOX
CASSETTE GEARBOX; SIX SPEED, CONSTANT MESH
PRIMARY DRIVE
50/79
GEAR RATIO
FIRST GEAR: SPEED* 13/38 109.7 KM/H (68.1 MPH) AT 11600 RPM
SECOND GEAR: SPEED* 16/34 150.8 KM/H (93.6 MPH) AT 11600 RPM
THIRD GEAR: SPEED* 18/32 180.3 KM/H (111.9 MPH) AT 11600 RPM
FOURTH GEAR: SPEED* 20/30 213.7 KM/H (132.7 MPH) AT 11600 RPM
FIFTH GEAR: SPEED* 22/29 243.2 KM/H (151.0 MPH) AT 11600 RPM
SIXTH GEAR: SPEED* 19/23 265.0 KM/H (164.5 MPH) AT 11600 RPM

* TOP SPEED ATTAINED ON CLOSED COURSE 
FINAL VELOCITY RATIO
15X41TYPE
FOUR CYLINDER, 4 STROKE, 16 VALVE
TIMING SYSTEM
"D.O.H.C", RADIAL VALVE
TOTAL DISPLACEMENT
1078 CM3 (65.78 CU. IN.)
COMPRESSION RATIO
13:1
STARTING
ELECTRIC
BORE X STROKE
79 MM X 55 MM (3.1 IN. X 2.2 IN.)
MAX. POWER-R.P.M. (AT THE CRANKSHAFT)
106 KW (144.2 HP) AT 10300 RPM - REV LIMITER 11600 RPM
MAX. TORQUE-R.P.M.
112 NM (11.2 KGM) AT 8100 RPM
COOLING SYSTEM
COOLING WITH SEPARATED LIQUID AND OIL RADIATORS
ENGINE MANAGEMENT SYSTEM
MAGNETI MARELLI 5SM IGNITION - INJECTION INTEGRATED SYSTEM WITH MIKUNI THROTTLE BODY;
INDUCTION DISCHARGE ELECTRONIC IGNITION;
SEQUENTIAL TIMED "MULTIPOINT" ELECTRONIC INJECTION
CLUTCH
WET, MULTI - DISC WITH MECHANICAL ANTI-SURGING DEVICE
GEAR BOX
CASSETTE GEARBOX; SIX SPEED, CONSTANT MESH
PRIMARY DRIVE
50/79
GEAR RATIO
FIRST GEAR: SPEED* 13/38 109.7 KM/H (68.1 MPH) AT 11600 RPM
SECOND GEAR: SPEED* 16/34 150.8 KM/H (93.6 MPH) AT 11600 RPM
THIRD GEAR: SPEED* 18/32 180.3 KM/H (111.9 MPH) AT 11600 RPM
FOURTH GEAR: SPEED* 20/30 213.7 KM/H (132.7 MPH) AT 11600 RPM
FIFTH GEAR: SPEED* 22/29 243.2 KM/H (151.0 MPH) AT 11600 RPM
SIXTH GEAR: SPEED* 19/23 265.0 KM/H (164.5 MPH) AT 11600 RPM

* TOP SPEED ATTAINED ON CLOSED COURSE 
FINAL VELOCITY RATIO
15X41
MAXIMUM SPEED*
265.0 KM/H (164.5 MPH)
DRY WEIGHT
190 KG (418.9 LBS)
FUEL TANK CAPACITY
23 L (6.07 U.S. GAL.)