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Oshkosh F-2344

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Oshkosh F-2344 - information: Oshkosh F-2344 is a very good car, that was released by "Oshkosh" company. We collected the best 7 photos of Oshkosh F-2344 on this page.

Brand Name Oshkosh
Model Oshkosh F-2344
Number of views 80891 views
Model's Rate 8.5 out of 10
Number of images 7 images
Interesting News
  • DUCATI DIAVEL RED.

    Got issues? Anger management, racing crouch Tourette’s, grumpier as the days pass? Perhaps Ducati have the panacea for those ills and others in the form of the Diavel. The hulking, fat and stretched alleged cruiser from Bologna is much more than a parts bin Frankenstein. Hang on to what’s left of your soul because this devil is captivating enough to be almost anyone’s Faustian bargain. Why? Be comforted by the beckoning seat that embraces your buttocks delightfully and holds you low and squarely in genuine comfort. Find your new foot position. Fire up the Testastretta 11° engine, which was surely made in heaven and roll along on the sled-like long wheelbase chassis, monster brakes and ultra-fat rear hoop. Look mean. Sound mean. Be mean. Or be a show pony, as it matters not - the Diavel will not be fazed. I was sceptical at first, but I’m now a wild-eyed disciple. How? Let the magnificent engine do the work. From the bottom rung of the ladder to the top, it does not cease providing chunky, wieldy torque and still thirsts to be spun up - a gem of an engine that is aided with sublime fuelling and excellent throttle reaction. Diavel weight distribution, which is lardy for a duck, and a lengthy wheelbase ensures stability is a priority, however, the ergonomics and ‘bars assist in defying physics with surprisingly relaxed direction changes. Top shelf suspension is well suited, enhancing the solid geometry and includes on-the-fly rear adjustment. Stopping is a non-issue, the superbike specification brakes are truly splendid, offering a deftness of touch that is inspiring. Styling is debatable I reckon, but your call, and who cares when you can bank over enough to scrape your boots in hateful salute to the authorities and all the while the beast begs for more? Just change your style from hard braking late into bends and body slamming the bike down, to increasing the radii and rolling around that big back tyre. The demeanour of the bike, like Beelzebub himself, is misleading as it appeases the senses, relaxes and makes you chill, but will get you maniacal from the pleasures. It is definitely a faster point to point machine than it might appear. The technology, love or hate it, is there in spades and includes ride-by-wire throttle, several electronic safety systems, multi-modes to corral the Testastretta wallop and dual displays for God knows why. A mortal sin is the keyless ignition - a nonsense. Another is machine width, which kind of made it impossible to efficiently lane split. The Diavel is a new, perhaps controversial, branch on Ducati’s evolutionary tree, but a significant one. The non-compromising approach by the designers and engineers has made a sophisticated and capable machine that needs to be ridden to be properly appreciated. It will not be to everyone’s liking, but the lure of the dark side, which is now available in traditional red for the Australian market, may be the elixir for many evils. God bless the Diavel?
  • CBR 300R.

    Possibly the most awaited Honda motorcycle in India, the CBR 300, when it does make its appearance on our shores, will take the fight straight to the Yamaha YZF-R3 and KTM RC 390. It is powered by a 286-cc liquid-cooled single-cylinder engine.
  • 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.
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