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අලුත් පල්සරේ ඇන්ඩේනවා නේ !!!!
- Thread starter Shamil Max
- Start date
Bajaj Pulser වල යන්නේ ඉන්දියාවට පු* දෙන එවුන් තමයි
මචන් උඹ ඉස්කෝලෙ ගිය ස්කූල් බස් එක මේඩ් ඉන් ජැපෑන් එකක්ද මේඩ් ඉන් යූකේ එකක්ද? අපි ඉස්කෝලෙ ගිය කාලේනම් මේඩ් ඉන් ජැපෑන් බස් තිබුණා - ලංගමේ ඉසුසු බස් එක, නිසාන් සිවිලියන්, මිට්සුබිශි රෝසා ප්රයිවට් බස් තිබුණා. යුකේ වලින් ආවා ලේලන්ඩ් ටයිගර් කියලා හෙන දිග බස් එකක් (අශෝක් ලේලන්ඩ් නෙමෙයි ). ඒ අසූ ගණන්වල අපී චූ කොල්ලෝ කාලෙ.
1988-1989 කාළයේ ජෙප්පෝ මව්බිම ගලවන විප්ලවය කරන්න ගිහිල්ලා බස් ඩිපෝ පිටින් ගිණි තිබ්බ හින්දා ඉසුසු බස්, ලේලන්ඩ් ටයිගර් බස් දැන් නෑ
මේ තියෙන්නේ පල්සර් 400ss එකේ කොපි කරපු බයික් එක ...
Pulsar 400SS What's The Inspiration?
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2015 Energica Ego – Riding Impression
Touted as Italy’s first electric superbike, the Energica Ego certainly looks the part. Viewed from a distance, this trellis-frame bella of green technology exudes the sporty styling cues one might associate with an established Italian bike builder. While Energica is a new player, it’s in fact backed by the CRP Group, a Modena, Italy, operation with ties to aerospace and Formula 1.
Call me a skeptic, but I’ve yet to embrace the electric motorcycle. Thus far, the price, performance, and practicality all fall significantly short of petrol-powered alternatives. Would riding the 2015 Energica Ego superbike change my mind?
The press ride was staged at the famed Rock Store in the mountains near Malibu in California. Following a technical brief delivered by Giampiero Testoni, the company’s chief technical officer, we mounted pre-production Egos for an escorted ride through the hills. Hoisting the 569-pound Ego off its side stand is more work than it is for a Harley, largely due to the Energica’s higher center of gravity, which is directly attributable to its massive 11.7-kWh battery residing between the faux fuel tank and the fairing bottom. While the Ego has no gearbox, it does feature a slow reverse in which the motor turns the opposite direction for backing out of parking stalls. Now that’s forward thinking!
Reminiscent of an MV Agusta F4, the Energica Ego has a sport-focused riding position with a lengthy reach to the low clip-on bars. The information and layout of the multiple pages available on the full-color TFT dash haven’t been finalized, but we can expect a wealth of information that includes race- and street-centric ride modes, plus the usual assortment of battery and charging displays. A sequential array of lights across the top of the dash illuminates under heavy load, but I’m not sold on their usefulness because they tend to all come on in quick succession. The bike I rode was a pre-production unit; further refinements such as ABS (and traction control later) are expected when the Ego goes on sale summer 2015.
Once under way, the Ego feels somewhat lighter, but I was well aware of the bike’s mass when dipping into turns and particularly so while working through side-to-side transitions. Even while riding at the casual pace set by our guide, I lacked trust in the bike’s handling and grip. The softly calibrated Marzocchi fork would collapse under braking loads while the Öhlins rear felt over-sprung and under-damped. As this was a very brief ride, fettling with suspension adjustments wasn’t possible.
The real news with the Energica Ego is its permanent-magnet AC motor, which produces a claimed 144 pound-feet of peak torque. While Energica makes good on its pursuit of smooth throttle response and ultra-linear power delivery, this $35,000 “superbike” feels a bit sterile and soulless in its present state of tune. With the sportiest of the Ego’s four ride modes selected, a quick snap of the throttle, together with a well-timed tug on the clip-ons, results in little more than a fully extended fork.
Right now, I simply can’t get charged up over a superbike that feels this flat. Meantime, the range, which is so crucial for an electric motorcycle, is listed as 93 miles at a constant 50 mph, 118 miles at 37 mph, or 31 miles when the Ego is ridden hard on the racetrack.
Pulsar 400SS What's The Inspiration?
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
2015 Energica Ego – Riding Impression
Touted as Italy’s first electric superbike, the Energica Ego certainly looks the part. Viewed from a distance, this trellis-frame bella of green technology exudes the sporty styling cues one might associate with an established Italian bike builder. While Energica is a new player, it’s in fact backed by the CRP Group, a Modena, Italy, operation with ties to aerospace and Formula 1.
Call me a skeptic, but I’ve yet to embrace the electric motorcycle. Thus far, the price, performance, and practicality all fall significantly short of petrol-powered alternatives. Would riding the 2015 Energica Ego superbike change my mind?
The press ride was staged at the famed Rock Store in the mountains near Malibu in California. Following a technical brief delivered by Giampiero Testoni, the company’s chief technical officer, we mounted pre-production Egos for an escorted ride through the hills. Hoisting the 569-pound Ego off its side stand is more work than it is for a Harley, largely due to the Energica’s higher center of gravity, which is directly attributable to its massive 11.7-kWh battery residing between the faux fuel tank and the fairing bottom. While the Ego has no gearbox, it does feature a slow reverse in which the motor turns the opposite direction for backing out of parking stalls. Now that’s forward thinking!
Reminiscent of an MV Agusta F4, the Energica Ego has a sport-focused riding position with a lengthy reach to the low clip-on bars. The information and layout of the multiple pages available on the full-color TFT dash haven’t been finalized, but we can expect a wealth of information that includes race- and street-centric ride modes, plus the usual assortment of battery and charging displays. A sequential array of lights across the top of the dash illuminates under heavy load, but I’m not sold on their usefulness because they tend to all come on in quick succession. The bike I rode was a pre-production unit; further refinements such as ABS (and traction control later) are expected when the Ego goes on sale summer 2015.
Once under way, the Ego feels somewhat lighter, but I was well aware of the bike’s mass when dipping into turns and particularly so while working through side-to-side transitions. Even while riding at the casual pace set by our guide, I lacked trust in the bike’s handling and grip. The softly calibrated Marzocchi fork would collapse under braking loads while the Öhlins rear felt over-sprung and under-damped. As this was a very brief ride, fettling with suspension adjustments wasn’t possible.
The real news with the Energica Ego is its permanent-magnet AC motor, which produces a claimed 144 pound-feet of peak torque. While Energica makes good on its pursuit of smooth throttle response and ultra-linear power delivery, this $35,000 “superbike” feels a bit sterile and soulless in its present state of tune. With the sportiest of the Ego’s four ride modes selected, a quick snap of the throttle, together with a well-timed tug on the clip-ons, results in little more than a fully extended fork.
Right now, I simply can’t get charged up over a superbike that feels this flat. Meantime, the range, which is so crucial for an electric motorcycle, is listed as 93 miles at a constant 50 mph, 118 miles at 37 mph, or 31 miles when the Ego is ridden hard on the racetrack.
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