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Solaris Alpino 8,9 LE

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Solaris Alpino 8,9 LE - information: Solaris Alpino 8,9 LE is a very good car, that was released by "Solaris" company. We collected the best 12 photos of Solaris Alpino 8,9 LE on this page.

Brand Name Solaris
Model Solaris Alpino 8,9 LE
Number of views 80492 views
Model's Rate 5.1 out of 10
Number of images 12 images
Interesting News
  • 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.
  • Nissan NP300 Navara.

    Pickups are at the brawny end of the car scene, utility vehicles that used to have a rough and ready image, and the structure and driving characteristics to match. In recent times they have become a lot more civilised, with big advances in creature comfort and road-going behaviour. The latest of the breed, Nissan’s new NP300 Navara - the NP stands for Nissan Pickup - is a very good example of how far down that road pickups have progressed. It is a big vehicle at five and a half metres long, and its elevated chassis means that you still need to be a tall, strong bloke to enter the cab with ease: it’s rather a physical upward haul for those of us more vertically challenged. But once installed it’s something of a revelation. All the controls are pleasantly weighted and you don’t need beefy muscles to drive this latest generation of Navara. It has undergone a mechanical transformation, with the rather rustic leafspring suspension of the previous model now replaced by more sophisticated coil springs, while the previous 2.5-litre dCi engine has been superseded by a more efficient 2.3-litre dCi unit with either 161 or 188bhp power outputs. Both changes bring big benefits. The new Navara has taut and tidy handling, but without undue body lean, and it also rides impressively well with some of the most cushioned comfort of any of the current crop of modern pickups. Strong performance doesn’t come with a noise penalty, and refinement is very good indeed for a vehicle of this type. Gearbox choice is six-speed manual or a seven-speed automatic transmission, and both have well-spaced ratios and a slick action. There are two body styles, the King Cab that is popular in some other markets, with shorter, rear-opening back doors and a basic bench back seat, and the Double Cab that is generally preferred here in the UK and has four full-size conventional doors and fully comfortable back seats. There is nothing rustic about interior comfort, it is on a par with a well-appointed five-seater family hatchback. It’s amply spacious and not cramped. Cabin quality has taken a quantum leap forward over the old model, with tactile materials, an elegantly styled dashboard layout and a level of fit and finish that would not disgrace a prestige-nudging saloon. Large door pockets, some well-placed central cubbyholes and a handy dashboard-top tray means there are enough places to put all your on-the-move oddments. There are five grades of trim, starting with Visia and rising through Acenta, Acenta+, N-Connecta and topping out with Tekna. All versions come with a fair level of standard kit, including Bluetooth mobile phone connectivity, electric windows, cruise control, automatic headlights, electric door mirrors, LED rear lights, and air conditioning on all four-wheel-drive models. Move up the range to Acenta trim and 16-inch alloy wheels are fitted, as well as keyless entry and start and chrome embellishments. Acenta+ versions feature 18-inch alloy wheels, climate control, rear privacy glass, reversing camera, front fog lights, leather steering wheel and gearknob, as well as heated door mirrors with power folding. In N-Connecta trim, as tested, a seven-inch touchscreen navigation system is included, and there’s DAB digital radio and Bluetooth audio streaming, while choosing Tekna versions includes leather upholstery, roof rails, LED headlights and daytime running lights, rear parking sensors, a 360 degree camera system and heated and electric driver’s seat. A rear differential lock is optional on all models except the entrylevel Visia trim, while an electric sunroof is available on Tekna versions at extra cost. The new NP300 Navara shows how far pickups have come in recent years. From the outside this is still a large, beefy workhorse, albeit one with sleeker curves than before. From the inside, and in its driving manners, you could think yourself at the wheel of an upper-crust SUV. Nissan has done a good job of significantly upping its game with this one.
  • 2016 YAMAHAS.

    New, More Affordable R1S If there is any one downside to the continued evolution of sportbikes it’s cost: The more advanced production motorcycles become, the more expensive they become as well. And while for some that trade-off is justifiable, there are still those consumers who simply aren’t willing to gut their bank account for the exotic materials and technologies that make modern motorcycles the track weapons they are today. For those consumers, Yamaha has introduced its YZF-R1S, which uses cost-effective materials to cut the suggested retail price of the otherwise stellar R1 by $1,500, to “just” $14,990. If your immediate thought is that Yamaha must have taken everything that made the R1 great and thrown it out the door (electronics included), then rest assured that’s not necessarily the case. Instead, with the R1S, Yamaha has gone in and replaced the titanium connecting rods with steel ones and magnesium outer parts and fasteners like the oil pan and right-side engine covers to aluminum ones. Engine cover bolts are now steel instead of aluminum, while wheels are now manufactured from aluminum instead of magnesium and wrapped in Bridgestone Battlax S20 sport tires instead of the R1/R1M’s trackday-intentioned RS10s. The exhaust header piping is also now made from stainless steel rather than titanium. The overall result of all this material swapping is a 9-pound jump in claimed curb weight. The R1/R1M’s MotoGP-inspired electronics package with power modes, traction control, slide control, launch control, and wheelie control goes untouched, though on the R1S, the quickshifter will come as an option rather than as standard equipment. There are a few other changes, including updates to the ECU that are intended to suit the new engine specification. The switch to steel connecting rods from titanium in the R1S means the redline needed to be reduced, the result being slightly less top-end power than the standard R1. Yamaha has yet to quote any numbers, but in published dyno charts (which are devoid of any numbers), it appears that the R1S’s redline is at 12,500 rpm instead of the R1’s 14,000 rpm, with the power loss at the very top around 5 or so horsepower. The R1S is available in either a red/white/ black color scheme or matte gray motif, and the bike is expected to be available beginning in February. New XSR 900 and Updated FJR 1300 The growing “hipster/caf? racer” culture is catching the attention of the OEMs, with Yamaha and its new XSR900 for 2016 being the latest example. The XSR retains the FZ-09’s excellent 847cc crossplane three-cylinder engine and Controlled Filling Die-Cast aluminum frame and swingarm with adjustable KYB suspension but adds styling components and details that harken back to the “heritage, authenticity, and simplicity” of the sporting motorcycles from the ’70s and ’80s. The XSR gets the FZ’s three YCC-T (Yamaha Chip Controlled Throttle) riding modes, but it also gets a two-level (plus off) traction control system as well as ABS as standard equipment. An assist/ slipper clutch eases lever effort by a claimed 20 percent while also helping to smooth out downshifts. Everything else mechanically (save for suspension settings) is basically identical to the FZ. Ergonomically, the XSR’s 32.7-inch seat height is 15mm higher than the FZ’s, and the rider’s seating position is moved 50mm rearward to make for a slightly more aggressive riding posture. Styling is the XSR’s main focus. There’s plenty of nice metal bracketry and components where plastic or other materials would normally be used. For example, the nice-looking fuel tank cover on the matte gray/ aluminum version (there’s also one in the 60th Anniversary yellow/black traditional Yamaha motif) is a brushed-aluminum piece that Yamaha says has an actual hand-buffed finish. A single round halogen headlight is held by aluminum brackets, and a round LED taillight mounted atop a metal (aluminum) fender replicate the look of the ’70s caf? racer. The seat features burgundy-colored faux suede leather panels and red stitching. The single round instrument gauge recalls the older style in shape, but in function it jumps to present-day technology with a full LCD info panel. All told, the XSR900 comes in 16 pounds heavier than the FZ-09 according to Yamaha, at a claimed 430 pounds full of fuel. The matte gray/aluminum XSR900 will be available in April, while the 60th Anniversary version will be available slightly later this year in May. Also new for 2016 from Yamaha is the latest FJR1300, in both A (standard) and ES (Electronic Suspension) models. The biggest change for both editions is a six-speed transmission replacing the old five-speed, with a slipper/assist clutch. A new LED headlight and taillight along with slightly revised bodywork complete the revisions for the A model, while the ES gets all that plus a new “lean-angle sensitive” cornering LED light setup that uses three LEDs on each side above the quad-element headlights that light up progressively as the bike leans to more effectively illuminate the road ahead in corners. The 2016 FJR will be available in March; no prices for either the new FJR1300 or XSR900 were available at press time.
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