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BSA A7 Royal Star

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BSA A7 Royal Star - information: BSA A7 Royal Star is a very good car, that was released by "BSA" company. We collected the best 10 photos of BSA A7 Royal Star on this page.

Brand Name BSA
Model BSA A7 Royal Star
Number of views 71171 views
Model's Rate 9.3 out of 10
Number of images 10 images
Interesting News
  • REAL-LIFE MONSTER.

    The difference in the Ducati engineer’s tone is almost so dramatic that I can’t believe he’s talking about what outwardly appears to be a very similar bike. Last year, I was on hand for the introduction of the Ducati Monster 1200 S, and Ducati’s technical team was using words like “usability,” while going on to say things like, “We want the Monster 1200 to offer greater comfort and accessibility to both rider and passenger.” Today, at the Ascari Race Resort in Malaga, Spain, the same team has done a near complete 180 and is talking about things like added ground clearance for better lean angle and quicker lap times. Such is the goal with Ducati’s new Monster 1200 R… The R utilizes a Testastretta 11° engine similar to that in the 1200 S, only this one uses a thinner head gasket to bump compression ratio up to 13:1 and is paired to larger elliptical throttle bodies with an equivalent diameter of 56mm (versus 53mm on the 1200), plus larger, 58mm-diameter exhaust pipes. Together, these changes bump power output to a claimed 160 hp at 9,250 rpm and torque from 91.8 foot-pounds at 7,250 rpm to 97 foot-pounds at 7,750 rpm. To help the R meet strict Euro 4 emissions standards, Ducati is also using a new material on the piston to reduce leak and has added material to the clutch cover to reduce mechanical noise from the oil pump. Despite the weighty updates, Ducati has actually managed to reduce the claimed curb weight of the R by almost 5 pounds, to 456 pounds, a drop aided by new forged aluminum wheels. For better handling, the 1200 R’s fully adjustable ?hlins suspension has been lengthened (this increases cornering clearance and raises the bike’s center of gravity for lighter handling) as well as re-damped. The effect on geometry is minimal, with the R having just a 2mm-shorter wheelbase (1,509mm versus 1,511mm on the S) and 4.2mm less trail (89mm versus 93.2 on the S). Electronics are the same as they are on the Monster 1200, which is to say the bike has the same three riding modes (Sport, Touring, and Urban) that can be customized via three varying power modes, three-level ABS, and eight-level DTC. All of these settings continue to be adjusted via a switch on the left side of the handlebar and through the Monster’s dash, which now has a gear position indicator. In all situations except for when the sun is directly behind you, all of the bike’s electronic settings are clearly visible. But damn that sun… Additional updates for the R include an ?hlins steering damper, larger 200/55-17 Pirelli Supercorsa SP rear tire (instead of Pirelli Diablo Rosso II rubber), and separate rider/passenger footpeg brackets, the former holding pegs that are machined for better grip and live on an extremely short list of Ducati footpegs that we like (and actually work to keep your feet on the pegs during aggressive riding). Throw a leg over the bike and you’ll notice right away the effects of the new seat and taller suspension, which together bring the seat height from 31.9 inches max on the Monster 1200 S to a nonadjustable 32.7 inches on the 1200 R. While that number doesn’t seem skyscraper high, it’s defi- nitely worth keeping in mind if your parents didn’t grace you with long legs; at 6-foot-3 I could fl at-foot no problem, but my legs were definitely straighter than they would be on similar bikes. The R’s handling makes the bike feel surprisingly at home at the track (and will likely do the same on a twisting canyon road). Even with the larger 200-section rear tire out back, the bike steers into a corner lighter than the standard 1200 and through a transition quicker thanks to the higher center of gravity (and forged wheels, we’re sure). On top of that, when it’s on its side, the re-damped R feels more planted and composed than ever before. I am generally not a huge fan of naked bikes on the track, as the wider handlebar paired to streetsoft suspension typically causes those bikes to move around quite a bit through all parts of the corner, yet with the R there’s relatively none of that unwanted movement, even as the pace picks up. At the other end of a straight, the 1200 R continues to stand out with great braking power from the M50 monoblock calipers and a good feel through the chassis as you bank into the corner; again, not something you get from most street-biased naked bikes. Compare dyno charts between the Monster 1200 R and the 1200 S and you’ll notice that the bikes make about the same power most everywhere below 7,000 rpm. So, similar to the S, the R makes good power off the bottom and can be run in a gear higher than you’d expect in tighter sections of road, the obvious benefit being less shifting over the course of a ride or session at the track. Past 7,000 rpm, the R’s engine starts to pull a bit harder and doesn’t feel like it goes fl at as you close in on the rev limiter. For some, that added liveliness will be the punch to the adrenal glands that the S simply couldn’t give. But there’s more to the engine than a little extra performance up top, as when Ducati engineers mounted the larger throttle bodies they also went through and fine-tuned the parameters for the new Synerject-Continental fuel-injection system. The result is near seamless fueling almost right off the bottom. Whether you’re riding stoplight to stoplight or going to crack the throttle open in the middle of a corner, this has obvious advantages in that it makes the bike less work to ride or stay on top of. And overall, that’s what the Monster 1200 R feels like to me: an easier bike to ride. Sure, it’s a bit faster, but more importantly it’s lighter on its toes and more composed when ridden aggressively. Add in electronic rider aids like traction control and ABS that can be easily tailored to provide as much support as you need (and without being overly intrusive) and you have a bike that’s surprisingly well suited for track riding. Now, there’s something I probably wouldn’t have said about the standard Monster 1200.
  • MAKE MINE A “SUPERMID”.

    Just as it did in 2015 with the 1299 Panigale, Ducati has upped the ante in 2016 with the smaller Panigale, giving the previous 899 the same stroke measurement as the 1299 to create the new 959 Panigale. Ducati wanted to ensure that the “supermid” Panigale kept pace with its bigger brother, so it invited the world’s motorcycling media to the Circuit de la Comunitat Valenciana Ricardo Tormo in Valencia, Spain, to let us find out. Looking at the updates, they are minimal but important, with the engine’s slight increase in stroke from 57.2mm to 60.8mm (resulting in a total displacement of 955cc) necessitating a new crankshaft and connecting rods. The piston crowns are slightly different, while strict Euro 4 noise emissions standards required the fitment of a different exhaust system with dual muffl ers on the right side (thankfully absent from US models), along with ribbing on the cylinder heads and valve covers, and a different cam chain. Exhaust diameter was increased from 55mm to 60mm, while on the intake side, the 62mm oval throttle bodies now feature dual injectors. The clutch now has the slipper/assist function from the 1299 that provides lighter lever action and smoother downshifting when riding aggressively. Meanwhile, thanks to the bike employing the same cast-aluminum monocoque two-piece frame that uses the engine as a structural member, changes on the chassis side are limited to dropping the swingarm pivot 4mm for better rear-tire grip. I had spent a couple of days on an 899 Panigale last year at Circuit of The Americas in Texas, so I had a good idea of what to compare the 959 to. It didn’t take me long to realize that the 959 has power all over the 899 regardless-and not only more of it through the rpm range but smoother power, too, with fewer dips and bumps in the powerband. Ducati claims 157 hp, an increase of 9 hp from the 899’s 148 hp at 10,500 rpm, and a torque peak of 79 foot-pounds (a massive 6 foot-pound increase over the 899) at 9,000 rpm. The same Ducati electronics suite of RbW (Ride-by-Wire), DTC (Ducati Traction Control), EBC (Engine Brake Control), DQS (Ducati Quickshift), and Bosch ABS does an excellent job of keeping everything under control. With the DTC set to Level 2 in the Race riding mode, the new 959 Panigale comes off the corners well and continues pulling hard as the rpm rises. I did find, however, that you need to exercise some care in Race mode when opening the throttle midcorner, as the 959’s increased and more responsive torque can come on a little abruptly. If anything, it’s more of an annoyance, really, and it’s very manageable; you just have to be aware of it. The Sport mode throttle response is softer (with the rain-intended Wet mode softer still) and perhaps a little too soft for the track, which is why I left it in Race mode for the majority of my laps. Setting the EBC at Level 1 (the least enginebraking) with the slipper clutch was a big help under braking, allowing the rear end to step out just enough while hammering downshifts to aid but not interfere with corner entry. And speaking of braking, the feel and control provided by the Brembo M4.32 monoblock calipers and 320mm discs were outstanding, allowing trail braking deep into the corner without issues. The fully adjustable Showa 43mm Big Piston Fork offered a very solid feel in all conditions, and while the fully adjustable Sachs rear shock performed admirably, I was wishing for a slightly stiffer spring in the back to counter some squatting under acceleration. Midcorner stability was rock-solid, and although initial turn-in at speed took some effort (a likely by-product of the rear-end squat), overall steering habits were light and agile- the 959’s 430-pound wet weight surely helping matters here. The taller and wider windscreen definitely helps keep the windblast off you down long front straights better than its comparatively skimpy predecessor. And you can move around easily on the bike, aided by the same knurled footpegs found on the 1299 that grip your boots far better than the previously useless pegs found on generations of Ducatis that were only good to rest your feet on when cruising in a straight line. All told, boosting the displacement and adding subtle tweaks to its “Supermid” superquadro engine has yielded great results with the new 959 Panigale. This is the type of bike you can really feel like you’re squeezing all the potential out of, instead of the 1299 Panigale where at times you feel like you’re only along for the ride. Yeah, calling a bike with a 955cc engine a midsize machine is a bit of a stretch, but after a ride on the 959 Panigale, you probably won’t care one bit.
  • DS 4.

    Little more than a year after Citroen announced that it would be spinning off its DS cars into a separate luxury subbrand, the French firm has facelifted half of its line-up, with both the DS 4 and flagship DS 5 sporting the company’s new corporate nose treatment. The rest of the range, namely the DS 3 supermini and Cabrio, will get an update within weeks, adopting a similarly bold front end that will also see the end of the double chevrons adorning the car, as has been done with the DS 4 and DS 5. While the UK is the biggest single market for the DS 3, there’s still some work to be done on the rest of the range, but the newly formed firm is hoping that revisions to the DS 4, including a realignment of its market positioning will transform sales. DS Automobiles is looking to attract two different sets of buyers for the newly revised DS 4, with the regular DS 4 riding lower compared to before, while the new Crossback model is aimed at the crossover market thanks to its raised ride height of 30 millimetres, and more rugged, off-road inspired styling cues. At the car’s international launch a couple of months ago, we focused upon the DS 4 Crossback edition, but now with the first examples arriving in UK showrooms, we were able to spend time behind the wheel of the DS 4 Prestige, paired to the flagship 178bhp BlueHDi engine. One of the biggest criticisms of the outgoing DS 4 was its unyielding ride and we’re pleased to say that ride comfort has been transformed on the new car. Deep ruts and potholes are tackled with ease, and there’s no need to brace yourself like you needed to do with the old car. Steering feel is particularly agile with lots of feel, with the DS 4 asserting itself as being different from the humdrum hatchback segment. Through the bends there’s minimal body lean and a decent amount of grip, inspiring confidence in more challenging corners. While it doesn’t offer the same kind of driver satisfaction as Ford’s Focus, there’s reasonable agility and the experience is reassuringly safe and predictable. The engine is quiet and refined, only becoming heard when you really gun the right hand pedal, and while there’s a fair amount of road noise on noisier surfaces, wind noise isn’t intrusive. Away from the lights there’s decent pace, with smooth gearshifts from the six-speed automatic transmission. The brakes deliver good bite, though beware if you have anything larger than average sized feet, as the space in the foot well is at a premium. There’s very little room between the centre console and the clutch pedal on manual gearbox variants, and it’s all too easy to get your size tens stuck uncomfortably, and then there’s a mad scramble to get the clutch down in time for you to stop. It’s a good reason why you’re better off opting for the automatic variants in preference to the manual versions. Apart from revisions to the dashboard to incorporate a seven-inch touchscreen navigation system, and the first time that Apple CarPlay has been seen in a PSA Peugeot-Citroen-DS product, it’s business as usual. So that means a nicely appointed cabin with surfaces that are a cut above the norm in the medium car segment. The trademark DS watchstrap-inspired leather upholstery is on offer and looks sensational. There’s squidgy materials used for the dashboard, but disappointingly the door tops are hard plastic unless you opt for the uprated leather trim. The instruments where you can change the backlighting are a nice touch, and all of the controls are neatly positioned up high for ease of use. You’ll need to be a contortionist to use the USB socket, or have small hands, though, because it’s awkwardly positioned on the centre console. And that’s particularly disappointing as the use of Apple’s CarPlay depends on you being able to plug in your iPhone via the USB socket. The newly introduced touchscreen is easy to use and nicely positioned just within your field of vision. While it isn’t the most responsive system around, it’s certainly no better or worse than some rival systems. Our test car came equipped with the distinctive watchstrap upholstery and comfort and lateral support is simply excellent. It’s also easy to adjust the seats to gain a good position, though the steering wheel always feels like it is positioned too close. Space up front is pretty good, apart from the aforementioned pedal problems, while at the rear there’s surprisingly more space than you expect. Once installed in the back, knee and headroom is actually alright, though it can be a bit of challenge to get in and out. Those shapely styled rear doors come to a point, and if you’re not careful you could do someone a mischief. Space around the cabin for oddments is generally good, with a decent-sized tray in front of the gear lever and well-proportioned door pockets. While vision out of the front of the car is good, thick rear pillars and a shallow rear window make manoeuvring more of a challenge. It’s therefore pleasing that all DS 4s come with rear parking sensors for added reassurance. Boot space is well proportioned at 385 litres, though you’ll have to get over the high sill first. The optional Denon audio system restricts space a little, but the seats are easy to fold down with the pull of a lever. With the launch of the new DS 4, prices have increased a notch due to realignment of the model range. Where the previous DSign model offered an attractive entry price to DS 4 ownership, it wasn’t particularly well equipped, something you can’t level at all models of this latest DS 4 range. For instance, all versions come with DAB digital radio, a seven-inch touchscreen navigation system, dual-zone climate control, rear privacy glass, cruise control and automatic headlights and wipers.
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