Monday, 16 September 2013

Suzuki RM- Z 250 2013 : mechanical

perform:

cost: € 7,699 ( to 17/09/2012 )

hue: yellow and very dark

accessibility: late September, early October 2012




motor

This is the side of the motor that operates the largest number of changes on the Suzuki RM- Z 250 2013 : specifications to optimize acceleration by supplying a faster throttle answer with an increase in power and torque in the midrange . He furthermore had to juggle FIM noise measures without compromising presentation. The yellow is equipped with a new consume system , whose collector is longer than 40 mm , while the quiet now embeds " diverters " gas internally.

The piston 250 is new , conceived from the facts and figures collected on the racing two wheelers . Lighter than 3% , it keeps the identical rigidity . The width of the evade is somewhat thinner , the shorter axis and the little end narrower. An internal strengthening rib appears inlet side for rigidity .

The profile of the camshaft intake and exhaust alterations on the Suzuki RM- Z 250 2013. The bend and raise bend of the camshaft intake is increased , the timing of the consume cam shaft is revised to achieve a better balance between presentation and ease of operation .



Suzuki furthermore revisions its electronic constituents , the RMZ 250 2013 receives a more mighty processor for motor management. This update rises the response to injection throttle for better gas inlet . The components are now sealed for increased opposition against water and mud. A new flywheel appeared , delivering more power to ease starting. Parameters revisited the ignition coil furthermore help encourage throttle response .


The Suzuki RM- Z 250 2013 obtains a new 5-speed transmission , equipped with a new cam assortment for correctness and smoothness when changing equipment. The clutch command scheme is also reviewed . The radiators of Suz ' obtain new fins promote chilling and new hoses more steady presentation but furthermore simpler to maintain . Finally, for more reliability , a new magnetic oil strainer was introduced.





The chassis

except alterations are made ​​to the frame of the Suzuki RM- Z 250 2013. However the frame and back frame are perfected with the target optimized balance. New engine climbing on brackets emerge , the rigidity of the assembly has been revised . With alterations to the rear border , a new air box is in location , combined with a new intake duct .

As for suspensions, we note the appearance of a new fork : the Showa distinct discovered on the current Kawasaki KX250F features . In alignment to adapt to alterations in the chassis , the damper is furthermore reviewed, new backgrounds and new connection to the key. eventually, it is now the Dunlop MX 51 Geomax fitted to Suzuki RM- Z 2013.

Motorcycle tire Metzeler Roadtec Z8 Interact M / O, it puts the (bi) gum

Sometimes, manufacturers demonstrate transparency for the smallest odd. Perhaps this is to articulate the format of the production of a new motorcycle exhaust, with go / day come back to Italy? Still, the mechanical managers of the Metzeler emblem opened their seminar issuing "With the appearance of Michelin Pilot street 3 , the sports exploring exhaust market was distressed, and recorded by the new Michelin achievement has compelled us to react, even though we currently had our own variety a great exhaust (in this case, the Metzeler Roadtec Z8 combine ) furthermore, we chose to evolve our sports motorcycle tire -. GT for him back the best " .




 So, the stage is set. With its proprietary expertise motorcycle tires cutting-edges, Michelin relied on greatest wet presentation. This approach, not just to display presentation under conditions of precarious grab, drew the attention of users bikers "every day" with directly evident innovation in the exhaust tread, while most competitors are altering their comparable models without disturbance. In addition, the Michelin navigate street 3 advantages of branding Pilot street 2 , reference in place among the radial motorcycle tires for a daily / road / games use.



Metzeler Roadtec Z8 combine M / O: bi gum rear silica before

It is therefore appreciated that it was unrealistic for Metzeler, which has a great status for motorcycle games GT exhausts, sit on the margins. Technicians house therefore revolved up their sleeves, spent numerous sleepless nights, testers used their leather and is the outcome for the end of 2012, a development soberly called Roadtec Z8 Interact M / O . For this first dynamic novelty Metzeler motorcycle tire test 2013, we were treated to the following protocol:
- A check circuit unchanging watering (the exhaust check Vizzola, Italy track beside Milan, belongs to by the Pirelli assembly) with different bikes all equipped with the new Metzeler Roadtec Z8 combine M / O in one meeting of 10 minutes on average for each form.




- Then, on the same circuit, a test with a Suzuki GSF 1250 Bandit equipped successively distinct tires or the new Metzeler Roadtec Z8 combine M / O and its major competitors. A meeting of about 10 minutes with each exhaust. We'll get right back on the findings we have chosen to retain this check.
- eventually, we conclude with a braking check with these Metzeler Roadtec Z8 Interact M / O on damp track at constant watering, mounted on a Honda CBR 600 F ABS equipped with a sensor for measuring the deceleration of 80 km / h to 5 km / h. This check will be three checks with three different exhausts: Metzeler Roadtec Z8 Interact M / O , Dunlop RoadSmart II (2) , Michelin Pilot street 3 . We come back to this test furthermore in a second article.
Roadtec Z8 combine M / A-proof BMW R 1200 RT, Kawasaki Versys 1000 Honda CB 1000 R. ..
In this first check Metzeler Roadtec Z8 combine M / O , we will contact the damp coating Vizzola. Technicians ask us if we desire a permanent watering (and thus constant through the sprinkler scheme and the recycling mesh) - left to get whipped the helmet by water jets! - Or if we prefer to stop watering, with the risk that the dry pathway. Neither one neither two, I increase on behalf of the assembly and demand a enduring watering.Five laps subsequent, my weighted blend of about 5 liters of water, I can notify you that I have made ​​enemies on that shot! The detail continues that the early meetings, it is very simple to glimpse the high grip track Vizzola. Nothing to do with the way basins rink circuit Dunlop Goodyear Mireval. Here, a Honda CB 1000 R commenced first base patina scarcely an unthinkable answer rink Mireval. The nonattendance (almost) bumps can not agitate motorcycles, abruptly, it takes self-assurance in discovering a Metzeler Roadtec Z8 Interact M / O very very simple to recognise.

Kawasaki Versys 1000 barely patina!

The directivity of the new exhaust is childish and rather neutral initiate the turn. anything floor form, the motorcycle check does not give the feeling of dropping or oppose. perfect for aligning the desired slow chicanes in the circuit route, and thus a good place for the first Metzeler Roadtec Z8 combine M / O .
braking at this time, we remain favorably shocked by the support that we can allow . eventually, the motor is very good, with motorcycles that do not skate online, or nearly never. This is particularly the case with the Kawasaki Versys 1000 , which initiates its anti skating on the "fat couple", second or bottom of the first (full release), a gap that has emerged to us with huge increases of (original Pirelli Scorpion Trail ), which in our wet winter rollings, skated very effortlessly. When inquired, the drivers in Metzeler technicians we do not conceal the detail that Delta was important.


Conclusion: The presentation consistency




What appears at the end of the first test release of Metzeler Roadtec Z8 Interact M / O is the homogeneity of the new motorcycle exhaust: the front guide effortlessly, do not ride high, while the sculpture is adequately evacuate water to help the back tire "motricer", it organises very well to do. The stages are progressive tilt. We appreciate being adept to easily move the two wheeler still in the winding portions, while residual neutral to trigger the turn. Braking brings self-assurance, since the Metzeler Roadtec Z8 combine M / O works long before the ABS is triggered, late to the front exhaust. With such performance in the damp, Metzeler Roadtec Z8 combine M / O will likely reassuring bikers every day and this is where the first of a street bike exhaust aspiration.
continues to consolidate these first good effects of exhaust trade in the long period, so as to identify their potential in periods of longevity in specific, a issue on which Metzeler broadcasts that favoured consistency of presentation rather than endurance mileage. furthermore, we will need to conclude on the presentation of the new Roadtec Z8 combine M / O on dry roads, an natural environment where the manufacturer broadcasts a better obviously perceptive. To do this, you have on engine station.com a dedicated survey users, the maxitest that permits you go in your own opinions on hundreds of quotations to motorcycle exhausts, arranged by brand / model. In a couple of thousand miles, so we invite you to give your attitude on the Roadtec Z8 Interact M / O in maxitest exhaust here . Until then, good road and good test!

Suzuki RM-Z 450 2013: Technical


Practice:

Price: € 8,199 (to 19/09/2012) Color: yellow and black Availability: Immediate






Motor

The Suzuki RM-Z 450 2013 underwent a major facelift to the engine level including a strict diet to lose weight. The piston rod's axis and are redesigned. The new piston shape saves weight by 13% without sacrificing stiffness. The rod is also lighter. The piston pin receives treatment DLC (Diamond Like Carbon) similar to the suspension of the GSX-R 1300 Hayabusa . The axis is now shorter and lighter.
For 2013, we must also reckon with the new standards more stringent noise. The collector of the Suzuki RM-Z 450 is longer than 50 mm and the design incorporates silent "diverters" gas internally. For its part, the timing and the timing of the intake camshaft is redesigned so that the bike delivers a more linear power. If the supply chain remains the same, a new guide is born. The transmission is redesigned with some changes gear box and a new cam selection, more accurate and smooth to use.

Suzuki also updates its electronic components, the RM-Z 250 2013 receives a more powerful processor for engine management. This update increases the response to injection throttle for better gas inlet. The components are now sealed for increased resistance against water and mud. A new flywheel appeared, delivering more power to facilitate starting. Parameters revisited the ignition coil also help promote throttle response. The two engine plugs changing the behavior of RM-Z according to your desires and race conditions remain valid, but the handling is now faster and easier.


The chassis

The frame and the rear part of the Suzuki RM-Z 450 2013 are refined with the objective optimized balance. New engine mounting brackets appear, the rigidity of the assembly has been revised. With changes to the rear frame, a new air box is in place, combined with a new intake duct. As for suspensions, we note the arrival of a new fork: the Showa SFF separate functions that can be found on the current Kawasaki KX250F. In order to adapt to changes in the chassis, the damper is also reviewed, new settings and new link to the key.

Thursday, 12 September 2013

HM CRF 300 R 2013 Remeber

Practice

Price: € 8,899 (Price dismissed Red Riders: € 8,399 at 28/12/13) Availability: immediate Colours: red and white 


Moto-Station tries HM Honda CRF 300 R

Engine

Engine HM CRF 300 R is the basis for the CRF 250R: a compact single-cylinder 4-valve Unicam (titanium intake, steel exhaust) and liquid cooling. For 2013, Honda has just given him a few changes, particularly at the mapping. Injection without battery receives a new program to optimize power and torque at low and mid-range.
To ensure reliability, Honda remains faithful to the separate lubrication: on one side the engine oil, the other clutch. Thus, it does not pollute the engine residues lining his records. Already very successful on the noise issue, Honda is not resting on its laurels. The quiet of the CRF 250 R now has a new internal system "Triangle Punch" Honda patented a priori very effective to disperse the sound through glass wool.A decrease of 2 dB is recorded at high speed, without loss of performance.
Meanwhile, HM therefore replace the cylinder / piston material Vertex signed for it. The bore passes 76.8 mm to 83.0 mm, stroke is 53.8 mm. To monitor the maintenance of his motorcycle, HM 300 is equipped with a standard timer.
Moto-Station tries HM Honda CRF 300 R

Chassis

The twin-spar aluminum frame of the fifth generation is still valid for this vintage 2013. Only the rigidity has been optimized to meet the characteristics of the new exhaust. Showa always provide suspensions, whose settings have been revised to optimize steering feel. The fork 48 mm diameter also sees its redesigned pistons. Steering damper (exclusive to Honda on a motorcycle TT series) increases in volume to enhance the damping at low speeds.
On HM CRF 300 R, Honda discs were preferred to Galfer wave signed. Better yet, the front 240 mm disc gives way to a model of 260 mm floating. A starter kit for locking the fork in the low position is standard and a handlebar without bar 28 mm in diameter. The bridges also offer a double offset. Finally HM FRC team a less messy than white black saddle slip.
Moto-Station tries HM Honda CRF 300 R


Triumph Daytona 675 R To Remember

Practice

Price: € 12,990 Colour: White Warranty: Two years parts and labor, unlimited mileage, assistance Triumph Availability: March 2011 



Moto-Station try the Triumph Daytona 675 R

Equipment - Manufacturing

Triumph has not changed the line of the Daytona 675 R. It stands out with a specific and unique livery, made ​​of white, black and red threads. Loop back frame is painted red. It receives carbon accessories such as thermal protection exhaust, front fender and rear dressing dashboard. The dashboard is changing somewhat, with a digital window that lack of clarity. Include a gear position indicator, two trips, the engine temperature, stopwatch ... The tachometer needle classic is more readable. It is surmounted by a string of blue LEDs that serves shift light. It's very visual in action.
Like previous models, the practical aspects are missing: no safe in the course saddle and a rather symbolic protection. For once, this R version, Triumph could also offer a silent Arrow approved ideally complement the package. The wheels are those of the standard version. Triumph considered a time to get the wheels in magnesium, but the weight saving was not significant and the price too high. The steering damper is the same as the standard version, but Ohlins trying to find a specific item for this Daytona Triumph and offer a relevant cost.
Moto-Station try the Triumph Daytona 675 R

Engine

It is identical to the standard Daytona 675, which has received a lot of improvements in 2009. There is always a line 3-cylinder 675 cm3, ultra compact, with ribs supporting the bore (74 mm x 52.3 mm stroke). Water-cooled, with 12 valves, it also has a forced air intake. He received a Keihin, triple butterflies, 44 mm in diameter.
This injection system has a mechanism to allow a slightly open butterflies dlors closures accelerator at high speed. This is to give an effect of "light throttle" entries in fast corners, and thus dispense with a mechanical slipper mounted on the clutch. It's pretty compelling to use. This complex system, which also uses the services of lighting, appeared on the 2009 model. It has been refined with the arrival of the shifter. The racing kit of the brand still has a slipper clutch.
Moto-Station try the Triumph Daytona 675 R

Chassis
The changes are very visual. The inverted Kayaba fork 41 mm series gives way to a Ohlins NIX30 of type 43 mm, requiring a change in the triple clamps. It is adjustable for preload, rebound and compression. As with al Yamaha R1, for example, the functions of expansion and compression are separated, sitting on each tube.
These settings are accessible at the top of the fork tube. Integrating cartridges 30 mm, it has a depression and a very progressive relaxation. This fork is specific to the Daytona 675 R and can not be controlled with Ohlins unit. The rear shock is a TTX36 model, well-known competition. It is adjustable for preload, rebound and compression. Both hydraulic settings are easily accessible at the top of the shock absorber: ideal setting to change between the two sets of towers. The brake calipers are radially mounted Brembo Monobloc. They replace Nissin the standard version. The master cylinder Brembo 18 mm replaces Nissin 19mm.
Despite transplant these hi-tech elements, geometry values ​​do not change and remain among the most compact of its kind: 1395 mm wheelbase, 23 , 9 ° angle of steering column and 185 kg fully fueled announced as the standard version: according to Triumph, the Brembo carbon and the Ohlins R offset the heavier elements.
Moto-Station try the Triumph Daytona 675 R


Sunday, 8 September 2013

Motorcycles Zero S and DS-2013: Remeber

Practice

Price: € 13,995 (ZF8.5), € 15,995 (ZF11.4) Colour: Black, yellow (S), orange and khaki (DS) Warranty: 2 years parts and labor, unlimited mileage Availability: Immediate 



Moto-Station try the Zero S and DS 2013

Engine and battery

The Zero S and DS are available in two versions, depending on the capacity of the battery (lithium-ion voltage from 102 volts). The ZF8.5 is capable of delivering a power of 8.5 kWh and 11.4 kWh for ZF11.4 given. These maintenance-free battery and no memory effect (they tolerate and manage partial refills) are designed to 3000 full charge cycles, a theoretical lifetime of 415,000 km for the ZF8.5 and 552,000 km for the ZF11. 4.
What come see! A simple socket (connector in the frame above the deck left driver) can fully charge in 6 hours (ZF8.5) to 8:00 (ZF11.4). However, in the thirty stations with CHAdeMO taken (list available on the Internet), 1 hour is sufficient to reach 95%.
Z-Force engine 75-7 is the most powerful and most compact brushless motors (brushless) air cooled. His life is equivalent to that of batteries. Side performance, it delivers 40 kW (about 54 hp) and an impressive torque of 92Nm.
controller and controller are integrated, as well as the charger power 1.3kW. All these elements are sealed and bear the heavy rains: no need to worry, there is no risk of electrocution. The motor is connected directly to the rear wheel without clutch via a maintenance-free belt with an automatic tensioner.
Good news, these bikes can be driven by holders of A2 license as for electrical machines, the legislation takes account the average power (16kW) and not max (40kW).
Moto-Station try the Zero S and DS 2013

Automonie theoretical (S / DS)


CityHighway (89km / h)CombinedHighway (113km / h)Combined
ZF8.5166 km/153 miles103 km/92 miles127 km/114 miles85 km/74 miles113 km/100 miles
ZF11.4220 km/203 miles137 km/122 miles169 km/153 miles113 km/98 miles150 km/132 miles

Chassis

The frame and swing arm of Zero uses aluminum. In addition to the double side beams, a lower cradle allows the attachment of additional elements. Back loop welded to the main portion, is of the same metal. The motor and batteries are compact enough, the frame is also giving a thin and narrow machine. The center of gravity is not very high and well centered masses. This allows a healthy and dynamic behavior.Coupled with a wheelbase of 412mm 1 (for S, 433mm and 1 for the DS), a rake of 23.3 ° (26 ° for the DS) and hunting (79 mm to 113 mm DS) it gives a cocktail agility and effective liveliness.
The width of the Zero S tires (front 110 mm against 130 in the rear, 17-inch) also facilitates changes angles. These dimensions rather common open to the Zero S a wide choice of tires mounted. The Zero DS is itself equipped with 19-inch wheels in front and 17 rear, pavements 100 and 130 mm. To suspend this little world, inverted fork (deflections of 140 mm for S, 178 mm for the DS) is adjustable for preload, compression and rebound damping as well as the (149 mm and 195 mm travel). The latter is mounted directly, without reference rods.
Listed brakes is Nissin was chosen by Zero, with a 310mm disc with dual-piston caliper at the front and a 220 mm disc with single bracket piston rear. No ABS system is not available at the moment.
The total weight of the Zero S is 173 kg when ZF11.4 and 159 kg for ZF8.5. The Zero DS is slightly heavier (179 kg and 165 kg). Both bikes are a total load about 170 kg. Note that the weight does not affect the engine power: only autonomy is reduced due to the extra weight. A good point.
Moto-Station try the Zero S and DS 2013

Instrumentation

The instrument uses a classic block with a central tachometer needle surrounded by a liquid crystal screen right (combining speed, battery gauge, odometer and two trip partial) and classical group of lights left ... no neutral light, of course! Above the tachometer sits a large light-up green when the machine is ready to roll. Practice. It is however unfortunate that the needle of the tachometer, which rises and falls without indicating anything really specific, was not quite used to display the instantaneous torque delivered by the engine ...
Moto-Station try the Zero S and DS 2013

Smartphone Connectivity

One of the features of Zero is the ability to connect your bluetooth iOS or Android smartphone to your bike, via a dedicated application. Besides the large amount of displayable information (speed, battery level, remaining until full charge, number of cycles already completed, miles or time remaining before the "dry down" torque value supplied battery voltage time ... ), it is possible to configure the Eco mode as desired.Through simple sliders, you can set the torque, the engine brake, maximum speed ... Interesting, useful and really well thought out.
Listed gadget, you can specify a value of consumption of a thermal vehicle and display liters of fuel saved and CO2 emissions avoided. Will swell the pride of eco-citizen you sleep! In case of problems with the bike, finally, a button to send the data directly to the machine zero for expertise and research of solution or come into contact with telephone technical assistance. Still a good idea ...
Moto-Station try the Zero S and DS 2013

Options

- Kit taken CHAdeMO + Quick-charging 
- Windscreen / Windshield 
- Luggage Set top box and Givi hard or soft 
- Heated grips 
- 12 V socket or USB GPS and smartphone 
- handlebar holder for smartphone 
- Handwraps ( DS) 
- clutch options to customize performance 
- clothing lines 
Read more at 

Ducati test Hyperstrada: The Hypermotard daily

The vintages follow and it is always surprising efforts by Ducati to try to impose the kind supermotard. Since the first of its kind, the Hypermotard 1100, launched in 2007, Bologna then perseveres that sales of such motorcycles show at least irregular from one country to another. For 2013, we are entitled to a brand new Ducati Hypermotard family. It has three models built around a motor / common chassis that incorporates a new water-cooled 821 cm3 engine.
Hypermotard 2013 The Hypermotard therefore rubs the SP - its high performance relative - and Hyperstrada tested today. Small fixed windshield, center stand and panniers series: Ducati, it's called a City Commuter, a sort of supermoto daily. Alternative to the KTM 990 SMT , Ducati Multistrada 1200 downsizée ... there are many ways to see this bike. But this new Hyperstrada should quickly take the lead in sales of the brand in France.
Moto-Station tries Ducati Hyperstrada

Comfortable Supermoto

In her white dress, the Ducati Hyperstrada this well and shows the recent aesthetic codes Ducati which quite close to that of the Multistrada beak. This is a moment that Ducati is working on manufacturing quality:. Materials and assembly are again very satisfactory
with the saddle at 850 mm from the ground, the Hyperstrada rivals trails medium capacity market. The seat is wide and is immediately comfortable, thanks to the bead that can provide lower back. With 1.70 m in the fathom, I put toes on each side. The raised handlebars, finally, gives the Hyperstrada more upright posture.
Contact. The twin Testastretta 11 ° second generation snorts in a flattering exhaust sound. It cracks generously to the throttle, choke before gradually in the midrange. The handling is downright easy: the Hyperstrada is a lightweight motorcycle with soft controls, including clutch.
Nevertheless, several small things that we interviewed during the test of the Hypermotard 2013 , remember our good memories. The passage of the first two reports is a stiff hair, as well as the downshift, it must accompany when we go down in seconds.
then the position is on the front, as often this type of motorcycle. We really feel like sitting on the handlebar, like on a Husqvarna Nuda 900 . Braking finally comes standard with an adjustable and detachable ABS, is a bit too abrupt start of the race. It's embarrassing to peaceful pace causing a little kick in the crotch.
Moto-Station tries Ducati Hyperstrada

Modern and efficient, the 821 Testastretta

Our test is conducted on the Island of Beauty and our opener is none other than Bruno Langlois, Ducati in road rally and representing the brand at the legendary Pikes Peak. The guy has put together an itinerary with onions, with special auto and motorcycle rallies: foam, gravel, holes, cant, Hyperstrada will be entitled to all! From the outset, we rediscover the new engine has a nice range, especially for mechanical Ducati.
It can go down to 2000 rev / min on the reports used on the road and leave without knocking. 3 500 r / min to 6 500 r / min, he shows a great force and feeling pretty torque allows overtaking, without having to open wide. Approval side, there are also a very good calibration of the electronic throttle, which faithfully responds to commands from the right hand. When wound, the motor is round and soft. When it opens wide, the bike jumps instantly. It is accurate.
Technically more modern than the air-cooled unit, the new Testastretta 11 ° proves far more quick to climb the towers, with a nice boost at high speed, which pait up front and the rear wheel spinning wheel if you disconnect the traction control. We expected this increased mechanical vivacity, and it is obvious that there are 106 horses.
Efficient, sure, this modern engine may regret will be a couple of tractor Desmodue 1100. 257 cm3 with less, it is to be expected. However, the new twin is not sharp, however, and take in high revs not add much, except that it accepts to find easily exercise. The beach is the most efficient in the area of the 5 000 to 8 000 r / min or current regimes.
Moto-Station tries Ducati Hyperstrada

More agile than stable

Throughout our journey, we take the winding and fast sections. There Ducati unveils Hyperstrada design choices. Directional stability in high-speed line is improved, tacking as soon as the bike hangs a little so as to handle. This is not really surprising: the Aprilia Dorsoduro and other Husqvarna Nuda suffer the same ripples.
stability on the corner in the beautiful curves depends largely on the speed: at 120 km / the Hyperstrada is a rail, but sense of confidence decreases slightly with the increase in speed. And in many of our courses S, the Hyperstrada was less accurate than pure sports roadster:. They can match a Triumph Street Triple R or Ducati Monster 1100 Evo in terms of investment
security is still good, but it is taking very winding roads that we can better understand some of the choices of geometry. On twisty county if it is difficult to exceed 60 km / h, the Ducati Hyperstrada reveals a formidable agility, which allows to catch bad situations involved, in extremis to correct a trajectory to avoid the local wildlife - wild pigs, lazy cows, goats reckless ... -. Example
The 204 kg fully fueled announced also participate in the fun side of Hyperstrada changing support ... hyperfacilement! On a special Rally Corsica, the suspensions are put to the test, and the center stand will hit the ground more than once in the deep road irregularities. No bars shake for all: the Hyperstrada is healthy. However, in control mode, if the saddle suitable for road use, becomes a handicap for its design limits movement. This recalls the KTM 690 Duke on which you can wiggle at will. Still, the fun is, undoubtedly.
Moto-Station tries Ducati Hyperstrada

Conclusion: To play and roll

Back to the hotel to a more normal pace. Between showers, the Ducati Hyperstrada demonstrates its general ease, good comfort saddle and suspension. The small windscreen makes no miracle at most he relieves a little bust.
Audiences are well made, with traction control and ABS fairly progressive, including gravel. Disconnected, these two audiences are adjustable and can be stored at selected levels. But then you stop and navigate the menus to change.
pleasant surprise, large panniers can accommodate a full-face helmet and some trinkets each and s'ôtent easily. After this test, the Ducati Hyperstrada appears as a custom motorcycle to roll over and play a custom motorcycle to ride and play. Dominates the fun, but it is tinged with versatility.
remains a price of € 12,790 fully equipped (luggage, center stand, Ducati Safety Pack), which puts it in rival many bikes offer the same philosophy: KTM 990 SMT , Triumph Tiger 800 and even Honda Crossrunner . A niche for the least played!

Motorcycle tire test 2013: Michelin Anakee III (3)

To play at the forefront of the category of big road trails, high and new technology showcase holder manufacturers range segment, Michelin did not skimp on resources. Exit the technologies used on Anakee II 10 years old, the manufacturer is left almost from scratch to offer the Anakee III, a new tire that is intended for 90% road use and 10% off-road .
And what better challenge than to equip the OE standard meter of the class, the new BMW R 1200 GS ? Michelin ad indeed proudly after three and a half years of work and co-development with the German manufacturer, the French brand makes a technological leap that allows him to strap in 3 Anakee not less than 80% of the new GS factory outlets.
Michelin Anakee III has been designed for the 1200 GS "water", but it is also supposed to bring the best Michelin technology to the entire family trail, whether medium and large cars. The sudden plethora of sizes are available, including a 21 "front, radial or diagonal versions. All are expected to bring more longevity than the bestsellers of this market, but also better stability (single or double, with or without luggage) and increased ease of driving. This is what we could check on the roads in the region of the Algarve. Cap on Portugal!
Moto-Station try the Michelin Anakee III

His majesty is served!

In honor where honor, we begin our testing aboard the Queen Max trails, the BMW R 1200 GS 2013 . A motorcycle that we know well, having long frequented during our comparative wholesale trails 2013 . After riding the "flat fleet equipped with Metzeler Tourance Next, we are so connected to the road by three Michelin Anakee.
But more than making a hasty comparison between these two mounted - the driving conditions between Creuse Algarve being totally different effect - we will remember our first meeting with the three Anakee its reassuring character, not really even on dry pavement.
Launched at the heart of South Portugal eucalyptus forests, roads still dotted with patches of dew, grip offered by the Michelin Anakee III appears to be satisfactory, and the rise of optimal information to anticipate any cop.
Moreover, we urge the Vice reach the limits, to see our machines are equipped with traction control Our mistakes are forgiven without damage. Besides the compound of the tread 100% silica announced as catchier wet, stiffness and very rounded profile of the tire undoubtedly play an important role in giving us this feeling.
Returning to the Portimao circuit speed, the route is now completely dry and 80 kilometers from ideal next winding roads to take the state of sportsmanship Anakee 3.
Moto-Station try the Michelin Anakee III

More road than ever

The Anakee 3 is the road Anakee 2, with a grooving rate of 20%, whereas it was 30% on the Anakee 2. More importantly, it allows a more sporty driving sensations key. Whatever our frame - Honda Crosstourer 1200 , Triumph Tiger 800 , BMW R 1200 GS - its unique frame absorbs the sudden acceleration such as hard braking without deforming excessively.
But most impressive remains its behavior curve. Already putting on the very gradual angle easy entry. Once the big trail stalled on the track, the tire been neutral and offers comparable to a roadster up grip. Again its rigidity allows it to absorb the lateral force without much distortion and provides its sculptures offers more wide smooth surfaces on the shoulders.
With such a grip tread compound can imagine quite tender. Where our questions regarding the longevity of this new tire, although Michelin tries to reassure us on this point. According to studies conducted in-house, the Anakee III would be able to travel more miles than the Anakee II, and even 25% more than the Metzeler Tourance EXP (now replaced by the Tourance Next).
This latter result is certified by a study conducted by DEKRA, but obviously controlled by the Clermont manufacturer. We remain skeptical about the conclusions of this organization and therefore prefer to wait your feedback in the maxitest Moto-Station .
Moto-Station try the Michelin Anakee III

Sculptures in the sculpture

With its forms and unusual bleeding, composed of central strips bevelled, the Michelin Anakee 3 is pleasing to the eye but also through its "sculptures in the sculpture," which act like small claws, the Anakee II should provide even more contact wearing, but also on furniture surfaces.
Again, impossible for us to check: for this test trail, Bibendum had not planned to take us off the beaten track. Shame! Moreover, to meet the expectations of those who remain faithful to the true trail philosophy, Michelin Anakee dégainera in June the Wild, a radial tire studs for use 50% road 50% off road.
Currently, our ultimate test focuses on the handling of the Anakee 3 and feeling transmitted by the front tire. The comparative workshop with Michelin Anakee II (same pressure checked) shows us that the Anakee III is more intuitive guide, and more reassuring to evolve from a tight to each other, the two leading really feel down when the angle exceeds 15 °.
Moto-Station try the Michelin Anakee III

Conclusion: Less versatile but more in tune with the times

If the Michelin Anakee 3 brings some comfort, our rolling on asphalt pace has revealed its sportiness. Its very good dynamic behavior on the road can make the best road building large modern trails. Unfortunately, we find that, given the previous generation, it loses its versatility.
With the upcoming release of the Anakee Wild, more likely to venture into the hollow roads, the choice seems clear Michelin and finally appropriate to user requests. With two references, the new French line is clear: The Anakee 3 for the road, the Wild Anakee for all land.

F6B Honda Gold Wing: To remember

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Price: € 23,990 (at 11/04/13) Colors: Black, Red Warranty: Two years parts and labor, unlimited mileage Availability: Immediate




Engine

Unsurprisingly, F6B takes exactly the technical basis of the standard GL 1800 Gold Wing, namely his famous boxer 6-cylinder 1832 cm3 and its shaft drive and gimbal mounted in a frame aluminimum sized up to the claims of the beast. You will find everything detailed in this test GL 1800 Gold Wing description here .
Nevertheless, the engine of F6B differs in some details. A new mapping is used to limit emissions, associated with HECS3 system (Honda Evolution Catalysing System 3) that incorporates a 3-way catalyst. The differences are imperceptible to drive all that power and torque values ​​do not change. To be confirmed in a larger trial, we have seen here eating this F6B less than 6 km l./100 a wasteful rate, which is very reasonable given the capacity and weight of this luxurious GT . The usual engine speed - very low 2300 r / min at 90 km / h and 3400 rev / min to 130 km / h (counter) - partly explains this result.
A note for reasons of weight and cost The manufacturer has removed the famous electric reverse - yet handy when it comes to maneuvering the bike of 400 kg - and the equally useful control electro-mechanical speed (highway), together accounting for 5 and 3 kg.
If one understands the economic reasons for their absence here, it is unfortunate that these facilities are not at least available as an option to the command (as in BMW, for example).

Warning, this is part of the cycle of the GL 1800 Gold Wing, which differs visually by the color of its frame, its electric reverse and back steps instead of simple footrest on F6B.

Chassis

The effect is misleading: relieved of its generous top box and features a redesigned seat, the F6B seems lower than a standard Gold Wing. There is nothing, however, geometry and ground clearance particular are identical, only the seat height reduced by 15 mm to 725 mm now, having been reviewed. The side panels are slightly retouched. For the rest, the new custom touring Honda retains its strong twin-spar aluminum frame, its pro-link rear suspension and solid fork (diameter 45 mm) with a rare hydraulic anti-dive device. The famous and great coupled CBS-ABS braking is also in the game, including its large rear 316 mm disc, we seek more than on lighter bikes to slow down this road imposing vessel, while two discs before reinforcements come on heavy braking. Despite the power of all, we must still keep in mind the inertia of the bike, while enjoying once again the stability of large slowdowns.

Equipment

It is mainly on the post that F6B differs significantly from the Gold Wing. If you immediately notice its truncated bubble removal of top box (- 20 kg, added to - 8 kg earned on the engine) filled with an aesthetic plastic cover, its plain colors (black or red) extended to cover receiver, the new Honda bagger also hides some less pleasant gaps on a motorcycle still charged € 23,990 (at 12/04/13). In addition to the cruise control and electric reverse, it is also the system preload adjustment of the damper which is the cost of this category change. Previously housed in the dashboard, it is replaced by a knob unfortunately hidden behind the right side cover: not practical if you need to edit the setting regularly depending on the load, solo or duo. GPS is also conspicuously absent, as well as the airbag replaced by a glove box with a capacity of 2.8 liters. Two other small compartments are provided in the back of the fairing. The old mechanical height adjustment bubble disappears too, but we do not want him, given the height of its replacement.
vested in the passenger space is also changing significantly. Now the private folder top box and its speakers, this one is not less pampered by a spacious seat and footrest down, instead of the old steps. Accessories catalog Honda also offers the ability to install on F6B a sissy bar for the passenger to lean on the lower back and thus relieve his arms, the side handles are hardly effective to maintain during acceleration.
's panniers retain their capacity of 51 liters, and allow each shelter a full face helmet. Amputee two speakers and handicapped by the low bubble, the whole stereo is less relevant on F6B in any case beyond the 90 km / h. They have four speakers placed in front of the driver and allows you to connect devices such iPod via USB.

F6B, Honda accessories:

- Heated grips 5 positions 
- High windshield 
- Backrest Seat 
- Rack 
- Main Stand 
- Fog lights 
- Chrome handlebar tips 
- Extension fender chrome 
- Billet axis swing arm chrome 
- chrome side stand 
- dust cover


Motorcycle tire test 2013 Pirelli Angel GT

For the launch of its Angel, Dunlop put dishes in the - very - large and offers us as a theater of this presentation spearhead the Italian Navy: the aircraft carrier Cavour. Press conference halls operational briefing, lunch at the officers' mess and wet braking test on the flight deck is the first half-day of this trial. The next day we will have four sessions on the circuit handling the technical center of Nardo. In short, what this somewhat tortured Pirelli Angel GT and take your eyes!
Moto-Station try the Pirelli Angel GT

Salute

Upon entering this giant metal - 220 meters long and 27 000 tonnes! - What the Cavour, we say we are lucky because it is very rare for civilians to walk the bridge of this type of warship. The rise of the flight by the aircraft elevators way Top Gun deck, with guest star Giacomo Agostini, impress your guests!
front of us, Kawasaki Z1000SX ABS equipped with Pirelli Angel GT, the runway covered with seawater and the Admiralty fleet. It throws! This workshop will consist of a braking test from 90 to 0 km / h in the wet, just to gauge progress in this area by the Pirelli Angel GT compared to the Angel ST. In our comparison of tires Sports / GT, the latter effect, we had not convinced on this point. Investment in early bridge starting signal and go.
Moto-Station try the Pirelli Angel GT

Apontage succeeded!

In the first run, the tires are cold, and that's a good thing to judge the immediate effectiveness of the Pirelli Angel GT. The benchmark braking force I grab with the right lever. Fork dive, the tire hits the tarmac and deceleration produced not long a net stop the machine. Good stability and little trigger anti-lock:. Lot
Second test, this time it is no restraint that I grab the brake: the same conclusion or almost the ABS kicks in but finally not much work to do, so hang it on the ground is good. The last attempt confirm the sensations and even if the strong grip of the flight deck and the non-uniform moisture benefit the Angel GT, progress, however, seems very real.
Moto-Station try the Pirelli Angel GT

More stable Agile

Having had the chance to attend the start of the sea of Cavour (with its six diesel engines developing 100 000 ... horses!), Here we are now inside the technical center of Nardo. The weather is good, and among the great range of machines available, I head for my first session to a Yamaha FZ8 Fazer ABS. The first loops performed at a moderate pace highlight stability.
's Yamaha, although flexible set, not tacks at full load, although a small blur of the front is emerging in the fast curves. Nothing bad, but the feedback we lose the tire for a few seconds. Forcing the pace, one quickly reaches the limits of the machine, but not the tire. It is time to change horses for something more rigorous.
Moto-Station try the Pirelli Angel GT

Big promotion on the grip

At the helm of the powerful and rigid Yamaha R1, I think now be able to push the Angel GT into a corner. And once the new pins similar track and the machine well in hand, I decided to attack. First observation, the light (and short) blur is still there, even if it is more discreet on the Yamaha superbike. The big left curve after the pit straight as we approach more than 250 km / h, which closes will be my test location during the day to highlight this phenomenon.
During heavy braking against by the front tire is perfect. The carcass crashes under duress, gum does not answer and you can start tipping the bike on the corner without a problem, as the transition is discreet profile, progressive. Another good point: the neutrality of the Pirelli Angel GT if the brake lever on the angle you catch. The bike just does not move. When I extirpate the turn, the heavy load of 4 cylinders crossplane happens to be lacking the excellent adhesion of the rear tire.
At full power zone and interim reports, the Pirelli Angel GT wins, but returns to its line with TCS traction control R1. Pressing the button a little muzzles and I support this, too intrusive for my taste, in the middle position. Now, sliding are more pronounced. The tire landed a blow, but the shifting movement is relatively small, before hanging up just as quickly, and leave the same way soon after. We then end up with a machine that moves a little around his steering column, but it is very healthy and it is not necessarily required to continue to ease. Even after a brisk session, no performance loss is a lament, consistency is good.
Moto-Station try the Pirelli Angel GT

Lambada in German

Session Three: I go on a BMW R1200R to see if the technical features of the Bavarian roadster chassis adapts well to the new Pirelli. The front of the German Telelever reduces blur felt a little far, serenity is greater. The grip is still important, both at the front and rear, however even giving big blip when downshifting, the rear wheel locks and creates a lot of movement. A brake test on the angle when approaching a hairpin turn will cost me a good session lambada! Forcing the machine to its line, the motion stops, but this is not very reassuring, and I have to manage these scans - a much lesser extent, fortunately - throughout my session . I must say that I push the BMW in its farthest limits ... and two towers at a normal pace did not reveal the problem. 
To check if this is not the agreement toggle / Angel GT that problem, I take the keys of the Yamaha FJR 1300, another machine equipped with a transmission shaft. After a phase of grip, I take the Yamaha GT tease Pirelli. Despite its heavy weight, the FJR is left lead with ease and comfort - thank you progressive profile Angel GT! - And it does not take long to arrive after the ground clearance of the machine. The footrest rub with love bitumen and soft suspensions require the bike waves full load in large curves. Short stall / hang-recorded with R1 earlier in the day can be found here accentuated by the inertia of the moving mass, but again this is very healthy and it feels safe.
Moto-Station try the Pirelli Angel GT

Conclusion: A significant improvement to be confirmed on the road

Difficult to find fault with the new Pirelli Angel GT on this presentation. The grip is important, both in the front and the rear, the announced escalation is there and the DNA of the sport certainly this brand. Only a small reservation on the little fuzzy felt largely prevents the curve to the no-fault (in the dry) but once seated on the corner, nothing to say. The wet grip seems to have made a leap forward, but only one test in more normal conditions will confirm (the grip with a flight deck of aircraft carrier is not quite the same as our roads!)

Protection test TT Enduro Cross: Stone guard Alpinestars A-10

Equipped with the rockfall Alpinestars A10, we rolled into various test in order to deliver our print this protection dedicated to the motorcycle offroad conditions. However, these conditions have been limited largely to motocross. The reason is simple ... The Alpinestars A10 is clearly a protection designed to be worn over the shirt motorcycle. Indeed, imposing shoulder but also protection at the broad belly does not make it a pleasant and practical protection - not very aesthetic, for that matter - to be worn under a shirt. Under these conditions, therefore difficult to use the rockfall Alpinestars Enduro discipline where most of the time you wear a jacket. It does not go below ... and it is better to forget! That the outset limit the range of the A-10.
Moto-Station tries the front stones Alpinestars A-10

Lightweight for A10

When put on the front stone Alpinestars A10, we appreciate on its lightness. After an initial inconclusive test, the rockfall not staying in place during a tour of land, a return to the starting point is needed. This defect will allow to see that the height adjustment front and behind the shoulders - BTR screw - is quite effective. Once done, the rockfall TT is in place and is forgotten.
Overall ergonomics of the A10 is good, thick foam shoulder pads provide some comfort. The rigid parts of the rockfall cross Alpinestars are connected to one another by a flexible material, which allows the protection to properly follow the movements of the body. We can not complain much about the A10 from an ergonomic point of view. Whatever ...
Moto-Station tries the front stones Alpinestars A-10

SNB only

Stones ... this barrier is designed to accommodate a neck protection. Therefore, it has a removable portion at the front and a notch in the back to slide the "hind leg" of a neck brace. If you have a Bionic Neck Support - the neck brace at home Alpinestars - no worries, it's perfect. But it spoils quickly if, like us, you try to associate the A10 a Leatt Brace. As for the other neck protection (Omega Ortema, Moveo ...), they will not find any of their place on the Alpinestars A-10, it is said.
Moto-Station tries the front stones Alpinestars A-10

Maybe a little too light?

In practice, we appreciate the maximum ventilation rockfall Alpinestars in hot, a little less when riding in the mud. There is also a detail mud revealed: the straps A10 just be clipped on each side of the abdominal area. And when we passed a handle to make plastering by friends, mud tends to pinch clips. Side protection, the facial part encompasses much torso and abs and shoulder pads are quite reassuring. For the backbone, there is not necessarily anything to complain about, but for someone who used to wear protective vests, be published this very (too?) Light.
Moto-Station tries the front stones Alpinestars A-10

Practice the rockfall, but ...

Finally, from a practical point of view, it is good, but not quite reached this rockfall Alpinestars A10. Thus, we can remove all the inner foam to wash. They are mostly maintained by pressure, but even Velcro to the plastic. So far, no problem, the idea is pretty good, except that the scratches in the plastic part tend to come with foam. It does not really. Rest assured, pressures provide the necessary support to avoid losing foams and suddenly, the good news is that the rockfall and foams accept wash pressure washer.
Moto-Station tries the front stones Alpinestars A-10

Balance Alpinestars A10: Could do better, much better!

Light, airy and rather practical qualities to be recognized Alpinestars A10 well. However it is not completely convinced by this dedicated to motocross rockfall. Cutting inconvenient inducing limited use, quality of finish is not up to this qu'Alpinestars is used to present, especially at 149 € breastplate ... In short, a first-generation firewall stones-which leaves us rather unsatisfied. The last born from Alpinestars A-8, however, we seem more successful.

Ducati Diavel Strada: Remeber



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Price: € 19,690 (at 17/04/2013) Availability: immediate Colours: anthracite Warranty: Two years parts and labor, unlimited mileage 



Moto-Station try the Ducati Diavel Strada

Engine

The Ducati Diavel Strada remains faithful to block Testastretta 11 ° initiated on the Diavel. As the Multistrada 1200, the drawing of the camshafts was revised compared to superbikes brand to increase flexibility at low speeds, improve roundness and combustion cycle operation favoring close explosions. The sports genes remain, and if twin L agrees to take 2 000 r / min on intermediaries, its approval is less in its evolution at low speeds in the rhythm changes.
Strada The Diavel takes the trappings of audience the standard Diavel as ride-by-wire, three engine mapping (Sport, Touring and Urban) or the Ducati Traction Control adjustable from 1 to 8 and unplugging the environment. Maintenance side, the range of revisions is 12 000 km or one year and the valve adjustment with belt replacement is 24 000 km by simple precaution.
Moto-Station try the Ducati Diavel Strada

Chassis

Ducati has taken the entire chassis of the Diavel Strada while we expected a reinforced rear loop framework to support the luggage. Given the limited amount of it, it probably has not been deemed necessary to change this part of the frame. The steel mesh is also unchanged at the front, just like the beautiful aluminum swingarm. The side plates, aluminum also are receiving mixed back loop (underbody and wheel are made ​​of polymer).
Turntables footrest are different to match the philosophy of the Ducati Diavel GT Strada. The controls are slightly advanced, the footrest back incorporate the anchor points of the classic version, but the elevated seating and remote provides more space to unfold the legs. Wider and more curved towards the driver, the new handlebar is designed to relieve the shoulders and allow a more upright posture.
rims to 14 branches involved in the visual signature of the Diavel in the purest spirit custom. The rear wheel off 8 inches and huge Pirelli off 240 mm impress. The brakes have nothing to envy to a sport radial Brembo calipers, master cylinders upscale, progressive and accurate ABS. Kerb weight is announced against 245 kg 239 kg for the standard Diavel.
Moto-Station try the Ducati Diavel Strada

Equipment / Manufacture

The finish of the Ducati Diavel Strada is truly remarkable. Nothing out of the ordinary considering the price of the beast ... Ducati has some very neat visual details to stop: wheels, trim, exhaust ... The dashboard, rich in information, is divided into two parts, one located on the reservoir. This brings in the idea of instrumentation Yamaha V Max. Readability is average and it is necessary to leave the road ahead to read certain information. A 12 V takes place next to the counter.
equipment Strada this version includes a comfort seat with sissy bar, detachable bags and windshield. Removable via a key lock different from the ignition, the suitcases are not inhabitable: just enough to bring rain suit, U-lock and a few trinkets. The windshield provides a protection varies depending on the size of the pilot: it can save the bust or just let it slide drops of water to the height of the driver's helmet ...
Moto-Station try the Ducati Diavel Strada
 

KTM 390 Duke: To remember



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Price: € 5,090 (au18/04/2013) Colors: single, white and orange Warranty: Two years parts and labor, unlimited mileage Availability: June 2013 



Moto-Station try the KTM 390 Duke

Engine

The KTM Duke 390 has a brand new engine 375 cm3 assembled on a specific chain Bajaj factory in India. Internal dimensions favor the bore at the expense of the race (type super square, showing 89 mm piston diameter and stroke 60 mm) to allow an interesting power, thanks to a high maximum speed (for a single, is 9500 rev / min for maximum power) and optimized via large filling valve. This "small" 4-stroke technology obviously inherits single drum home. Weighing only 36 kg, it has trees superposed box (more compact housings), a forged piston, a treaty Nikasil cylinder, DOHC and hard rockers treated carbon to extend their life and reduce friction at distribution.
pollution is at the heart of the concerns of motorists, the 375 cm3 has a dual ignition to optimize combustion and fuel injection to reduce consumption. Made in collaboration with Keihin electronic fuel injection that also allows to easily adapt the motor power to the regulation of the new European A2 motorcycle license. Developing Series 44 horses, 390 Duke can be easily clamped to 40 horsepower through a specific mapping.
's exhaust - located under the engine to refocus the masses - has three plenum and a catalytic device regulated. Lubrication is carried out by a high-speed pump for discharging the oil and also the better the pressure within the housing (as in the other single drum of the mark including LC4). The range of revisions is 7 500 km mainly to monitor the proper functioning of the engine and drain the oil as (quantity and quality) is also of crucial importance to a small displacement (partly due to the low capacity wet casings).
Moto-Station try the KTM 390 Duke

Chassis

Part of the KTM 390 Duke uses a known pattern with a steel mesh that mixes perfectly round tubes and other ovals. He is one with the back loop (a loop back bolt was probably more expensive to produce). Yet it would be an argument during a slide, when only the back loop requires replacement.
The swingarm is made ​​of aluminum die-cast: a manufacturing method that was able to show profitable long. As the frame is produced by Indian subcontractors Bajaj. Alloy wheels come for their Chinese subcontractors while the brake calipers branded Bybre - for "By Brembo" - are actually made ​​by an Indian subsidiary of the Italian manufacturer. The ABS is entrusted to a master in the field, namely Bosch specialist team that the 390 Duke of 9MB disconnectable system. The WP suspension are very convincing for a bike in this category. However, only the shock absorber has a preload adjustment.
Moto-Station try the KTM 390 Duke

Equipment - Manufacturing

To € 5,090 with ABS detachable series, we must recognize that the KTM Duke 390 has a very honest quality workmanship. While the color is unique and some electrical connections right side deserve more discretion. However, the 390 Duke looks good and it is clear that KTM has more to catch up on the volumes on the gross margin of the vehicle, as is usually the case in small cars.
Regarding equipment, appreciates presence passenger handles less volume very small trunk mounted under the seat. The dashboard is modern, fully digital, and takes the shape of the KTM 125/200 Duke. Very complete and quite readable, it provides information on speed, engine speed, gear, average consumption and the remaining distance to empty. It also includes a clock, two trips, fuel gauge, engine temperature remains one of very high even in normal use graduations.
We deplore the absence of adjustments to the brake and clutch, always useful for small hands, especially women who are probably also interested in the 390 Duke.
Moto-Station try the KTM 390 Duke