#2013 R1 ride review

[motofoodie]

A Day with the 2013 Yamaha YZF-R1 WGP Edition | Ride Review

Detailed ride review of the 2013 Yamaha YZF R1 WGP Edition in India. Read more on how it is live and ride the 2013 Yamaha YZF R1.

It’s raw. It’s intuitive. It’s the last of the “all-rounder” R1 model before it morphed into the pure track-focussed generation that arrived in 2015. With radical looks and a phenomenal engine that sounds like a rhythmic V4, the 2013 Yamaha R1 in the WGP 50th anniversary livery is the most rideable and easy to live-with R1, as it occupies the “sweet-spot” between zero-electronics, non-crossplane…

[forthewantofadatsun]

Datsun Go: Still Worth Driving

Datsun is an auto manufacturer with a history. Dating back to Japan’s earliest days of car building, it has evolved to become a manufacturer recognised for its durable, attractive and trustworthy vehicles. The Datsun Go embodies the spirit of modern Datsun – perfect for young risers chasing their dreams.

The Story of Nissan Datsun Go South Africa

Nissan relaunched the Datsun brand in 2013 after a number of years of being inactive. Models have been available in South Africa since 2014.

The Datsun Go was introduced as a low-cost competitor in the hatchback market. Despite being low-cost, the Datsun Go features everything a young riser could need and want in their first new car investment.

Datsun’s return didn’t start with deciding which models to launch, but with the people in mind. Young risers: ambitious young people that are ahead of the curve, waiting for that one opportunity that will rocket their careers and futures forward.

A young riser realises that mobility relates to both physical and social access to opportunities. They deserve a car brand of their own – a brand representative of their tenacity to succeed.

Datsun has made their triumphant return to South Africa and the world in order to become the proud badge of the risers.

The Badge of the Risers reflects both Datsun’s heritage and guiding principles. The centre portion of the new badge honours the spirit of old Datsun by retaining the essence of its original logo. Modern robustness and confidence to succeed in a new world are conveyed by the surrounding portion of the badge, featuring a hexagon inspired by shiny bolts.

Datsun’s new way is all about forging a mutually rewarding and enjoyable relationship with risers, beginning from the moment of purchase on through the ownership experience. At Datsun, it’s all about growing a locally built, relevant brand that draws inspiration from the company’s global technological understanding and proficiency in both styling and engineering.

The core values Datsun aims to be known for can be summarised as: dream, access and trust.

Datsun wishes to turn risers’ investment into a purchase they will never regret – to be a car brand that allows young risers to love the car they are able to afford. To be a manufacturer that makes dreams come true, no matter what a customer’s budget. Datsun wants to offer quality, modern cars at an affordable price.

One of a riser’s main concerns is accessing opportunities that will drive them towards their dreams. Datsun aims to ensure that everything is friendly, easy and inviting: from the buying experience to own, not just the affordable price.

Lastly, Datsun wishes to be seen as a trusted automotive brand that is able to deliver in terms of durability, quality and reliability, because of our global expertise, as well as leveraging from our roots.

Datsun Go Prices to Rave About

Datsun’s new range of cars is made for modern living. They offer great fuel economy, spacious interiors, bold designs and the latest technological innovations. Risers can cruise through the city streets in style. The latest model variants of the Datsun Go available to consumers in South Africa are:

Datsun Go 1.2 MC Mid: Priced from R159 100

Datsun Go 1.2 MC Lux: Priced from R170 200

Datsun Go+ 1.2 MC Mid: Priced from R169 500

Datsun Go+ 1.2 MC Lux: Priced from R180 800

A new Datsun Go can be yours from as little as R 1 999 per month.

Low mileage 2019 Datsun Go demo models are available from R1 799 per month.

The New Datsun Go Range is Here to Impress

The new Datsun Go is the perfect new car solution for young risers. It’s everything you could ever want or need from a first car and more. Two trims levels are available: the upscale Datsun Go 1.2 MC Lux and the standard Datsun Go 1.2 MC Mid.

New Datsun Go overview:

Body style: Hatchback

Vehicle type: Passenger

Engine: 1.2 petrol engine

Transmission: 5-speed manual transmission

Colours: White, silver, grey, orange, red

Price: R159 100 (Datsun Go 1.2 MC Mid) or R170 200 (Datsun Go 1.2 MC Lux)

Length: 3,788 mm

Width: 1,636 mm

Height: 1,507 mm

Wheelbase: 2,450 mm

 The Datsun Go Plus Range – Get More for Less

There are two models available in the Datsun Go+ range: the Datsun Go+ 1.2 MC Lux and the Datsun Go+ 1.2 MC Mid. The perfect affordable car solution if you need more space, but don’t want to compromise on style or break the budget.

Datsun Go+ 1.2 MC Lux overview:

Body style: Hatchback

Vehicle type: Passenger

Engine: 1.2 petrol engine

Transmission: 5-speed manual transmission

Colours: Ruby, grey, white, silver, gold

Price: R180 800

Length: 3,995 mm

Width: 1,635 mm

Height: 1,507 mm

Wheelbase: 2,450 mm

Datsun Go+ 1.2 MC Mid overview:

Body style: Hatchback

Vehicle type: Passenger

Engine: 1.2 petrol engine

Transmission: 5-speed manual

Colours: Gold, silver, white, grey, ruby

Price: R169 500

Length: 3,995 mm

Width: 1,635 mm

Height: 1,507 mm

Wheelbase: 2,450 mm

Datsun Go Reviews – See for Yourself

Datsun has made great strides in going above and beyond to improve the Go since its initial launch back in 2013. Listening to customers and their concerns have allowed Datsun to engineer a car that ticks all the budget car boxes.

Datsun Go Interior Design Will Blow Your Mind

The new Datsun Go is designed to function for the way you really live. The best part? It’s so accessible! You get a lot of bang for your buck with the new Datsun Go.

Spacious Interior

The Datsun Go’s best-in-class cabin length allows for everyone coming along for the ride to stretch out and sit comfortably. Rear passengers will feel as though they are nestled in a cosy sedan, with more than ample knee room and a well-cushioned seat.

In the front, you’ll find that the Datsun Go offers great shoulder and headroom compared to many of its competitors. The lidded glove box, door pocket and passenger side storage provide you with ample space to store your personal effects. Bottle holders in the doors will ensure that you keep hydrated during your travels.

Quiet Cabin

Strategically placed insulation throughout the solidly built cabin allows you to enjoy conversation and music on your drives. Your time spent behind the wheel can now also become quality time.

Generous Boot Space

Coming in at 265 litres, the Datsun Go is able to accommodate your luggage for a weekend getaway or those of your friends flying in for a visit.

Sleek Interior Design

A clean, simple and modern look is very desirable nowadays. Datsun Go placed emphasis on thoughtful details that reflect quality during the design process.

A bird’s wing inspired the elegant, dipping line of the dashboard. A touch of silver accents throughout the cabin, the gear-lever conveniently positioned within easy reach of the steering wheel on the instrument panel and the cool and comfortable shape of the door handles all combine to make the Datsun Go something special.

It’s not just easy to drive – it’s also easy on the eyes.

Leather-Feel Grain Pattern

An added detail like this is what makes the Datsun Go feel a class above its peers. The dashboard and the interior are trimmed with a leather-feel, soft to the touch grain pattern. Datsun puts a lot of care into selecting materials that will give our cars an upmarket feel. The materials used are chosen with the customer’s experience in mind.

7” Touchscreen

The Datsun Go’s touchscreen features integrated Apple CarPlay, Android Auto and Bluetooth, enabling you to take control of your world.

The system gives you access to everything on your smartphone in your car, including: navigation, your music, USB charging and hands-free calling.

Blue-Lit Speedometer with White Lettering

This striking combination provides you with enhanced visibility - so that you can remain in control and aware at all times.

The Datsun Go’s drive computer displays:

Distance to empty

Average fuel consumption

Fuel consumption

Datsun Go Specs and Features That Are Sure to Impress

The new Datsun Go model variants are kitted out with a variety of useful features and phenomenal specs, making them stellar competitors in the affordable new car market.

Datsun Go specs:

Hatchback

1.2-litre petrol engine

5-speed manual transmission

50 kW

5.5 L / 100 km

4,6 m minimum turning radius

265-litre boot space

ABS braking system

Ventilated disc brakes

Electric power steering

Some of the Datsun Go’s features include:

Drive computer

Average fuel consumption display

Instantaneous fuel consumption display

Independent slide and recline front seats

Air conditioner

Follow me home headlamp

7” touchscreen

Android Auto and Apple CarPlay

USB and AUX

Bluetooth

Rear park distance sensors

Dual airbags – driver and passenger

 Datsun Go Accessories to Set Your Car Apart

Want to add a personal touch to make your Datsun Go stand out? Datsun offers you various customisation options, including:

Datsun Go roof spoiler: Adding a spoiler to your Go will enhance its already sporty design.

Datsun Go scuff plate: This stainless steel plate will help to prevent scratches to the door sill area. It will also give you a warm welcome when entering the car.

Datsun Go seat cover art: These eye-catching and durable seat covers will provide your Go with a sleek finish, setting you aside from the rest.

Datsun Go Fuel Consumption Helps You Save More

The Datsun Go manages an impressive 5.5 L / 100 km. That’s especially competitive within its class, as the Go is bigger on the inside and outside than many of its peers. An impressive and extremely economic package.

Datsun Go Servicing

Looking after your car is important if you want to keep things running smoothly. The benefits of having your vehicle serviced at regular intervals includes:

Increasing your car’s lifespan

Having the utmost peace of mind when getting behind the wheel

Cars with a full servicing history are worth more when you want to sell later on

Your car is safe to drive

Long term costs are reduced

Your car’s warranty remains valid

We go above and beyond to make sure our clients are completely satisfied with the work we have done. You can expect a full and thorough service from us that includes routine maintenance, checking and changing all the important fluids, essential car care and all the necessary checks to ensure that you are safe and ready to hit the road again.

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Article from https://www.datsunec.co.za/

[usamotorscycle-blog]

2017 Hyosung GD250R Review

What’s up with Hyosung? The Korean bike builder just seems to do things its own way. If there’s a marketing department, it’s a secretive one that’s careful not to divulge sensitive information. When there’s a new model, it sort of just arrives… the new GD250R did make an appearance at last November’s EICMA show, but we must’ve overlooked it? Is this thing from North or South Korea? Is it a threat to national security? And what is GD acronyming anyway? Grand Douring? 2013 Hyosung GT250R Review It’s actually a pretty striking-looking little bike; I’m picking up a whiff of early Katana up front with a delicate aftertaste of Panigale in the tailsection, maybe a bit of Aprilia Futura in the midrange. Wheels are light and airy, the cantilevered rear shock says Kawasaki; there’s Erik Buell in the under-engine boombox. It’s a big fashion-forward move from the previous GT250R, and some of the hardware looks determined to back up the sportbike claim.

We did get a brochure, and it uses all the right buzzwords: mass centralization, stressed member, steel trellis frame… judging from the specs, the GD’s liquid-cooled 249cc Single is an all-new unit, since the pre-existing GT250R is powered by a V-Twin. The new Single is oversquare and revvable to 10,700 rpm, with a 12:1 compression ratio. The new thumper made 23.44 hp at 8900 rpm on the dyno, to the old Twin’s 25.2 at 9700 last time we sampled one. The Single produces 15.6 lb-ft of torque at 7100 to the old Twin’s 15.4 at 6500. We’re still fuel-injected, but now feeding power through a six-speed trans instead of a five-speed. The slight loss of power is accompanied by a serious loss of weight at least: The new bike registered 356 pounds, wet, on our scales (very close to Hyosung’s 352-lbs. claim); the old GT was way heavier, at 416 claimed lbs., and bigger too. The new GD is far more compact.

The little Single already has a pretty throaty exhaust thump, but we’re tempted to drill another couple 16mm sphincters in its stainless rectum. Those spacers between the footpeg carriers and footpegs can be removed to place the pegs further forward. Unlike some others in its entry-level class, which are more “standard” motorcycles, the GD wants to be a small sportbike: Its clip-on handlebars clip on below the top clamp, its footpegs are high and tight, and its seat is not a sofa. If you’re building up to a Ducati or an R1, it’s good training. If you just want to ride a motorcycle around, those racy ergoes grow old much quicker than a bike like a Honda CBR300R.

Aluminum swingarm, racy chain adjuster hardware and steel brake lines are all upscale for the baby Hyosung. Suspension is surprisingly good, via 37mm inverted fork and cantilevered shock at the rear. Firm but not too firm, and more compliant than many bargain-bike suspenders until the road becomes really decrepit; at that point, at least the bike’s light weight helps. On smooth pavement, the GD’s chassis is really good: That front brake (with four-piston caliper and steel braided line) feels a bit wooden around town, but seems to gain feel and power as you squeeze harder; it doesn’t overwhelm the fork when you Marquez it (nor will ABS bail you out when you give it a panic grab, since there isn’t any).

A four-piston caliper and 300mm wheel-mounted disc stop the 356-lb GD pretty well. Steeper rake and trail figures and a shorter wheelbase than the old GT, along with its big weight loss, allow fearless pilots to carry most of whatever speed the bike can generate into the next corner, and the low-profile MRF REVZ radials feel up to the task. Unfortunately, I am not that fearless pilot: I brake for corners I can’t see around and gas it on the way out. With the GD, there’s not much payoff in “gassing it.” The Single needs 7000 rpm to break the 20 horsepower barrier, and the torque curve on the way there’s a bit jagged. Above 7000 rpm and up until past 10,500, the bike feels happier, revvier and smoother – but there’s a lot of drama keeping things spinning that high, a problem that might be solvable by the simple expedient of a faster-opening throttle. On this bike, you’re at WOT about 80% of the time, so why make your wrist swivel that far to get there?

The gearbox doesn’t help: Its throws are a bit long and clunky, and it seems like it needs at least a little clutch for every shift, up or down. Which makes you wonder, what kind of oil is in there? Would a few quarts of the expensive stuff help? But then you remember the clutch is so juddery it’s hard to make a smooth launch.

We got about 62 mpg on the GD, whose claimed 2.9-gallon tank should be good for almost 180 miles. But the low fuel light’s usually on no later than 100 miles. At 8000 rpm, you’re enjoying a reasonably smooth 87 mph cruise. I saw the Ton indicated one night on a deserted freeway. You really keep wanting to like the purposeful and handsome little Hyosung, but it keeps providing reasons for you not to – subtle ones you might not care about if you hadn’t ever ridden a Honda CBR300 or a KTM 390. And really, that’s the problem: Hyosung seems to be perpetually fighting the last war. Its new GD is way better than the old GT, but the enemy has moved on. The taillight is a snazzy LED unit, but the front brake switch that activates it wasn’t plugged in on our test unit. That’s dangerous on a brand-new motorcycle. The GD’s retail price is 10 to 20% less than its competitors, and it’s kind of funny that’s just about how not-as-good it is. Heck, for $200 less, if we’re not worried about playing the offbeat-manufacturer card, I like the faster, nicer Benelli TnT 300 Twin we rode a few months ago. This Hyosung is close, but still no cigar. 2017 Hyosung GD250R + Highs It actually looks pretty swell Engine vibes seem to go down at higher speeds Surprisingly pretty good suspension – Sighs Little things hold it back, like the long-turn throttle Noise, vibration, harshness at certain rpm You’d think they’d wanna pull out the stops and build one really good motorcycle someday 2017 Hyosung GD250R Specifications Engine Type Liquid-cooled DOHC 4-valve Single Displacement 249cc Bore x Stroke 73 x 59.6 Compression Ratio 12 : 1 Max Power, claimed 28.4 HP Fuel System Fuel injection Lubrication Wet sump Clutch Wet, Multiplate Transmission Constant mesh, Close ratio 6-speed Final Drive Chain Frame Type Steel tubular trellis perimeter main frame & Steel tubular assembly sub frame Wheelbase 52.99 in Ground Clearance 5.31 in Seat Height 31.1 in Rake/ Trail 23.5 º / 93.6mm Front brake 300mm petal-shaped spoke mounted single disc, 4-piston caliper, stainless steel hose Rear brake 230mm petal-shaped disc, 2-piston caliper, stainless steel hose Front Suspension 37mm Upside down Telescopic Rear Suspension Aluminum swingarm with gas charged hydraulic shock absorber; adjustable spring preload Tires 110/70-R17 54S / 150/60-R17 66S Fuel Tank Capacity 2.9 gal Measured Wet weight, MO scales 356 lbs Warranty 2-Year Limited – 1st year parts & labor; 2nd year parts only.

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[totallymotorbikes]

2017 Hyosung GD250R Review 2017 Hyosung GD250R Editor Score: 73.0% Engine 15.0/20 Suspension/Handling 12.5/15 Transmission/Clutch 7.0/10 Brakes 8.0/10 Instruments/Controls 3.5/5 Ergonomics/Comfort 6.0/10 Appearance/Quality 7.0/10 Desirability 7.0/10 Value 7.0/10 Overall Score 73/100 What’s up with Hyosung? The Korean bike builder just seems to do things its own way. If there’s a marketing department, it’s a secretive one that’s careful not to divulge sensitive information. When there’s a new model, it sort of just arrives… the new GD250R did make an appearance at last November’s EICMA show, but we must’ve overlooked it? Is this thing from North or South Korea? Is it a threat to national security? And what is GD acronyming anyway? Grand Douring? 2013 Hyosung GT250R Review It’s actually a pretty striking-looking little bike; I’m picking up a whiff of early Katana up front with a delicate aftertaste of Panigale in the tailsection, maybe a bit of Aprilia Futura in the midrange. Wheels are light and airy, the cantilevered rear shock says Kawasaki; there’s Erik Buell in the under-engine boombox. It’s a big fashion-forward move from the previous GT250R, and some of the hardware looks determined to back up the sportbike claim. We did get a brochure, and it uses all the right buzzwords: mass centralization, stressed member, steel trellis frame… judging from the specs, the GD’s liquid-cooled 249cc Single is an all-new unit, since the pre-existing GT250R is powered by a V-Twin. The new Single is oversquare and revvable to 10,700 rpm, with a 12:1 compression ratio. The new thumper made 23.44 hp at 8900 rpm on the dyno, to the old Twin’s 25.2 at 9700 last time we sampled one. The Single produces 15.6 lb-ft of torque at 7100 to the old Twin’s 15.4 at 6500. We’re still fuel-injected, but now feeding power through a six-speed trans instead of a five-speed. The slight loss of power is accompanied by a serious loss of weight at least: The new bike registered 356 pounds, wet, on our scales (very close to Hyosung’s 352-lbs. claim); the old GT was way heavier, at 416 claimed lbs., and bigger too. The new GD is far more compact. The little Single already has a pretty throaty exhaust thump, but we’re tempted to drill another couple 16mm sphincters in its stainless rectum. Those spacers between the footpeg carriers and footpegs can be removed to place the pegs further forward. Unlike some others in its entry-level class, which are more “standard” motorcycles, the GD wants to be a small sportbike: Its clip-on handlebars clip on below the top clamp, its footpegs are high and tight, and its seat is not a sofa. If you’re building up to a Ducati or an R1, it’s good training. If you just want to ride a motorcycle around, those racy ergoes grow old much quicker than a bike like a Honda CBR300R. Aluminum swingarm, racy chain adjuster hardware and steel brake lines are all upscale for the baby Hyosung. Suspension is surprisingly good, via 37mm inverted fork and cantilevered shock at the rear. Firm but not too firm, and more compliant than many bargain-bike suspenders until the road becomes really decrepit; at that point, at least the bike’s light weight helps. On smooth pavement, the GD’s chassis is really good: That front brake (with four-piston caliper and steel braided line) feels a bit wooden around town, but seems to gain feel and power as you squeeze harder; it doesn’t overwhelm the fork when you Marquez it (nor will ABS bail you out when you give it a panic grab, since there isn’t any). A four-piston caliper and 300mm wheel-mounted disc stop the 356-lb GD pretty well. Steeper rake and trail figures and a shorter wheelbase than the old GT, along with its big weight loss, allow fearless pilots to carry most of whatever speed the bike can generate into the next corner, and the low-profile MRF REVZ radials feel up to the task. Unfortunately, I am not that fearless pilot: I brake for corners I can’t see around and gas it on the way out. With the GD, there’s not much payoff in “gassing it.” The Single needs 7000 rpm to break the 20 horsepower barrier, and the torque curve on the way there’s a bit jagged. Above 7000 rpm and up until past 10,500, the bike feels happier, revvier and smoother – but there’s a lot of drama keeping things spinning that high, a problem that might be solvable by the simple expedient of a faster-opening throttle. On this bike, you’re at WOT about 80% of the time, so why make your wrist swivel that far to get there? The gearbox doesn’t help: Its throws are a bit long and clunky, and it seems like it needs at least a little clutch for every shift, up or down. Which makes you wonder, what kind of oil is in there? Would a few quarts of the expensive stuff help? But then you remember the clutch is so juddery it’s hard to make a smooth launch. We got about 62 mpg on the GD, whose claimed 2.9-gallon tank should be good for almost 180 miles. But the low fuel light’s usually on no later than 100 miles. At 8000 rpm, you’re enjoying a reasonably smooth 87 mph cruise. I saw the Ton indicated one night on a deserted freeway. You really keep wanting to like the purposeful and handsome little Hyosung, but it keeps providing reasons for you not to – subtle ones you might not care about if you hadn’t ever ridden a Honda CBR300 or a KTM 390. And really, that’s the problem: Hyosung seems to be perpetually fighting the last war. Its new GD is way better than the old GT, but the enemy has moved on. The taillight is a snazzy LED unit, but the front brake switch that activates it wasn’t plugged in on our test unit. That’s dangerous on a brand-new motorcycle. The GD’s retail price is 10 to 20% less than its competitors, and it’s kind of funny that’s just about how not-as-good it is. Heck, for $200 less, if we’re not worried about playing the offbeat-manufacturer card, I like the faster, nicer Benelli TnT 300 Twin we rode a few months ago. This Hyosung is close, but still no cigar. 2017 Hyosung GD250R + Highs It actually looks pretty swell Engine vibes seem to go down at higher speeds Surprisingly pretty good suspension – Sighs Little things hold it back, like the long-turn throttle Noise, vibration, harshness at certain rpm You’d think they’d wanna pull out the stops and build one really good motorcycle someday 2017 Hyosung GD250R Specifications Engine Type Liquid-cooled DOHC 4-valve Single Displacement 249cc Bore x Stroke 73 x 59.6 Compression Ratio 12 : 1 Max Power, claimed 28.4 HP Fuel System Fuel injection Lubrication Wet sump Clutch Wet, Multiplate Transmission Constant mesh, Close ratio 6-speed Final Drive Chain Frame Type Steel tubular trellis perimeter main frame & Steel tubular assembly sub frame Wheelbase 52.99 in Ground Clearance 5.31 in Seat Height 31.1 in Rake/ Trail 23.5 º / 93.6mm Front brake 300mm petal-shaped spoke mounted single disc, 4-piston caliper, stainless steel hose Rear brake 230mm petal-shaped disc, 2-piston caliper, stainless steel hose Front Suspension 37mm Upside down Telescopic Rear Suspension Aluminum swingarm with gas charged hydraulic shock absorber; adjustable spring preload Tires 110/70-R17 54S / 150/60-R17 66S Fuel Tank Capacity 2.9 gal Measured Wet weight, MO scales 356 lbs Warranty 2-Year Limited – 1st year parts & labor; 2nd year parts only. 2017 Hyosung GD250R Review appeared first on Motorcycle.com.