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VéloSolex 1010

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VéloSolex 1010 - information: VéloSolex 1010 is a very good car, that was released by "VeloSolex" company. We collected the best 12 photos of VéloSolex 1010 on this page.

Brand Name VeloSolex
Model VéloSolex 1010
Number of views 66555 views
Model's Rate 9.1 out of 10
Number of images 12 images
Interesting News
  • Kia Optima.

    Anyone asked to pen an obituary for the outgoing Kia Optima would probably write something like "nice-looking car; shame about the CO2 emissions, refinement and trim quality". Which is pretty much what customers said, and a good starting point for Kia when getting down to work on the new one. But that's not all. For a while, Kia has been dragging its feet in the areas of connectivity and advanced driver assistance features. Both of those have also been addressed. And there will be greater choice, with sportier-looking GT-Line versions for the first time. The Optima's good looks have been further polished, and there's more passenger and cargo room thanks to a longer wheelbase, higher roof line and wider cockpit. For now, the UK line-up will again be diesel only, though a plug-in hybrid will be added in 2016. The diesel engine is a Euro-6 emissions compliant version of the 1.7-litre CRDi unit from the previous Optima, developing more power (139bhp instead of 134) and extra torque (251lb ft versus 240). Maximum torque arrives earlier in the rev band, too - at 1,750rpm rather than 2,000. Vitally, it also produces lower emissions - down by 14 per cent to 110g/km for the six-speed manual gearbox, and by a massive 27 per cent to 116g/km with the seven-speed twin-clutch automatic transmission, which replaces the former six-speed torque converter unit. That lowers the tax burden on company car users by three and eight bands respectively. And if that's not enough, Kia is promising greater refinement, a smoother ride and a more engaging drive. Those promises have largely been kept. It takes only a few hundred yards to appreciate the improved driveability of the revised engine (just follow the guidance of the gearshift indicator to see how much more driverfriendly it is) and its greater smoothness and more dulcet tones. With the new automatic gearbox, it's even better, and given that it raises benefit-in-kind tax by only one band over than the manual car, Kia can envisage a fair take-up. There's less wind noise (no gaps in the door seals any more, and better windscreen mountings), although the claimed improvements in road noise are surfacedependent. The same can be said for the ride, though the heavily revised suspension mostly does its job well. A relocated power steering pump makes the car a bit more adroit, too. The real joy for business users who might have to spend hours behind the wheel, however, will come from the plusher interior, more shapely seats (though the cushions might be just a bit too hard for some after a while) and more premium equipment options. A TomTom equipped navigation system with connected services will be standard, through a seven-inch screen with impressively clear graphics set at exactly the same height as the instruments. The pared-down switchgear is set lower in a horizontally orientated dash, and looks very BMW reminiscent. All versions of the Optima feature a reversing camera, dual-zone climate control, cruise control, speed limiter, power folding and heated mirrors, DAB digital radio and Bluetooth connectivity, as well as 17-inch alloy wheels, LED daytime running lights, tyre pressure monitors, and electric hand brake and hill start assist. Move up to level 3 and you get a larger eight-inch navigation screen, electric driver’s seat, heated front chairs, xenon headlights and 18-inch alloy wheels, as well as extra chrome for the exterior, half leather seats, an uprated instrument cluster, a Harmon Kardon premium sound system and LED front fog lights and rear tail light clusters. Right at the top-of-the-range, the new level 4 equipment level includes wireless mobile phone charging, a 360- degree camera system, automated parking, blind spot detection, rear cross traffic alert, a lane keeping assistant, as well as high beam assist, speed limit detection, autonomous emergency braking and adaptive cruise control. Leather upholstery is also included within the price tag, as well as ventilated front seats and heated rear outer chairs, and a panoramic glass sunroof. GT-Line versions will fall somewhere in the middle, with final specifications to be confirmed when it is launched later in 2016.
  • 2017 Suzuki SV650.

    Suzuki has announced that the ever-popular SV650 will make its offi- cial return to the States next year, this after Suzuki saw just intermittent success with its Gladius and SFV650 models. Introduced as an early-release 2017 model, the new SV features 140 redesigned components for both the engine and chassis and weighs around 15 pounds less than the outgoing SFV while producing a claimed 75 hp (versus 71 hp for the SFV). Specific changes to the engine include new pistons with resin-coated skirts, a new exhaust system, and staggered intake funnels that improve midrange performance. The bike also features Suzuki’s one-push easystart system, as well as a low-rpm assist mode, which activates the bike’s idle speed control valve at low engine revs to assist with leaving a stop. On the chassis side, Suzuki’s goal was to make the bike more compact and narrow, which it’s accomplished with updates to the frame and changes to the tank that reduce overall tank width by just over 2.5 inches. The new SV650 will be available early summer 2016.
  • MIDSIZE ROLE PLAYER.

    The naked standard motorcycle category appears to have finally taken hold in the US, due in large part to the sales success of Yamaha’s bombshell FZ-09. After Suzuki’s challenge to the Yamaha triple (“Budget Blasters,” October/November 2015), now Kawasaki is jumping into the middleweight standard fray by bringing its Z800 ABS to the US market for 2016. Well, 49 states for now; California residents unfortunately won’t get the bike yet due to the added emissions requirements. Available since 2013 in other markets, the Z800 is powered by a liquidcooled, DOHC, 806cc inline-four that is basically a bored-out, upgraded version of the old Z750 engine. A 2.6mm-larger bore with 10-percent-lighter pistons getting cooled by larger oil jets, revised intake/exhaust ports, longer intake manifolds, and a staggered intake funnel setup along with 2mm-larger throttle bodies (now 34mm) boosts peak horsepower by a claimed 6 hp to a 111 hp peak in European tune (Kawasaki USA wasn’t listing power figures). Longer exhaust header pipes with equalizer tubes between cylinders and an exhaust valve in the under-engine chamber help midrange power. The European press has had plenty of good things to say about the Z800’s engine, and after a day spent riding in the streets of Palm Springs and up in the canyons of the San Jacinto mountain range, we’d heartily agree. There’s plenty of responsive low-end and midrange acceleration, aided in part by the change to a two-teeth-larger rear sprocket. While not quite up to the sprightly FZ-09 as far as overall power in the bottom half of the rev range, the Kawasaki towers over the GSX-S750 when it comes to response from the engine room. Power continues to build as rpm rises into the five-digit zone before tapering off slightly as the Z800’s engine approaches its rev limiter around 12,000 rpm, but there’s enough top-end power to be had without revving it that far, and wheelies are but a clutch-snap away. The Z750’s steel backbone frame was revised with two bolt-on aluminum subframe sections that allow the Z800’s front engine mounts to be positioned behind the cylinders. While Kawasaki says this allows the vibration from the inline-four to be isolated more effectively, some vibes can definitely be felt through the handlebar and footpegs above 7,500 rpm. Nonetheless, the Z800 has a nice, neutral yet fairly agile feel in the corners, with only a little effort required to fl ick the bike into a corner. Line changes in midcorner are easily accomplished with zero drama, and the stock Dunlop OEM-spec D214 Sportmax tires display good grip and light steering characteristics. There’s plenty of ground clearance, and the standard KYB suspension components on the Kawasaki-a 43mm inverted fork (adjustable for spring preload on one side and rebound damping on the other) and single rear shock (also adjustable for spring preload and rebound damping)-provide good wheel and chassis control even when the pace heats up. The ride is a little firm for pothole-ridden urban tarmac and highway superslab but nothing drastic. Despite the budget-looking standard-mount two-piece Nissin calipers, the brakes work well. Response is a little fl at, but power and feel are surprisingly good, with the 310mm discs likely helping by providing good leverage for the calipers. And the standard Nissin ABS works well too, with a fairly high intervention point and transparent action overall. Probably a good thing, as those brakes need to slow down around 509 pounds with a full fuel tank; even though it carries that weight well, the Z800’s heft is our only real gripe with the Kawasaki. Ergos are average standard bike fare, with a slight sporty cant to your upper torso offsetting the windblast. At $8,399, the Kawasaki Z800 ABS is a touch more expensive than the non-ABS-equipped Yamaha FZ-09 ($8,190) or the Suzuki GSX-S750 ($7,999 for the base model). But its solid performance definitely makes it worth a look in the middleweight standard category.
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