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Ariel 250 Leader

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Ariel 250 Leader - information: Ariel 250 Leader is a very good car, that was released by "Ariel" company. We collected the best 10 photos of Ariel 250 Leader on this page.

Brand Name Ariel
Model Ariel 250 Leader
Number of views 118251 views
Model's Rate 7.7 out of 10
Number of images 10 images
Interesting News
  • 2017 SUZUKI GSX-R1000 CONCEPT.

    Racers and sportbike riders have been waiting impatiently for several years now for an updated Suzuki literbike, but the end is in sight: At the EICMA show last November, the company finally unveiled a new GSX-R1000. But while the new bike was labeled as a 2017 model, it was also called a “concept,” indicating there may still be work to be completed before it reaches production. Suzuki says that the goal for the new bike was to create the “most powerful, hardest-accelerating, cleanest-running GSX-R ever built,” and the “lightest, most aerodynamic, and best-handling GSX-R1000 ever.” To that end, the bike benefits from lessons learned from the GSX-RR MotoGP project. Specifically, the GSX-R uses what Suzuki refers to as a “Broad Power System,” intended to maximize top-end power without sacrificing low-end and midrange torque via four new features: variable valve timing, valves operated by finger followers, top-feed fuel injectors, and dual SET valves in the exhaust headers. Suzuki’s Variable Valve Timing System utilizes a ball-and-groove arrangement on the intake camshaft, activated by centrifugal force stacking the balls in different grooves. As rpm increases, the intake cam is retarded, optimizing cam timing over the rpm range. The new valve train also uses a finger follower setup to improve valve control and reduce moving mass in the top end, allowing increased valve lift and higher peak rpm. The top-feed fuel injectors are located in the airbox (they were previously mounted in the throttle bodies) to better atomize the fuel for more top-end power, again without sacrificing low-rpm output. And the final part of the Broad Power System is Suzuki Exhaust Tuning-Alpha, which utilizes a butterfl y valve between the number one and four exhaust headers and another between the number two and three headers. The valves remain closed at lower rpm to enhance torque and open at higher rpm for more power. Another goal for the engine was to “optimize dimensions to enhance cornering performance” as well as make the chassis as compact as possible. The frame is all new and has revised geometry, though again no numbers were given. Suspension consists of a Showa Balance Free Fork and Balance Free Rear Cushion shock very similar to those used on the 2016 Kawasaki ZX-10R; the fork has external nitrogen-charged oil reservoirs and external damping circuits, and the shock is Showa’s latest iteration of the BFRC and is significantly lighter. Other chassis updates include high-volume intake ducts, a lower top and sleeker design for the fuel tank, and more aerodynamic bodywork. Even the fairing mounting bolts have been redesigned, with a new fl at-top shape to reduce air resistance, with other mounting hardware recessed to prevent turbulence. No mention was made of the new GSX-R’s brakes aside from the use of electronic ABS, but the calipers are very similar to the previous model’s Brembo four-pot monoblock units. The rotors, however, appear to be a variant of Brembo’s T-drive discs, with half the traditional buttons replaced by T-shaped pins. According to Brembo, the assembly system transfers braking force more effectively, is lighter, and has greater resistance to thermo-mechanical stress. A single-valve ride-by-wire throttle assembly replaces the old model’s dual-valve setup, and the electronics package now features a 10-level traction control system, three power modes, a quickshifter that works on upshifts as well as downshifts, and launch control. The press material contains no mention of an IMU as part of the electronics package; in this regard the GSX-R may be a step behind the YZF-R1 and new ZX-10R, but this is one aspect that could very well change before the bike reaches production. No word was given on price or availability for the new model, but with race teams the world over clamoring for the updated platform, it’s a safe bet the new bike will be a very-early-release 2017 model.
  • 2016 DUCATIS.

    Ducati has unveiled its updated Hypermotard and Scrambler lines for 2016. The Hypermotard models receive larger engines that are more powerful and meet strict Euro 4 emissions standards, while the Scrambler line expands with the addition of a Flat Track Pro version and the 399cc Sixty2. The company also introduced an updated “Supermid” 959 Panigale, which you can read about elsewhere in this issue. The three models in the Hypermotard lineup-the base Hypermotard, the SP, and the Hyperstrada-receive a larger engine that also meets stringent Euro 4 emissions standards. Bore has been increased from 88mm to 94mm, with a corresponding increase in displacement to 937cc, this despite the models now being referred to as the Hypermotard 939 and Hyperstrada 939. Other updates include an increased compression ratio (from 12.8:1 to 13.1:1) and a redesigned 2-into-1 exhaust system. Maximum power is now 113 hp (slightly up from the previous model’s 110 hp), and torque is up by 10 percent. The Hypermotard’s chassis is unchanged from the previous model, and other features such as the Ducati Safety Pack, three-level ABS, traction control, and riding modes all carry over. In the Scrambler line, the four versions produced last year carry on and are joined by the Flat Track Pro, which is based on the Full Throttle but has side-mounted number plates, a small-nose fairing, and other Ducati accessories such as machined footpegs. As with the Full Throttle, the Flat Track Pro has a Termignoni exhaust as standard. The Sixty2 is a more affordable Scrambler, with a smaller engine derived from the 803cc mill producing 41 hp, which Ducati says will make the bike more accessible for newer riders. The Sixty2 has slightly different brakes and suspension, helping to lower cost to $7,995. The Multistrada 1200 Pikes Peak returns for 2016 after a year off, and the Multistrada line expands further with a more dirt-oriented Enduro model. The Diavel line also grows, with cruiser versions dubbed the XDiavel and XDiavel S added.
  • CUSHIONING THE RIDE.

    Citroen and Britain go back a long way. Early Citroens were first sold here just after the first World War, from 1919. They quickly endeared themselves to UK drivers, and by 1923 there were already over 23,000 of the cars on British roads. Then, for almost 40 years, from 1926 until 1965, British-made Citroens were produced in a factory in Slough. We Brits are still major consumers of Citroen products, as the third largest market in the world for the cars, behind only China, and Citroen’s native France. There is another very strong Anglo-French link. For the past 18 months, Citroen’s global boss has been a British chief executive, who also happens to be one of the most senior women in the motor industry worldwide. Linda Jackson, former managing director of Citroen UK, runs the company from its Paris base and is shaping its future with some radical plans. Briefly back in Britain on a day trip via Eurostar, she revealed her strategy for driving the company forward and restoring some of its past glory. This is, after all, the brand with some very notable models in its 96-year history, such as the pioneering Traction Avant, the unforgettable 2CV, and the remarkable Ami 6. Citroens used to be known for their quirkiness, a characteristic that had evaporated in a couple of generations of rather bland models, but has recently been revived in the much more characterful Citroen C4 Cactus, with its distinctive body-protecting airbumps. Initial plans to build 70,000 units a year has proved overly modest, and current C4 Cactus production is running at 110,000 per annum. So can we expect more of the same in future models? Yes, says Linda Jackson. Although it is hard to quantify within a largely French-speaking company, as there is no direct translation in French for the word quirky. “The success of the C4 Cactus shows you can have a vehicle that stands out and be successful with it,” comments Linda. “We have never been successful when we try to be like everyone else. It’s a gamble to be quirky, but it’s what we are doing.” Something else for which Citroen has traditionally been known is the magic carpet ride quality of its famed hydropneumatic suspension, although more recently a hydraulic system on the current C5 has sought to deliver a modern version of cushioning ride comfort. But now Citroen is on the brink of revealing a revolutionary new suspension system that Linda says will be exclusive to the French firm, and will eventually become standard right across the range. It will appear on the first new model in 2017. For the moment she is a bit cagey about the specifics, whether it will be a self-levelling design, or some kind of air suspension system, but she promises it will take Citroen back to its roots of admirable ‘floating’ ride comfort, while maintaining good body control for handling precision. “Comfort is a core value of the Citroen brand, and this is our way to recreate the benefits of the hydropneumatic set-up in a more modern, more appropriate way,” she told us. Meanwhile, she is busy with bold plans to slim the Citroen range from its current 14 different body styles to a more rational seven core designs based around three platforms. It’s intended to make the brand both leaner and fitter, and also better structured for customers to appreciate what Citroen is about. So how does a British boss go down in an iconic French company? Pretty well so far. A clear direction and plans to resurrect some of what made past Citroens special is winning her respect. They’re even quite kind about her A-level-based ability to speak French. “They say I have an accent like Jane Birkin,” says an amused Linda.
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