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White-Freightliner FLT 7542

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White-Freightliner FLT 7542 - information: White-Freightliner FLT 7542 is a very good car, that was released by "White-Freightliner" company. We collected the best 12 photos of White-Freightliner FLT 7542 on this page.

Brand Name White-Freightliner
Model White-Freightliner FLT 7542
Number of views 56084 views
Model's Rate 8.8 out of 10
Number of images 12 images
Interesting News
  • REAL-LIFE MONSTER.

    The difference in the Ducati engineer’s tone is almost so dramatic that I can’t believe he’s talking about what outwardly appears to be a very similar bike. Last year, I was on hand for the introduction of the Ducati Monster 1200 S, and Ducati’s technical team was using words like “usability,” while going on to say things like, “We want the Monster 1200 to offer greater comfort and accessibility to both rider and passenger.” Today, at the Ascari Race Resort in Malaga, Spain, the same team has done a near complete 180 and is talking about things like added ground clearance for better lean angle and quicker lap times. Such is the goal with Ducati’s new Monster 1200 R… The R utilizes a Testastretta 11° engine similar to that in the 1200 S, only this one uses a thinner head gasket to bump compression ratio up to 13:1 and is paired to larger elliptical throttle bodies with an equivalent diameter of 56mm (versus 53mm on the 1200), plus larger, 58mm-diameter exhaust pipes. Together, these changes bump power output to a claimed 160 hp at 9,250 rpm and torque from 91.8 foot-pounds at 7,250 rpm to 97 foot-pounds at 7,750 rpm. To help the R meet strict Euro 4 emissions standards, Ducati is also using a new material on the piston to reduce leak and has added material to the clutch cover to reduce mechanical noise from the oil pump. Despite the weighty updates, Ducati has actually managed to reduce the claimed curb weight of the R by almost 5 pounds, to 456 pounds, a drop aided by new forged aluminum wheels. For better handling, the 1200 R’s fully adjustable ?hlins suspension has been lengthened (this increases cornering clearance and raises the bike’s center of gravity for lighter handling) as well as re-damped. The effect on geometry is minimal, with the R having just a 2mm-shorter wheelbase (1,509mm versus 1,511mm on the S) and 4.2mm less trail (89mm versus 93.2 on the S). Electronics are the same as they are on the Monster 1200, which is to say the bike has the same three riding modes (Sport, Touring, and Urban) that can be customized via three varying power modes, three-level ABS, and eight-level DTC. All of these settings continue to be adjusted via a switch on the left side of the handlebar and through the Monster’s dash, which now has a gear position indicator. In all situations except for when the sun is directly behind you, all of the bike’s electronic settings are clearly visible. But damn that sun… Additional updates for the R include an ?hlins steering damper, larger 200/55-17 Pirelli Supercorsa SP rear tire (instead of Pirelli Diablo Rosso II rubber), and separate rider/passenger footpeg brackets, the former holding pegs that are machined for better grip and live on an extremely short list of Ducati footpegs that we like (and actually work to keep your feet on the pegs during aggressive riding). Throw a leg over the bike and you’ll notice right away the effects of the new seat and taller suspension, which together bring the seat height from 31.9 inches max on the Monster 1200 S to a nonadjustable 32.7 inches on the 1200 R. While that number doesn’t seem skyscraper high, it’s defi- nitely worth keeping in mind if your parents didn’t grace you with long legs; at 6-foot-3 I could fl at-foot no problem, but my legs were definitely straighter than they would be on similar bikes. The R’s handling makes the bike feel surprisingly at home at the track (and will likely do the same on a twisting canyon road). Even with the larger 200-section rear tire out back, the bike steers into a corner lighter than the standard 1200 and through a transition quicker thanks to the higher center of gravity (and forged wheels, we’re sure). On top of that, when it’s on its side, the re-damped R feels more planted and composed than ever before. I am generally not a huge fan of naked bikes on the track, as the wider handlebar paired to streetsoft suspension typically causes those bikes to move around quite a bit through all parts of the corner, yet with the R there’s relatively none of that unwanted movement, even as the pace picks up. At the other end of a straight, the 1200 R continues to stand out with great braking power from the M50 monoblock calipers and a good feel through the chassis as you bank into the corner; again, not something you get from most street-biased naked bikes. Compare dyno charts between the Monster 1200 R and the 1200 S and you’ll notice that the bikes make about the same power most everywhere below 7,000 rpm. So, similar to the S, the R makes good power off the bottom and can be run in a gear higher than you’d expect in tighter sections of road, the obvious benefit being less shifting over the course of a ride or session at the track. Past 7,000 rpm, the R’s engine starts to pull a bit harder and doesn’t feel like it goes fl at as you close in on the rev limiter. For some, that added liveliness will be the punch to the adrenal glands that the S simply couldn’t give. But there’s more to the engine than a little extra performance up top, as when Ducati engineers mounted the larger throttle bodies they also went through and fine-tuned the parameters for the new Synerject-Continental fuel-injection system. The result is near seamless fueling almost right off the bottom. Whether you’re riding stoplight to stoplight or going to crack the throttle open in the middle of a corner, this has obvious advantages in that it makes the bike less work to ride or stay on top of. And overall, that’s what the Monster 1200 R feels like to me: an easier bike to ride. Sure, it’s a bit faster, but more importantly it’s lighter on its toes and more composed when ridden aggressively. Add in electronic rider aids like traction control and ABS that can be easily tailored to provide as much support as you need (and without being overly intrusive) and you have a bike that’s surprisingly well suited for track riding. Now, there’s something I probably wouldn’t have said about the standard Monster 1200.
  • Caponord 1200 Rally.

    At EICMA, Aprilia launched the Caponord 1200 Rally, which is a further variation of the Caponord 1200 that is already available (including in India). The Caponord 1200 Rally features ride-by-wire, dual-channel ABS, Aprilia Traction Control, Aprilia Dynamic Damping and Aprilia Cruise Control. Power comes from the 125-PS 1200 V-twin that propels the regular Caponord 1200.
  • Holden’s secret project.

    MEET the top-secret show-stopper that started life in Holden’s Port Melbourne design studios in the middle of 2015. The eye-catching Opel GT Concept, which is shaping up to be one of the stars of the Geneva motor show (March 3-13), was designed in Europe but is a product of Holden’s secret fabrication group, one of only two in the General Motors world that can create one-off show stars. The radical two-door coupe sits on a unique rear-drive platform that gives it the driver-focused nous to take on the COTY-winning Mazda MX-5 and 2012 winners the Toyota 86/Subaru BRZ twins. Described as a “template for future sports cars”, the GT Concept from GM’s European brands is targeted to weigh less than 1000kg. It’s built on a bespoke reardrive platform and uses GM’s new all-aluminium 1.0-litre three-cylinder turbocharged petrol engine, producing 107kW and 205Nm. It drives through a sixspeed sequential gearbox and accelerates to 100km/h in “under eight seconds” on the way to a maximum of 215km/h. The unusual styling is described by GM Europe design chief Mark Adams as “purebred, pared down, yet unashamedly avant-garde”. “It is dramatic, sculptural and full of innovations, which is our great tradition that we intend to continue,” Adams said. “In the mid-60s Vauxhall and Opel created their own interpretations of a lightweight sports car - the XVR and the Experimental GT - both of which were thoroughly modern with dynamic sculptural form.” While a rear-drive platform under the concept would be crucial to the production GT’s ability to battle rivals like the Toyota 86 and Mazda MX-5, GM Europe sources say it’s unlikely, and that the Barina/Corsa FWD architecture makes more business sense. The company hopes to gather more market intelligence after the GT is unveiled at the Geneva show. One insider said the GT Concept shows the company’s direction: “Like the new (European) Astra, this car continues with the theme of making a car that is no bigger than it needs to be. One that is pared-down, light and no more complex than necessary.” As for a Holden version of the production car? It’s possible, especially if the GT gets the green light for sale in the UK. But the little concept car that Australia built still has a number of gates to clear before those negotiations can take place.
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