World Encyclopedia of Cars
The best old cars, news and reviews about old cars. Stay in touch!

Pierce Pumper

All Pierce Photos

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

Brand Name Pierce
Model Pierce Pumper
Number of views 26961 views
Model's Rate 7.2 out of 10
Number of images 7 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.
  • 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.
  • SCRAMBLER CLASSIC.

    Ducati’s new Scrambler range is a trip down memory lane. A modern tribute to the care-free, halcyon days of the original Scrambler, which was born in 1962. Born free, in fact, as is engraved on the fuel cap. Sweet touches like that bring a smile to my face and encourage me to mentally unshackle from the putrid and mayhem filled realities of the so-called modern world. The Scrambler Classic is the machine to do it on. So easy to ride. Easy on the eye. Comfortable. Inspiring in a fashion that is not bent towards velocity. You don’t have to try and be fast on one. Just take it easy, dude, enjoy the ride and pass it on. The new Scrambler has an extra cylinder and a fair bit more capacity over its distant predecessor, using the reliable and effervescent 803cc air-cooled Desmo two-valve engine. The motor yields an excellent mix of easily accessible power and consistent torque that is further bolstered by well matched gearbox ratios. The bike is ultra-narrow and low in the seat, and all controls are easy to use and light to the touch, making it an attractive prospect to whatever your gender. With a slight weight of 170kg to lug, the Scrambler is certainly a zesty little number, but not intimidating. That’s what its all about, man. The diamond stitched and suitably well-used couch brown seat, spoked wheels, brushed aluminium tank covers and cow-horn ‘bars scream vintage and do a good job of hiding the machine’s actual modernity. If you look more closely there are other nice touches, like the aluminium guards, machined engine covers and tidy exhaust plumbing. It is touted as a fashion and lifestyle statement, again like its daddy, and is effective in this regard. Ducati know this, of course, and have an entire wardrobe available pour femme et homme. Handling is pretty darn good. The 18in front and relatively high profile tyres tend to slow direction changes, but this is well compensated by the handlebars, light weight and general rider ergonomics. It’s a willing performer in the curves too, with good clearance and confident corner tracking. The relatively soft suspension is not complex and provides decent stroke for absorbing corrugations. The overall comfort helps alleviate some of the effects of “hanging out in the wind” a bit, too. Brakes, which feature the miracle of ABS and “radial” caliper mounting, are effective but feel wooden, like old Brembos do. The dash is suitably sparse, but a disappointment - there is nothing analogue in it and it is not easily read, which is a shame. But in keeping with the peace, love and good happiness stuff theme, I can forgive and even forget. Overall, the Scrambler is a great little machine that is rewarding as much as it is pleasing to ride. Just hop on and go - it’s that easy. It is destined to be a hit with many people seeking a bike that is functional and places the rider in a more restful universe.
Top Pierce models
Popular Searches
World Encyclopedia of Cars
Copyright 2017. All rights under protection.