M@D

Vinicius. escreveu:Moro em um Pais.

Bagé escreveu:

Vinicius. escreveu:Moro em um Pais.

Tu não mora em um país, tu mora só num braço da américa
.

MarceloW escreveu:Vamos voltar a falar de MOTO.

http://www.moto.com.br/testes/conteudo/ ... 59136.html

Kuati escreveu:

MarceloW escreveu:Vamos voltar a falar de MOTO.

http://www.moto.com.br/testes/conteudo/ ... 59136.html

"O painel de instrumentos é completo e ainda traz a comodidade na estrada do piloto automático. "
QPÉE?
Alguém aí desenha como funciona? É tipo cruise-control de carro?
[ ]'s

MarceloW escreveu:

Kuati escreveu:

MarceloW escreveu:Vamos voltar a falar de MOTO.

http://www.moto.com.br/testes/conteudo/ ... 59136.html

"O painel de instrumentos é completo e ainda traz a comodidade na estrada do piloto automático. "
QPÉE?
Alguém aí desenha como funciona? É tipo cruise-control de carro?
[ ]'s

Sim. Controle baseado na injeção eletrônica, diferente daquelas gambiarras de usar um pedaço de plástico preso no punho do acelerador.

Kuati escreveu:I have a dream, de ter controlador de velocidade pra andar nos tédios e dormir sobre a moto... Martin Luther King

Metal Command escreveu: Eu tenho uma gambiarra mais legal na Rocket. Da uma olhanda no link:
http://www.brakeawayproducts.com/

Vinicius. escreveu:Bao tambem, entao.

Por essas bandas eu duvido que vc nao teria problema no caso de um acidente grave se nao tivesse declarado como uma modificacao na moto.

Kuati escreveu:Então meu voto é da Tiger.

I have a dream, de ter controlador de velocidade pra andar nos tédios e domir sobre a moto... Martin Luther King

dnunes escreveu:Eu sei que esse que o Metal Command postou solta no freio, mas como ele vai "estar acelerado", quando você apertar a manete de freio o cabo não vai desenrolar. Diferente dos eletrônicos, que acionariam o freio motor junto com o freio, já que o cabo vai estar solto.

"The biggest mechanical divide lies between the 798cc Rotax-built parallel-twin hanging in the BMW’s frame and Triumph’s own 799cc triple. Both have been specifically configured for all-surface duty. Either one will take you (almost) anywhere you’d like to go. But while the German twin is methodical, efficient and admirably effective most of the time, the carefully massaged long-stroke version of what powers Triumph’s 675cc Daytona and Street Triple encourages a more enthusiastic approach to everything on the map."

"The BMW sounds and feels exactly like what it is: 68 percent of Das Boxer. Practical. Purposeful. Determined. As sporting street transport, it’s somewhere between dull and boring. Meanwhile, a thumb on the Tiger’s starter incites what sounds like a hive of riled-up hornets. Take the time to listen and what comes out of each bike’s exhaust tells you a lot about its mechanical soul—or lack thereof""

"Despite carrying 7 lbs. more than the GS, the XC feels lighter on its feet around town. It shifts gears with less effort. Above 5000 rpm, every handful of throttle stirs up satisfying acceleration, accompanied by rising four-part harmonies from an increasingly insistent hornet squadron. Though it pulls as dutifully as the twin down low, the triple is much more responsive anywhere on the tach face, happily digesting regular 87-octane unleaded instead of the pricier 89-octane mid-grade BMW recommends. To its credit, the GS is capable of wringing 50-plus miles from every gallon when you’re feeling economical."

"There’s not much in the way of passing power at 70 mph in sixth, and wearisome high-frequency vibes begin to intrude at 75. The rider is carried higher and farther forward, so there’s less room for long arms between the handlebar and seat. Meanwhile, the Triumph is a comfortable enough place to spend a day or three. Noticeably smoother between 70 and 75 mph despite spinning 500 rpm faster, the counterbalanced triple can be nearly as stingy with the petrol, and its relatively luxurious, height-adjustable seat only starts to wear thin after the second or third tank."

"Roll off into your favorite tangle of bends and the Tiger takes charge. Armed with a broader band of convincing acceleration from 6000 rpm to the 10K redline and quicker, more accurate steering, it snaps in and out of the most diabolically technical corners in less time with less effort. While its engine is busy winning all those little corner-to-corner sprints, the Triumph’s chassis remains calm and composed, even at a pace that has its Bridgestone Battle Wing tires struggling for grip. The BMW can match that pace as long as you’re willing to work for it. Just keep the tach needle in its happy place between 7000 and 8500 rpm and bully a longer, lazier chassis that kneels on its squishy fork every time you squeeze the front brake."

"Despite significant advances in motorcycle engineering and brochure writing, the 500-lb. dirtbike is still an awkward oxymoron. Either bike will go further and faster on more technical terrain once shod with suitable off-road rubber. As delivered, both of our mid-sized adventurers were happier on some mix of rough pavement and 4x4-friendly trails, but the BMW was more capable where Jeep Wranglers fear to tread.

Carrying fuel in a molded plastic tank under the seat makes the GS feel narrower between your knees and lighter than it really is. This is a good thing. Dry-sump engine architecture helps put 9.6 inches of daylight between vulnerable bits and heartless terrain vs. the Tiger’s 8.1 inches; that could be the difference between gliding over that next rock/log/rut and bashing into it. The German bike’s suspension copes with genuinely evil terrain a bit better, and its incremental power delivery helps that rear Pirelli get a grip in the slipperier stuff. But as good as it is in the middle of nowhere, the BMW always manages to paint the ride an apathetic shade of beige everywhere else."

"Triumph’s new Tiger 800 XC serves up more of that deliciously addictive stuff on just about any surface than the BMW F800GS. The fact that it’s a little faster, a lot more comfortable and conspicuously less expensive seals the deal. So if you’re looking for something to reconnoiter the oft-overlooked roads that can paint a big, goofy smile on your face, ride the Tiger."

"When we took that BMW through Newfoundland and then across Labrador, its main limitation in the rough stuff become apparent about 20 yards into the T’rail — too tall gearing and poor fueling means you have to slip the clutch at anything up to 25mph or so. Since the T’Rail’s 500-ish miles are mostly composed of soft gravel yumps and boggy mud, that was obviously a huge problem. Getting a big, heavy, fragile road bike through all that isn’t going to happen much above 25mph.

The Tiger is similarly geared a bit too tall (like the BMW, sprockets would fix that), but its incredibly smooth, torquey and perfectly-fueled triple can pull at much lower speeds than BMW’s agricultural parallel-twin. Where navigating a low speed obstacle on the F800GS is cause for wide eyes and fluttering hearts, the Tiger just plows through effortlessly at 10-15mph. That motor that’s so easy, fast and intuitive on the road is just as good off it."