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Morris 10/4 Series II

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Morris 10/4 Series II - information: Morris 10/4 Series II is a very good car, that was released by "Morris" company. We collected the best 12 photos of Morris 10/4 Series II on this page.

Brand Name Morris
Model Morris 10/4 Series II
Number of views 56929 views
Model's Rate 6.4 out of 10
Number of images 12 images
Interesting News
  • RC 213V-S.

    Although much has appeared about this motorcycle already, no mention of Honda at EICMA 2015 will be complete without a mention of this bike; essentially a road-legal version of the mental Honda MotoGP bike. At the heart of this bike sits Honda’s racespec 999-cc liquid-cooled V4. While the regular bike (as if the term ‘regular’ can be applied to such a bike) puts out a modest 160 PS, the RC 213 V-S with Sports Kit puts out over 215 PS. Max torque is rated at 118 Nm across all variants.
  • Porsche North America Racing achieve podiums at Daytona.

    Porsche North America Racing started the 2016 WeatherTech United SportsCar Championship with a third place finish in the GTLM class at the 54th Rolex 24 Hours of Daytona. The no.912 Porsche 911 RSR of Earl Bamber, Frйdйric Makowiecki and Michael Christensen battled through an unusually attritional race to take the final step on the podium, although it was nearly so much more for the factory Porsche squad. A wet qualifying session on the Thursday, disrupted by torrential rain, saw the no.911 and no.912 Porsches lock out the front row of the grid in the hands of Nick Tandy and Makowiecki respectively. Such was the GTLM field’s dominance in the wet, the two 911 RSRs actually set the fastest times overall but, thanks to IMSA’s rules, would be forced to start behind the prototype machinery. During the race’s opening hour, Tandy (as is now becoming customary in the USCC) raced into an early lead as the no.912 dropped back into a dogfight with the works Corvettes and BMWs. By the six-hour mark, the two factory Porsches crossed the line onetwo, with the no.911 still narrowly leading. However, through the night - heavily disrupted by multiple full-course caution periods - the momentum swung toward the no. 912 RSR. By dawn, the 54th Rolex 24 had boiled down to a battle between the two Porsches and the no.3 and no.4 Corvette duo. But, with Kйvin Estre at the wheel, the no.911 slowed dramatically on the banking with around five hours to go, a broken driveshaft forcing a lengthy stop for repairs leaving the no.912 to battle on alone. Patrick Pilet would eventually re-emerge in the 2015 championship-winning entry to help it on its way to some useful points in eighth place. After the final round of stops inside the last hour, Bamber found himself once again in the class lead. However, after being hunted down by Oliver Gavin in the no.4 Corvette, the Kiwi racer was nudged out of the lead at the turn five hairpin. With around 20 minutes remaining, the second Chevrolet - in the hands of Antonio Garcia - also found a way through, this time at the Bus Stop chicane, leaving Bamber to watch on as the two Corvettes fought it out for victory. Despite coming close, the two GM cars never came to blows, as Bamber brought the no.912 machine home in third for the crew’s first podium since ViR last August.
  • DUCATI 1299 PANIGALES.

    I missed the opportunity to test the regular Ducati 1299 Panigale earlier in the year but first impressions of the 1299 Panigale S are very positive. Jumping on, the bike is tall with an easy reach to the ground even for my 180cm height, reach to the bars is aggressive and the pegs are relatively tall. Taking the Panigale S through my usual testing route the first thing that impressed me was just how planted the bike is, even over relatively poor road surfaces the bike just feels like it’s glued to the road, with great feel front and rear. It’s still very firm, but the semiactive mode takes the bite out of the bumps and as a result the real kick experienced in the old 1199 that was so punishing, to your bum, spine and kidneys, is gone. The S is quite agile, with neutral steering that doesn’t exactly require muscling but does require concentration and thought about where you want to go. Changing your line mid-corner is easy and it really does feel like you’re on rails, regardless of your speed. I’d say it’s similar to the 899 Panigale, on which you don’t notice the effort that goes into handling until you jump on something that feels noticeably quicker steering. That’s not a criticism though, just an observation. The Brembo EVO M50 brake calipers on the front are also extremely strong, not in an off-putting fashion but I did find it easier to use the awesome Ducati Quick Shifter with auto-blipper to drop down a gear to wash off some speed. Talking of power the engine is a belter, down low the 1285cc L-twin is lumpy and you can just about roll along at 19km/h in first without clutch but it’s not pleasant, but that does smooth out rapidly as you reach higher into the revs. The fueling and throttle response are both super smooth and responsive, with Sport providing a smoother power delivery and throttle response than Race and power is just explosive. It’s also seriously loud with the two-into-two system with the stock stainless mufflers in the belly and I thought I might pop an eardrum when I rode into our underground garage a bit too vigorously! What did stand out is just how heavy the clutch lever is, it felt like fighting a bear trap when I got caught in really heavy traffic and was having to use it frequently. The DQS on the other hand means that in anything except stop-start traffic you aren’t using the clutch constantly. The Panigale 1299 S certainly has the goods to justify a model suffix, with its full LED lighting, carbon-fibre front guard and auxiliary adjustment buttons adding to the awesome Panigale package. But what really conveys the value of the premium price of $34,990 plus on roads is the full Ohlins suspension, using the Ohlins Smart EC semi-active suspension system for both the NIX30 forks and TTX36 rear shock, as well as an Ohlins steering damper, while further communicating with the Bosch Inertia Platform - which provides cornering ABS and greater traction control refinement. Not only this but the system can actually be run in Fixed mode, which turns off the semiactive suspension and allows full adjustability, just like in a traditional system.
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