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Chevrolet 1ВЅ-Ton

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Chevrolet 1ВЅ-Ton - information: Chevrolet 1ВЅ-Ton is a very good car, that was released by "Chevrolet" company. We collected the best 12 photos of Chevrolet 1ВЅ-Ton on this page.

Brand Name Chevrolet
Model Chevrolet 1ВЅ-Ton
Number of views 111614 views
Model's Rate 5.6 out of 10
Number of images 12 images
Interesting News
  • Tornado Naked T.

    Although this motorcycle will certainly not make it to our Indian shores, it is none the less of interest to those who want to understand the direction being taken by the global twowheeler industry where small-capacity motorcycles are concerned. Again an all-new development from Benelli, the Tornado Naked T is powered by a 125-cc or 135-cc singlecylinder engine. Despite its diminutive size, the bike rides on 12-inch wheels, packs in a punch with its 41-mm USDs and 11.7 to 12.6 PS outputs for the 125- and 135-cc engines respectively.
  • Updates: Honda CBR 150R and 250R.

    Honda seem to be on the upswing with their updates too and this time it’s their two small-capacity sports bikes that have received cosmetic upgrades. To begin with, the Honda CBR 150R is now available with attractive and sporty graphics. HMSI have priced it at Rs 1.23 lakh (ex-Delhi). Along with the CBR 150R, Honda have also updated their premium offering in the 250-cc category, the CBR 250R. The new 250R now comes with fancy stickers and new colours such as red, black and white. This new CBR is priced at Rs 1.60 lakh (ex-Delhi) for the standard non-ABS variant and at Rs 1.89 lakh (ex-Delhi) for the combined ABS version. Apart from these changes the bikes remain the same as before.
  • BIG BIKE VS. SMALL BIKE.

    We see it quite often at the racetrack, especially in club races where classes are mixed: Rider on small bike passes rider on big bike in seemingly every corner, only to be passed back right away on the next straight. Even if the power difference is not that great between the two bikes, the contrast between corner speed and straightaway speed of the two bikes becomes magnified as each bike is ridden to maximize its advantages. The reality of the situation is that the outright maximum cornering speed between any two bikes is not that significantly different, provided both are on similar tires. If the tires are similar, both bikes should be capable of the same lateral acceleration (limited by the friction coefficient of the tires) and corner speed. Why do we see such a contrast in how the bikes are ridden? On an underpowered bike, the quickest way around the track is to maximize corner speed, in turn getting onto each straight with as much speed as possible. This is accomplished by completing the corner with as large an arc as possible, which converts lateral acceleration into maximum corner speed. For a typical single-radius corner, this means entering as wide as possible to maximize entry speed, turning in to the apex with little trail- braking, and keeping the bike at maximum lean with a constant radius until the very exit of the corner. In contrast, the quickest lap times on a more powerful bike are usually found by maximizing acceleration onto each straight and taking advantage of that power; this is achieved by sacrificing some corner speed to pick the bike up and apply the throttle earlier at the exit. For that same single-radius corner, this means a tighter entry, more trail-braking to a slightly later apex, with a tighter arc and less corner speed to get the bike up off the side of the tire as quickly as possible. As we found out in our displacement test last year where we compared the Yamaha YZF-R6, Suzuki GSX-R750, and Kawasaki ZX-10R, it’s not so much that the smaller bikes have a handling advantage over the bigger bikes but rather it’s how each bike is ridden to play to its strength or weakness in the power department. Using data from our AiM Solo GPS lap timer, we could see differences in line and cornering speeds between the three bikes, just as you would expect given the horsepower of each. While a few horsepower here or there might not seem like it should impact line choice signifi- cantly, in practice even a small difference can significantly change how a particular corner or series of corners is negotiated. And the contrast between a lightweight bike and a literbike can be astonishing: We’ve encountered certain corners where the entry line is several feet different on an SV650 than it is on a 1000, for an example. Finding the optimum line to match the power of your bike does require some experimentation. The wide radius and high corner speed that less powerful bikes require typically brings with it a higher risk of a high-side crash in the middle of the corner just as the throttle is opened, and the safer option is to start with the tighter entry and lower corner speed of the big-bike line and work from there, adding more corner speed and a wider entry with practice. If you are looking at sector times on data, don’t forget to factor in any time gained or lost on the succeeding straight, which may or may not offset time saved in the corner itself. Given the contrast in lines between different bikes, the key point to remember is that the optimum line for your bike may be very different from the bike in front of you, and it’s quite often a mistake to blindly follow another rider at the track. Even if you are riding the same model of bike, the power difference may be enough that you can take advantage of a different line to be quicker, and that line may work to a further advantage when it comes time to make a pass. When you ride at the track, what bike you are on will at least in part determine what lines you should be taking, and you should try different options with that in mind. And if you change bikes and move to a more or less powerful machine- or even make modifications to the same bike for more power-know that the lines you had been using for years might need to be altered appropriately.
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Some interesting news:

  • 2014 McLaren 12C Coupe
    With the help of Ricardo, a famous engineering house, a twin turbocharged has been developed which is 3.8 litres V-8. You just have to press a button and it ignites without making any noise. The turbochargers create a unique whooshing sound which is very 1980s. You can also experience slight turbo lag in the latest 12C. The sound generated by the turbo engines is very subdued, unlike any of its counterparts. Racers and drivers using this model should keep this in mind and drive accordingly. ...see full review

  • 2014 Mini Cooper / Cooper S Hardtop
    Suspension work is evident in the Cooper S and Cooper as both the cars bounced over mottled pavement in Puerto Rico during our test runs. Whenever the wheel fell into deep hole, a sharp bang was heard, especially in S, which has 16-inch wheels and 55-series tires, but it would be easier to make a call using cellphone in Mini as it's quieter. There is an optional shock absorber used for sports mode (it's advertised on the centre of the screen as giving the car "maximum go-kart feel") in S costing $500 that had stiffness in suspension closer to John Cooper Works setting. There is a JCW version of this car coming soon. It relaxes when it's in Mid mode, while in eco-minded Green mode it becomes soft and sometimes relaxing, but the ride in S never settles down. ...see full review

  • 2014 Cadillac ELR
    The rear window, which is less radically raked, gives ELR an elegant roofline. Its leading headlight's edges are crafted more precisely. Rear deck is then dramatically faceted more than that of Converj's. The LED tail lights of the ELR that is shaped like a hockey stick suggest the most beautiful part about Cadillac or the part that boosts the overall Cadillac styling is the fin. Overall, is amazingly and mesmerizingly beautiful. ...see full review

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