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Daewoo BN 109

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Daewoo BN 109 - information: Daewoo BN 109 is a very good car, that was released by "Daewoo" company. We collected the best 7 photos of Daewoo BN 109 on this page.

Brand Name Daewoo
Model Daewoo BN 109
Number of views 12465 views
Model's Rate 7.6 out of 10
Number of images 7 images
Interesting News
  • NORTON FLAT TRACK.

    This modern Norton dirt track custom is the work of Jamie Ireson’s 72Motorcycles, in collaboration with Norton Motorcycles - a tribute to the 1970s RonWood racing machine that won three Ascot track championship titles and was taken to a National dirt track victory by Alex Jorgenson. Based on a newCommando 961, it was recently launched at Motorcycle Live on the official NortonMotorcycles stand as the first of a limited edition run of 12. Ireson said: “The project started whenmy partnerMerryMichau photographed the 2014 Norton brochure. She toldNorton CEO Stuart Garner that I build custombikes and it went from there. Stuart asked us to come up with some ideas and it turned out that we had the same thoughts on building a custombike based on RonWood’s dirt tracker. Ireson is a design engineer by trade and used his experience gained in the automotive industry to model the bike in CAD before committing to metal. “The one thing we needed to do was lower the bike, and working in CAD with models that Norton supplied allowedme to see what effect that had.” That was November 2014 but it took until June 2015 for the project to take off. “Norton sent me a rolling chassis and engine unit with the only stipulation being that the bike had to be ready forMotorcycle Live at the NEC,” says Jamie. The engine and transmission are standard 961, as is the main frame, but Jamie modified the rear end. He says: “The RonWood bike has a really small oil tank, because it’s designed to only do a small number of laps. I cut off the end off the original tank, made up some bends on a CNCmachine and got themwelded up to follow the lines of Ron Wood’s [oil-carrying] frame.” According to Jamie, the standard Norton chassis geometry is slap bang in the middle of what is considered an ideal flat track set-up, but this build had to retain the standard 17in wheels. The swingarm is also standard, but with added bracing. The standard Ohlins forks were too long so Jamie opted for shorter, larger-diameter 58mm Ducati Panigale forks which slot into new yokes made from Jamie’s CAD drawings by Fastec Racing in Suffolk, who also did machining work on footpeg mounts and the velocity stacks. Jamie produced a buck for the tank, from which Parker Fabrication in Bournemouth produced the alloy tank. “The inspiration of the Ron Wood bike was the gorgeous red paintwork and tank graphics. We talked with out painters, Image Design, about giving it a modern twist, but they said it was so good we should leave it. The only change is using the current Norton logo.” The engine is standard, but Jamie’s removed the original airbox, so: “we might pick up anything between five and 10bhp.” The exhaust follows the same lines as the Ron Wood bike. It’s all custom made and hand-rolled by Tom at Foundry Motorcycles. The pipes have been given a super hard-wearing ceramic-coated black by Wes at Hi-Spec Coatings in West Sussex. Lasertech Engineering did all the frame welding. The Norton 961 MM Flat Track is priced at ?30,000. “All 12 will be identical except for the number,” says Jamie. “We’ve got 44. We’re keeping this original bike. Customers can have any number, but we won’t use one number twice.”
  • 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.
  • 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.
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