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Bobcat 325

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Bobcat 325 - information: Bobcat 325 is a very good car, that was released by "Bobcat" company. We collected the best 11 photos of Bobcat 325 on this page.

Brand Name Bobcat
Model Bobcat 325
Number of views 108733 views
Model's Rate 8.4 out of 10
Number of images 11 images
Interesting News
  • Suzuki SX4 S-Cross 1.6 DDiS Automatic.

    Suzuki’s SX4 S-Cross has been around for a couple of years and has earned a quiet following for blending a practical interior with a certain amount of driving flair, all at a reasonable price. What it’s never had, and no Suzuki for the last 22 years has had, is an automatic gearbox allied with a diesel engine, or at least a proper one rather than a continuously variable transmission. This combination accounts for 16 per cent of sales in the compact SUV market, so Suzuki is keen to tap in to that extra revenue stream by launching an automatic gearbox option for the existing diesel engine. The gearbox uses a twin-clutch setup to engage odd or even gears in advance, depending on whether the driver is accelerating or braking, ensuring a smooth and instantaneous shift of the next required gear. In use it operates exactly as you would expect an automatic gearbox to work, although it’s technically an automated manual system - hydraulics control the clutch and gearshift in the background, leaving you with nothing to do but play with the steering wheel mounted paddles, should you wish to take over control yourself. Systems of this nature are often a tad rough, but Suzuki’s version is remarkably smooth. Each gear is selected without fuss, and there’s no clunking through the system as the clutch is engaged. It’s not notably quick, despite the claims of instant shifting, but the short pause between ratios would only be a problem if this SUV was a more sporting proposition. Not that the S-Cross can’t handle bends. It can, and probably better than you have any right to expect, but it’s never particularly involving or rewarding. Allgrip four-wheel-drive is standard on this edition, with the electronic gadgetry splitting the power between each wheel, and allowing you to get further in tricky conditions than a conventional two-wheel-drive SUV will allow you. Driving to the top of Ben Nevis might be beyond it, due to ground clearance issues, but you’ll certainly make it home when the snow starts falling. The extra weight of the gearbox hits economy slightly, with a meagre 1.4mpg drop compared to the manual version, but the end result is a still an impressive 62.8mpg on the combined cycle. And that doesn’t appear to be an entirely unrealistic figure either, with 50+mpg in normal use being easily achievable while on test. There’s no extra weight on the inside, with disappointingly lightweight plastics making up the bland, but inoffensive dashboard. And with a long list of standard equipment included within the price, there’s not a shortage of space for the driver to enjoy all of the functions. The S-Cross feels light and airy inside, at least up front, but it gets a bit tighter for headroom in the rear. The boot is class competitive, swallowing exactly the same 430 litres of luggage as Nissan’s Qashqai, and is similarly comparable to SsangYong’s new Tivoli. The SX4 S-Cross comes loaded with equipment, offers excellent real-world economy and has the extra traction and reassurance afforded by four-wheeldrive. It might not be the most exciting model in the segment, or even the class leader, but it offers excellent value for money in a generally pleasing package.
  • Exemplary Explorers.

    Triumph have updated their largest adventure bike, and like the Tiger 800 there are now two types: the cast-wheel tarmac-biased Explorer XR, and the spoke-wheel trail-ready Explorer XC. The basic version of each bike is pretty much as before. So that’s a luxurious and syrupy 1215cc ride-by-wire inline three, bolted into a substantial chassis with single-sided swimgarm and shaft drive. Suspension is now supplied by WP, however, and the front brakes are one-piece radial Brembos. There are two riding modes, road and rain, each with their own throttle maps and specific settings for the standard-fit traction control and ABS. The classy dash is also new, switchgear is refined, and the screen now moves at the touch of a button. Yes, it’s electric. That’s a class first, you know. As with the smaller Tigers there are flashier variants too. The Explorer XRx and XCx feature an additional off-road mode with its own settings. Better than that, they also have leanangle sensitive traction control and cornering ABS. That’s right - you can go full gas or grab the lever mid-corner, and a little black box squares the job up. The XRx and XCx also benefit from WP’s semi-active suspension, with preset ride options, continually-tweaked damping and rear preload that sets itself automatically. Heated grips, too. There’s more. Go for the touring-biased XRT or round-the-globe XCA, and the revised Explorer also gets a sportmode, a rider configurablemode, hill start control, heated seats and a taller screen. In terms of high-tech-spec, this puts the big Brit right up there with the KTM 1290 Super Adventure and a BMW R1200GSwithall the factory-fit options.
  • MIDSIZE ROLE PLAYER.

    The naked standard motorcycle category appears to have finally taken hold in the US, due in large part to the sales success of Yamaha’s bombshell FZ-09. After Suzuki’s challenge to the Yamaha triple (“Budget Blasters,” October/November 2015), now Kawasaki is jumping into the middleweight standard fray by bringing its Z800 ABS to the US market for 2016. Well, 49 states for now; California residents unfortunately won’t get the bike yet due to the added emissions requirements. Available since 2013 in other markets, the Z800 is powered by a liquidcooled, DOHC, 806cc inline-four that is basically a bored-out, upgraded version of the old Z750 engine. A 2.6mm-larger bore with 10-percent-lighter pistons getting cooled by larger oil jets, revised intake/exhaust ports, longer intake manifolds, and a staggered intake funnel setup along with 2mm-larger throttle bodies (now 34mm) boosts peak horsepower by a claimed 6 hp to a 111 hp peak in European tune (Kawasaki USA wasn’t listing power figures). Longer exhaust header pipes with equalizer tubes between cylinders and an exhaust valve in the under-engine chamber help midrange power. The European press has had plenty of good things to say about the Z800’s engine, and after a day spent riding in the streets of Palm Springs and up in the canyons of the San Jacinto mountain range, we’d heartily agree. There’s plenty of responsive low-end and midrange acceleration, aided in part by the change to a two-teeth-larger rear sprocket. While not quite up to the sprightly FZ-09 as far as overall power in the bottom half of the rev range, the Kawasaki towers over the GSX-S750 when it comes to response from the engine room. Power continues to build as rpm rises into the five-digit zone before tapering off slightly as the Z800’s engine approaches its rev limiter around 12,000 rpm, but there’s enough top-end power to be had without revving it that far, and wheelies are but a clutch-snap away. The Z750’s steel backbone frame was revised with two bolt-on aluminum subframe sections that allow the Z800’s front engine mounts to be positioned behind the cylinders. While Kawasaki says this allows the vibration from the inline-four to be isolated more effectively, some vibes can definitely be felt through the handlebar and footpegs above 7,500 rpm. Nonetheless, the Z800 has a nice, neutral yet fairly agile feel in the corners, with only a little effort required to fl ick the bike into a corner. Line changes in midcorner are easily accomplished with zero drama, and the stock Dunlop OEM-spec D214 Sportmax tires display good grip and light steering characteristics. There’s plenty of ground clearance, and the standard KYB suspension components on the Kawasaki-a 43mm inverted fork (adjustable for spring preload on one side and rebound damping on the other) and single rear shock (also adjustable for spring preload and rebound damping)-provide good wheel and chassis control even when the pace heats up. The ride is a little firm for pothole-ridden urban tarmac and highway superslab but nothing drastic. Despite the budget-looking standard-mount two-piece Nissin calipers, the brakes work well. Response is a little fl at, but power and feel are surprisingly good, with the 310mm discs likely helping by providing good leverage for the calipers. And the standard Nissin ABS works well too, with a fairly high intervention point and transparent action overall. Probably a good thing, as those brakes need to slow down around 509 pounds with a full fuel tank; even though it carries that weight well, the Z800’s heft is our only real gripe with the Kawasaki. Ergos are average standard bike fare, with a slight sporty cant to your upper torso offsetting the windblast. At $8,399, the Kawasaki Z800 ABS is a touch more expensive than the non-ABS-equipped Yamaha FZ-09 ($8,190) or the Suzuki GSX-S750 ($7,999 for the base model). But its solid performance definitely makes it worth a look in the middleweight standard category.
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