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  2. At last week’s CIMA show in China, Benda showed two new V-4 engines, one of which was this 1,198cc version. (Benda Motorcycles/)Over the years the V-4 engine has become totemic as a pinnacle of motorcycle powertrain design, so the idea of an upstart Chinese brand offering one seems unthinkable, but in 2022 Benda plans to introduce two such machines. As a brand, Benda has caused a stir over the last year or so. Back in late 2020 it showed its first four-cylinder concept bike, the LF-01, powered by a 680cc inline-four. It looked like a typical flight of fancy, but in July this year the firm launched the production version, the LFC 700, still looking just as crazy as the concept, along with a second model, the LFS 700. Related: Benda LF-01 Concept Revealed The company has also been teasing plans for a 300cc turbocharged V-twin sportbike, but there wasn’t even an inkling that Benda might be making a V-4 engine until it showed not one but two of them at the recent CIMAMotor show in Chongqing, China. The liquid-cooled DOHC unit is said to produce more than 150 hp, making it the most powerful Chinese-made motorcycle mill yet. (Benda Motorcycles/)The two motors are based on the same design but feature very different capacities to span a wide performance range. Both engines are water-cooled 70-degree V-4s with DOHC cylinder heads and 16 valves, featuring an inlet manifold connecting the four intake ports to two electronic throttle bodies. That’s a hint that these aren’t out-and-out performance engines to challenge motors like Ducati’s Desmosedici Stradale or Aprilia’s RSV4 engine, though they’ll still be some of the most impressive four-cylinders to have emerged from China, with the bigger V-4 potentially the most powerful Chinese-made motorcycle engine of all. The larger version, with the catch name “BD476,” comes in at 1,198cc but has a relatively long stroke and narrow bore when compared to the latest superbike engines. The bore is 76mm and the stroke measures 66mm, giving internal dimensions that match the original 1,200 iteration of Yamaha’s VMAX. The engine’s overall layout is reminiscent of the VMAX motor although this isn’t the sort of out-and-out copy that we’ve seen from some Chinese bikes in the past. Elements like the 11.5:1 compression ratio don’t match the Yamaha’s specs, showing it’s not identical on the inside, either. The VMAX similarity might also indicate the sort of bike that the engine might end up in. Benda might have plans for a sportbike in the future but its initial offerings have been firmly in the cruiser and street roadster classes. The new 1,198cc V-4 certainly promises plenty of performance for that sort of machine; peak power is 152 bhp at 9,500 rpm, backed up by 89 pound-feet of torque at 7,500 rpm. The smaller 496cc unit is externally almost identical to the larger V-4. (Benda Motorcycles/)The larger engine looks set to be the basis of China’s most powerful homegrown motorcycle—though the pace of development from rivals means it could be usurped before the bike is even launched. As it stands, it would beat out the 140 bhp CFMoto 1250TR-G tourer that was launched last year. However, the existence of a smaller V-4 sharing the same overall design comes as more of a surprise. Benda’s “BD453” motor has a smaller 53.5mm bore and a 55.2mm stroke, making it an unusual, undersquare design, with a capacity of just 496cc. Power is, of course, much lower than the 1,198cc engine, coming in at 56 hp and a peak of 10,000 rpm, while torque is rated at 33 pound-feet and 8,000 rpm. Related: Benda Launches New LFC 700 and LFS 700 Models Given the external similarity between the two engines—they’re virtually indistinguishable—it’s clear there will be interchangeable parts, and it’s perhaps no coincidence that a combination of the 496cc unit’s shorter 55.2mm stroke and the larger 1,198cc motor’s larger 76mm bore results in 1,000cc, potentially hinting at a higher-revving, more performance-oriented liter motor in the future. There’s a good chance the engines could serve as the basis for a future high-performance liter project. (Benda Motorcycles/)With production just getting underway on two completely new inline four-cylinder models in the form of the LFC 700 and LFS 700, Benda says it’s going to be 2022 before it’s ready to show the bikes that the new V-4 engines will be fitted in, but the firm’s pace of development has been impressive so far. Unlike most Chinese brands, Benda is also expanding beyond its homeland in terms of sales, already having the beginnings of a European import and sales network in place, so it looks like the company’s offerings are likely to be offered worldwide in years to come. View the full article
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  4. Admin

    Welcome Tahico

    Hello Tahico, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  5. Just to add to the fun our energy supplier went bust yesterday. So all the work I'd done looking for a cheaper deal was wasted. We'll probably end up paying through the nose now.
  6. It's my usual stopping place rather than fimber as they serve food
  7. Hi. Passed it yesterday on me way to Stamford Bridge. Well busy.
  8. Just delaying the evil hour when we embark on whatever physically challenging "fun" my wife has plotted for today. Still haven't recovered from yesterday ffs.
  9. Just keeping you on your toes.............
  10. There was me thinking it was my bloody phone having just done an "update". Wasted an hour of my life faffing about with the sodding thing.
  11. Morning campers! Woke up to the forum offline today! Now thats fixed I might have to go for a ride
  12. Personally I think buying a project to get some hands on experience working on bikes is a brilliant idea. If you're in the USA I've no idea what the rules are for learners but really that's not the point. When you get to that stage you'll just have to follow local procedures. Obviously if you want to test your repaired bike it will need to be off the public highway but you could trailer it somewhere. Get someone who has experience to guide you and just take it sensibly. Wear the right gear. In my experience someone who has just restored a project isn't likely to go mad with it because you'll just destroy all you hard work. My first ride was around private land and I fell off, but I wasn't going mad and no harm was done. It's a steep learning curve.
  13. You do matter young person. have you ever ridden a bike before? Off road or anything. If not, see if a loca bike CBT place willer you have a go before you play on yours.
  14. Still classed as a moped though in todays terminology
  15. Yesterday
  16. Just found out 125 is the max for beginners
  17. Tomorrow I’m buying a 2013 300cc ninja Kawasaki... it’s broken so I’m going to repair it and sell it to purchase a slower one, but I mean what fun is it if you can’t test drive it? Should I test it out in an empty parking lot or would I break something?? I don’t matter but would the bike likely be okay?
  18. Suzuki has released the new GSX-S1000GT for the 2022 model year. The new sport-tourer reflects styling from the GSX-S1000 launched earlier this year, adding a tall shield, a fairing, and a longer seat. (Suzuki/) Way back in June we brought the first technical details of a new sport-touring Suzuki that would join the lineup for 2022 as a sister to the updated GSX-S1000. Now that bike has been launched in Europe and the US as the GSX-S1000GT to replace the old GSX-S1000F. Suzuki has become a master of the art of repackaging existing components into convincing new models, saving R&D costs while maintaining a modern range of bikes. The 2021 GSX-S1000 was a great example, carrying over most of its mechanicals from its predecessor while adding a much-improved style and a veneer of high-tech gadgetry to meet the expectations of riders in the third decade of the 21st century. The recipe remains the same for the new 2022 GSX-S1000GT and GSX-S1000GT+ models. Related: 2022 Suzuki GSX-S1000 First Look The 2022 GT’s engine is also the same 150 hp, Euro 5-compliant four-cylinder seen in the recent GSX-S1000. (Suzuki/) In June, we called the bike the GSX-S1000T—that’s the GT’s internal designation and the title on the type-approval documents that betrayed its existence—but other than that our information at the time was right on the money. The engine in the 2022 GSX-S1000GT is the 150 hp (152PS, 112kW) four-cylinder that was used in its predecessor and in the latest GSX-S1000 naked bike, hitting that power peak at 11,000 rpm and matching it with 79.66 pound-feet (106Nm) of torque at 9,250 rpm. It might not be the latest or most powerful 999cc four on the market, but the motor’s roots lie in the legendary 2005 GSX-R1000 K5 engine. It sits in the same alloy beam frame that’s used on the GSX-S1000 (and the old GSX-S1000F, for that matter), with inverted 43mm KYB forks and Brembo radial calipers at the front. A fully adjustable, 43mm inverted KYB fork up front attaches to a twin-spar aluminum frame. Taller shield is exclusive to the GT; dual Brembo brakes up front come standard with ABS. (Suzuki/) The big change comes at the back, where there’s a new bolt-on seat subframe under completely new tail bodywork, adding more luggage and passenger-carrying potential than the naked GSX-S can offer. A new trellis-style subframe creates attachment points for the side cases and a platform for the long (and grippy) passenger seat. (Suzuki/) While the styling isn’t going to be to everyone’s taste, it’s clearly a more modern look than the old GSX-S1000F offered, with sharp creases and angles replacing the curves and bulges of its predecessor. Neither bike could be called beautiful, but the new GT is definitely closer to current trends. Although the fuel tank area is carried over directly from the naked GSX-S1000, the GT gets an all-enveloping front fairing as well as a longer, more comfortable seat. Up front, modern LED headlights are mounted unusually far forward, right on the leading edge of the nose, surrounded by black plastic. From some angles the effect is similar to that of the current Yamaha R1, where you barely notice the lights at all and the front has a race-style appearance, but from others the Suzuki’s headlamps, sitting under angry-looking, slanted “eyebrows” of LED strip marker lights, look a little unusual. Related: Suzuki GSX-S1000Z New modern LED headlights sit far forward at the bottom edge of the front fairing. (Suzuki/) A brand-new TFT display is the focus of the cockpit, and can support smartphone connectivity. New cast aluminum handlebar is rubber mounted to dampen vibes. (Suzuki/) Electronics are inevitably another focus of the Suzuki’s updates, and the GT gains a new 6.5-inch color TFT dash (the first Suzuki to do so) to replace the old LCD unit, and it includes smartphone connectivity via the Suzuki mySpin app. That means you get info about calls, navigation, contacts, music, and even an appointment calendar on the display if required, all synced to your phone. The GSX-S1000GT also receives the full ride-by-wire suite made up of power modes, adjustable traction control, quick shifting, and more. (Suzuki/) Elsewhere, the multiple riding modes, altering power delivery and output as well as rider aid settings to suit riding conditions and preferences, are the sort of tech we’re used to seeing these days, and there’s a bidirectional quickshifter as standard. The GT also gets cruise control and Low RPM Assist, which helps prevent embarrassing stalls when pulling away. You’ll have to upgrade to the GSX-S1000GT+ trim to snag those quick-release 36L side cases; the base model comes naked. (Suzuki/) At 226 kilograms (498 pounds) the GT is 11 kilograms (24 pounds) heavier than the model it replaces, hinting at its more serious touring intentions, and the new subframe allows the fitting of quick-release panniers that are optional on the GT model, but come standard on the GT+ (at least in the States). It’s still lighter than its closest competitor, Kawasaki’s Ninja 1000SX, which comes in at 514 pounds, as well as being more powerful than the Kawasaki. In Europe, the 2022 GSX-S1000GT will carry a price tag of 11,599 pounds sterling, which is nearly identical to the Kawasaki’s, and the bike is set to reach European dealers in November as a 2022 model-year machine. No pricing has been released for the US models just yet, but when the GT reaches US Suzuki dealers in early 2022, it’s also likely to cost somewhere very near the Ninja’s $12,599 MSRP. The GSX-S1000GT comes shod with Dunlop Sportmax Roadsport 2 tires as standard equipment. (Suzuki/) There’s also a completely new tail with passenger grab rails and new LED lighting out back. (Suzuki/) The GSX-S1000GT will be available in two colors: Metallic Reflective Blue (shown)… (Suzuki/) …and the Glass Sparkle Black option. (Suzuki/) View the full article
  19. The thing that makes you a strager is that you're new here. If you had been on the forum for a while that would be different, but two posts (both in this thread) makes you new aka a stranger. Yes I'm London based, but you state that you find the current crop of video's out there boring as they are mostly riding only video's and not interviews finding out about the riders/owners, but you then say that you want video's of the bikes revving, rolling shots and burnouts with an odd interview of two. Make your mind up please. I'll be passing on this one
  20. On this forum I think all you have to do is mention biscuits
  21. Perfect for almost any weather.View the full article
  22. This is not even close to a commercial project, more like a mini-documentary, and the title says that we are looking for volunteers The most we can offer is a social media page promotion, and maybe some cookies and coffee
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