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ElDorado National Transmark II SL

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ElDorado National Transmark II SL - information: ElDorado National Transmark II SL is a very good car, that was released by "ElDorado National" company. We collected the best 7 photos of ElDorado National Transmark II SL on this page.

Brand Name ElDorado National
Model ElDorado National Transmark II SL
Number of views 112235 views
Model's Rate 6.8 out of 10
Number of images 7 images
Interesting News
  • V7 II.

    Moto Guzzi launched the new generation of the V7 at EICMA 2015, called V7 II, six years after the re-launch of the iconic motorcycle. Although a classic in its visual appeal, the V7 II is a modern motorcycle loaded with modern technologies. The bike is powered by Moto Guzzi’s new 744-cc air-cooled engine that puts out 48 PS at 6,200 RPM and 60 Nm of maximum torque at a rather low 2,800 RPM. Transmission is via a new six-speed gearbox as opposed to the previous V7’s five-speed unit. The clutch, too, has been improved with better linkages and modifications to the lever and cable in order to achieve a softer action and an even release. The bike should be headed to India soon and, once launched here, should make for an interesting choice in that segment.
  • Mitsubishi Shogun 3.2 DI-D SG4 LWB Automatic.

    With the launch of the 2016 model year Shoguns, the model range has been slimmed down, with the manual gearbox variants axed. A new Euro-6 compliant engine arrives, but it’s disappointing to note that it is thirstier, emits more CO2 and produces less power. Fuel economy on the combined cycle is now 30.4mpg (previously 33.2mpg), CO2 emissions rise by 21 to a hefty 245g/km, while maximum power drops by 9bhp to 188bhp. Thankfully acceleration to 62mph is preserved, even if the top speed is reduced by one mph. The loss in performance is blamed on the changes necessary to get the Shogun to pass the more stringent Euro-6 emissions regulations. What hasn’t changed is its no-nonsense go-anywhere ability and class-leading 3,500kg towing weight. The cabin of the Shogun feels solid, and even employs a smattering of soft-touch plastics, but doesn’t feel plush, mainly down to outdated switchgear and buttons. The two-tone grey and beige trim looks good, but the wood trim gives a dated ambience. The driving position is upright, with seats that are comfortable, even if they lack sufficient rearward travel for taller and bulkier drivers, while the steering wheel only adjusts for rake and not reach. Thanks to enormous mirrors and deep windows, all round vision from the driver’s seat is excellent, handy when manoeuvring in tight spots or negotiating tough terrain when off-road. Headroom is generous front and back, even with the sunroof fitted, and legroom in the middle row is sufficient for even the tallest of passengers. Those wanting to use the rearmost chairs will need to be nimble, as in common with most seven-seat SUVs, you’ll need to do a fair bit of climbing. For carrying capacity, the Shogun is best in five-seat mode, where there’s a large, wide and deep area, with a relatively low loading sill. The side opening rear door is a pain in confined spaces, however. Oddment space is generally good, with a deep storage area under the armrest and a generously sized glovebox. Start the Shogun from cold and first impressions aren’t good. It takes an age for the engine to fire into life, and when it does there’s plenty of clatter. Moving away from rest there’s decent pace, albeit in a noisy fashion, and the sound never really disappears, even at motorway speeds. Most newer rivals employ smoother six-cylinder units to combat noise and deliver a smoother demeanour. But even if the engine was quieter, you’re still left with plenty of road and wind noise. Heavy, slow to react steering is a chore in car parks, but is alright at higher speeds. The tall sides of the Shogun inevitably mean some body lean when cornering, however, with excellent grip there’s rarely any drama. The suspension has clearly been setup for comfort rather than outright agility, soaking up all but the deepest of potholes and ruts nicely. So the Shogun is lagging behind the class best for on-road ability, but thanks to its selectable four-wheel-drive system, there isn’t another vehicle at this price point, with the same long list of equipment, that can touch it off-road in the rough stuff, and also in its.
  • DUCATI MULTISTRADAS.

    When I had a chance to try out the Ducati Multistrada Pikes Peak last year I was incredibly impressed, the concept of four bikes in one is bandied about quite commonly when referring to the Multistrada and is a good reflection of the bike’s abilties. The current Multistrada is a large bike with a wet weight of 235kg - relatively light all things considered. I found the seat height tall, although it is adjustable between 825 and 845mm and couldn’t get both feet flat to the ground, but balance and low speed maneuvering were both very good. Heated grips of a chilly morning are priceless and the centre-stand is a nice touch, although probably not for everyone. They are part of the Touring pack which includes heated grips, panniers and center-stand. The Multistrada S benefits from the Ducati Skyhook Suspension and also includes a few nifty additional features like full LED headlamps, including the Ducati Cornering Lights (DCL). The braking systems on the S is also an upgraded Superbike spec system, with M50 Brembo front calipers on 330mm rotors, with a dual piston Brembo rear caliper on 265mm rotor. Also standard is the Ducati Multimedia System, which uses Bluetooth to accept incoming calls, alert you to messages and control your music, when synced with your other devices, displayed via the S’s full colour TFT display. On the bike, performance from the DVT Testastretta starts low and tractor-like, with strong but controllable low end-torque, and between 4000 and 5000rpm transforms into sportsbike like drive - in fact if you want to move off in a hurry try opening that throttle wide open, it’s exhilarating. Just keep the revs up past 4000rpm where it transitions into much smoother running, with slight vibes felt through the ‘bars, but not in an annoying fashion - you’ll have all the torque you could wish for, for rapid overtaking or acceleration. You can also modify each of the riding modes for a variety of settings, where I was using the baseline settings, which means you can have each mode set up for specific conditions, whether that’s suspension, power delivery, ABS, DTC or DWC. The Skyhook Suspension was a standout and in Sport mode with one helmet (the one rider, no luggage setting) I could feel the forks providing more support during heavy braking, only to soften as I came to a stop. Through the local twisties the Skyhook suspension proved itself, with an ability to easily absorb road irregularities. Coming into corners needs more effort than your regular sportsbike, with the Multistrada obviously carrying its weight taller and taking more input to follow your chosen path. It wasn’t the sharpest on tip in, with the standard settings - but that’s something you can tweak thanks to the level of adjustability on offer. The taller bike also means you’re leaning over further, which was easy and confidence inspiring but lends itself to coming into your corners nice and wide.You can feel that you’re relying on a system of suspension that essentially has a mind of its own but as you get used to that fact and show more confidence in the bike it only gets better and better. Part of what sets the newest Skyhook Suspension (DSS) system apart is the Evo suffix, with the previous sensors now joined by the Inertial Measurement Unit (IMU) which is used to provide cornering ABS to the Brembo braking system with Bosch 9ME ABS unit. This means the DSS Evo system is able to take into account your lean angle when calculating the ideal suspension response. It’s high tech and the results on the road speak for themselves. I was hoping to take my wife for a ride as a pillion to get an opinion on riding two-up, but with all my testing mid-week unfortunately couldn’t make it happen. Now it’s quite possibly you’re thinking to yourself, why spend the extra $4000 on the S model, which is a fair question. The S is the obvious choice though, as the Multistrada truly is many bikes in one, with the S offering the ultimate in suspension adjustability at the click of a few buttons. It’s the future of motorcycling and Ducati’s leading the charge.
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