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De Dion-Bouton mod. 1913

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De Dion-Bouton mod. 1913 - information: De Dion-Bouton mod. 1913 is a very good car, that was released by "De Dion-Bouton" company. We collected the best 2 photos of De Dion-Bouton mod. 1913 on this page.

Brand Name De Dion-Bouton
Model De Dion-Bouton mod. 1913
Number of views 106267 views
Model's Rate 7.9 out of 10
Number of images 2 images
Interesting News
  • 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.
  • Vauxhall Viva SE 1.0i ecoFLEX.

    It’s been a few months since the baby Viva went on sale, but because there weren’t any 99g/km ecoFLEX editions available to drive at the car’s launch, we have had to wait until now to get our hands on one. Reviving a legendary name from the past, the Viva wears the Opel Karl nameplate in Europe and replaces the boxy Agila at the bottom of the Vauxhall line-up. Just one sub-100g/km edition is offered, and that’s this entry-level SE edition, however, it comes pretty well kitted out for the cash, with big car features like cruise control, Bluetooth mobile phone connectivity and a lane departure warning system. It’s a shame that you’ll need to cough up extra to get DAB digital radio and a space saver spare wheel, though. It’s a cute looking car, with an appearance that’s a whole lot more appealing than its predecessor. Inside, the dashboard is attractively styled, and though it’s awash with hard plastics, Vauxhall’s designers have managed to make the surfaces look good, as well as giving them a sturdy, built-to-last feel. All of the controls are logically arranged high up on the dashboard, and the white on black instruments are easy to read. The driving position is pretty good, despite the steering wheel only being adjustable for rake and not reach, with the seats delivering decent comfort levels. Headroom both front and rear is expansive and surprisingly considering its tiny footprint, there’s more than enough space in the back to carry a couple of passengers, with knee and legroom generous. There’s seatbelts for three back there, but because the Viva is relatively narrow, any middle seat passenger will soon become close friends with the other participants. Boot space is on the small side compared to other city car rivals, not helped by a high sill to haul luggage over, but can be opened up further by tipping the rear seats down almost flat. With most Vivas spending their time in the urban sprawl, there’s sufficient performance to keep up with other traffic. The little 74bhp 1.0-litre three-cylinder engine is quiet and only becomes more raucous when you have your right foot to the floor. The gearbox is smooth and easy to slide in and out of gear, all helped by a light clutch. Surprisingly there’s no stop-start technology fitted to this car - maybe Vauxhall engineers are keeping it up their sleeves for a later, more efficient version. At motorway speeds, the baby Viva is more than capable of cutting it in the outside lane, with decent mid- and upper-range zip, though you’ll want to invest in a set of ear defenders, as there’s more road noise than is ideal, and you’ll hear some wind fluffing from around the front end. Handling is generally neat and tidy, albeit with a modicum of lean when cornering. There’s decent grip, however, and while the steering doesn’t serve up an enormous amount of feel, it’s alright, and better around town than on the open road. Thanks to its compact size, it’s easily manoeuvrable. One of the biggest areas to impress is in ride comfort, with an absorbent suspension that soaks up even the scruffiest of surfaces with great maturity and ease.
  • J125.

    The J125 is Kawasaki’s second scooter for the European market after the introduction of the J300 in 2014. Created in partnership with Kymco, the J125 features a deeply padded seat, “twist-and-go” CVT transmission, electric starting, fuel injection and water-cooling.
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