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Goggomobile T 400

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Goggomobile T 400 - information: Goggomobile T 400 is a very good car, that was released by "Goggomobile" company. We collected the best 11 photos of Goggomobile T 400 on this page.

Brand Name Goggomobile
Model Goggomobile T 400
Number of views 30359 views
Model's Rate 9.2 out of 10
Number of images 11 images
Interesting News
  • THE FORGOTTEN TWIN.

    With naked bikes suddenly gaining favor with US consumers after decades of resistance, the manufacturers are tripping over themselves rushing bodywork-less bikes to the market. BMW already took advantage of its S 1000 four-cylinder platform to get into the action with its S 1000 R in 2014 , but ironically it’s already had a naked bike for years in boxer twin form. And with the R 1200 R finally getting the new-generation wasserboxer engine for 2015 (along with other upgrades), BMW has brought that model in as well to cover all its bases in the naked-bike arena. Utilizing the same DOHC, 1,170cc fl at opposed-twin powerplant that propels the latest R 1200 GS/GS Adventure, RT, and new RS model, the R 1200 R makes full use of the claimed 125 hp at 7,750 rpm and 92 footpounds of torque at 6,500 rpm. In fact, the R 1200 R is actually claimed to have slightly better torque at low rpm than the GS/GS Adventure and RT because of its different airbox and muffl er setup to work with the R’s naked styling. Add to that reduced weight to push around (the claimed curb weight of the R is 508 pounds, while the GS and GS Adventure weigh 525 and 573 pounds, respectively, and the RT scales in at 604 pounds) and you have the makings of a much livelier boxer twin. The new R 1200 R retains the standard ASC (Automatic Stability Control) system combining traction control and ABS, but it now includes two riding modes, Road and Rain, with Rain mode obviously tailoring the throttle response, power, and ASC for slippery conditions. There’s an optional Ride Modes Pro that employs an internal inertial motion sensor to offer additional Dynamic and User ride modes. Dynamic ride mode uses the lean angle sensor to tailor the traction control much better than the standard ASC and allows the throttle response to be much more direct, while User mode allows custom setup of the ride mode using any of the various parameters. For 2015, the R 1200 R gets a new tubular steel frame that jettisons front of the engine), with the Paralever single-sided swingarm rear suspension returning. Optional ESA (Electronic Suspension Adjustment) that allows tool-less spring preload and damping adjustments returns with the addition of the latest-generation Dynamic ESA that uses the aforementioned inertial motion sensor and a linear potentiometer on the shock to change damping at both ends automatically according to riding conditions. Dual 320mm discs and Brembo four-piston calipers handle braking duties up front, with a single 276mm disc and two-piston fl oating caliper out back. The R (in stock form, at least) is apparently aimed toward shorter riders, as not only was I able to easily put both feet fl at on the ground with my 30-inch inseam despite the listed 31-inch seat height, but legroom felt a bit cramped. Add the seemingly tall perch of the tapered aluminum conventional handlebar, and we thought perhaps our testbike might have been fitted with the accessory shorter seat (29.9 inches) by mistake, but it wasn’t. Anyone around 5-foot-7 or taller will likely want to fit the accessory “high rider’s” seat (32.3 inches) or “sport rider’s” seat (33 inches). There’s no doubt that the R model boxer has livelier acceleration than any of its other R 1200 series counterparts, a likely by-product of its lesser heft. The usual manageable grunt right off idle permits effortlessly rapid takeoffs from a stoplight, and there’s plenty of midrange punch to easily dart past traffic on the road or highway. Even in its latest-generation guise, the boxer doesn’t pretend to be a twin-cylinder superbike, so while the engine continues to make good power on up near its 8,000-rpm redline, it’s not as exciting as, say, Yamaha’s FZ-09 triple-but it does get the job done effi- ciently with little fuss. Throttle response was smooth and amiable in the Road setting (smooth enough that the muted response of the Rain mode isn’t necessary in our opinion); our test unit wasn’t equipped with the Riding Mode Pro option, so we weren’t able to experience the “direct” throttle response of the Dynamic mode. Our R model came equipped with the Dynamic ESA option, and we found it to work well at keeping the chassis composed during acceleration and braking while offering reasonable compliance on the highway. We’ve never been big fans of the Telelever front end because of the numb feedback it gives during corner entry, and there’s a definite improvement in front-end feel with the conventional inverted fork on the new R. Our only gripe would be some harshness over sharp-edged bumps in the Dynamic setting, which isn’t present in the Road damping setting. Steering is delightfully nimble yet stable and neutral, allowing quick line changes or traffic avoidance maneuvers with little effort. There’s also a decent amount of ground clearance, even with the standard centerstand. Braking from the ABS-equipped (which can be switched off) system is strong and responsive, hauling down the R easily with no drama. Aiding in that lack of drama was our R model’s Gear Shift Assistant Pro feature that allows clutchless downshifts as well as upshifts, permitting you to rapid-fire down through the gears without worrying about throttle blipping. And thankfully the version on the boxer isn’t plagued with the vague feel and action of the S 1000 unit. At $13,950 for the base version (with optional packages boosting the price to more than $17,000 ), the BMW R 1200 R certainly isn’t for the average naked-bike rider. It’s obviously not the most powerful, the most stylish, or the most economical machine in the class. But if you love that boxer twin power and handling along with a good dose of modern technology in a roadster design, the R 1200 R is certainly worth a look.
  • 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.
  • Renault Megane.

    The Renault Megane used to be the second best-selling family hatchback in Europe, behind only the all-conquering Volkswagen Golf, but that was ten years ago and things haven’t gone awfully well for the car since then. The latest model has a lot of work to do. Rather than rehashing the existing model, Renault has splashed the cash to create an all-new Megane, although it does share some of its underpinnings with the new Espace and Talisman - both cars we won’t be getting here in the UK. The styling is unlike anything we’ve seen from Renault before, with dramatic light signatures front and rear, while a Renault diamond the size of a dinner plate adorns the grille to remind everybody what it is that you’re driving. It’s the widest car in its class, but retains at least some traditional French design flair to mask the bulk. It’s all very different from the me-too euro-hatchbacks from some other manufacturers. The interior has had similar levels of effort put in, the highlight being an 8.7-inch tablet-like touchscreen mounted centrally, that operates most functions of the car. There’s pleasant chrome surrounds to many parts, and the instrument binnacle houses a hi-tech screen that allows you to choose your own speedometer style. It doesn’t quite gel together though. The surround for the touchscreen feels cheap, and the screen itself is often slow to respond, even to multiple jabs to kick it in to action. It’s also likely to be a cost-option on all but the highest specification, the rest making do with a smaller horizontal screen. The rest of the cabin is pleasant enough, with adjustable ambient lighting adding a touch of class to proceedings. Large door bins take a good-sized bottle, and there’s a bigger boot than you’ll find in the Golf, Astra or Focus. Some minor issues could probably be forgiven on this early model though - the UK won’t be getting Megane until the middle of the year, so there’s plenty of time to tackle any snags. What won’t need fixing is the drive. The trusty 1.6-litre diesel engine found across the Renault range makes another appearance here, but it’s a reasonably refined unit that provides linear power delivery and excellent economy. Performance is acceptable too, with the 0-62mph dash taking exactly ten seconds, while in-gear acceleration is strong thanks to 236ft lb of torque. Ride quality is as good as you expect from a French car, without sacrificing any handling prowess. It’s not engaging like a Focus, but it’s got plenty of grip, is utterly predictable and inspires plenty of confidence. Likely to be the most popular choice amongst British buyers, the 1.6-litre dCi 130 engine promises 70.6mpg officially; the car returned just north of 50mpg under test, which is a good result considering the route and driving styles. CO2 emissions of 103g/km will leave a bill of just Ј20 for vehice excise duty. This all bodes well for the new and revitalised Megane. Stylish without being outlandish, and practical without being boring, the combination of a comfortable drive, a step up in quality and increased practicality means it’s every bit as good as its other hatchback rivals. Being so far away from launch in the UK, there are no equipment details or prices available. Hints of an entry cost of Ј18,000 probably wouldn’t be unrealistic, with this test model likely to cost a little over Ј20,000, which is competitive against its less interesting rivals. That might be just enough to once again make the Megane the big seller it used to be.
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