Benelli leoncino 500

The Legend is back!

With over a centenary of heritage and inspiration to draw from, the new CentroStile Benelli has managed to re-imagine one of the Pesaro firms most beloved motorcycles, the Leoncino.
This all new design from CentroStile Benelli perfectly matches the motorcycles sharp forms with harmonious lines all while excluding the pure emotion that Benelli is famous for. Read more

 

General informations Brand  Benelli Template  Leoncino 500 preparation  Leoncino 500 ABS (2017 - 18) Category  Naked Production start  2017 End production  na Price from  € 5,990 - ex-dealer warranty  3 years Optional  na Measurements Length  2,139 mm Width  877 mm Height  1.120 mm Minimum height from the ground  145 mm Seat height from ground MIN  785 mm Seat height from the floor MAX  na Wheelbase  1,443 mm Dry weight  186 Kg Weight in running order  na

Read more about Benelli leoncino 500 click here

Yamaha YZF-R1

2018 Yamaha YZF-R1M Supersport Motorcycle

 

 

 

 

The new Thunderbird X. Made for urban

 Royal Enfield Thunderbird 500X

 Royal Enfield’s resident cruiser, the Thunderbird, goes under the knife for an urban makeover. Here’s Sherman’s First Ride Report of the Royal Enfield Thunderbird X.

No matter how much criticism Royal Enfield gathers, it is the current undisputed king of the manufacturer hill. Whether you hurl a few curses towards obsolete technology, or moan about reliability issues, Royal Enfield is still selling more motorcycles than you can keep up with. And ‘keeping up with’ is the absolute key concept here. A lot has changed in this current crop of REs, and you’ve got a lot less to complain about. Or you could just try a little harder, you know, because just appreciating a motorcycle for what it is, is something we privileged lot tend to let slide so easily.




Enter the new Thunderbird 500X, a descendant of the Thunderbird 500 that’s got some new paint slapped on, a new seat, a new handlebar, and a set of alloy wheels. So what makes it so special then, if at all? Well, it would have to be the rather tasteful approach RE has taken in converting an already successful motorcycle into something more modern, youthful and urban friendly. While still keeping the retro feel around, of course. Rather tricky business, don’t you think? The devil is, as always, in the details. Or maybe Triumph’s Street Twin had a bit of a say in the matter. Either way, it appears RE is going to make the Triumph-Bajaj approach in 2020 a rather tricky one.

 First off, although the silhouette has remained more or less the same, the shortened rear fender and removal of the pillion backrest give the 500X a more compact overall feel and stance. The new orange and blue paint scheme options the 500Xs come in are just lovely to look at, and as always, paint quality is excellent. There’s just a bit of exposed wiring around the fuel-injector area that’s a tad untidy. And based on the amount of Thunderbird 500 owners that opt for aftermarket alloy wheels, Royal Enfield has taken this step for them and added in the 9-spoke alloys. Again, looks are a subjective matter, and I personally think blacked out spoke wheels would have looked equally as good, if not better.

Of course, there’s also been a slight change in seating position. With the new handlebars, you tend to have a slightly more aggressive forward lean, which is great for making it a more involving ride. But unfortunately, the foot-pegs remain in the same forward biased position they were on the older Thunderbird 500. While it isn’t really a hindrance per se, it just makes the seating position a little awkward, which should get more pronounced with the decrease in rider heights. Tilting the handlebar a little closer to the rider should correct this, but it will also take away from the slight aggressiveness of the seating posture.

While the rider’s seat is wide, has decent thigh support and sufficient room to move around, the pillion seat has gotten rather diminutive in the pursuit of aesthetics. The new split grab rails are tucked away nicely under the seat. However, since the 500X has the same sub-frame as the regular Thunderbird, it should have the same mounting points for the grab rail; ergo the backrest from the Thunderbird can replace the grab rail and make the motorcycle more pillion friendly if the necessity arises.

Since the engine and other cycle parts remain the same as the regular Thunderbird, the 500X retains the friendly overall ride experience. But, as I’ve said before, the devil is in the details, and a lot has improved from the older generation Thunderbird. For starters, the ride quality, while always good over bad roads, has improved in overall stability. The 500X really encourages you to push deep into corners, with the weight of the bike actually working to its advantage here. The best part is you don’t really feel the weight of the bike when flicking about between corners. This is due to its low center of gravity, which sort of cancels out the vagueness associated with a 19-inch front wheel.

And the 500cc Unit Construction Engine has improved vastly over the first versions of this engine; fueling and power delivery have gotten a lot smoother. While newer riders may still fault the bike for vibrations, these aren’t bad vibrations in any way; what else would you expect from a big-bore, long stroke single cylinder engine? Even the gearbox has seen massive improvements. The shifts feel precise and solid, and gone are the false neutrals that used to plague Royal Enfield motorcycles.

If you’re keen on an everyday motorcycle that sails over bad roads, has got the neo-retro image nailed down, and isn’t shy to touring the countryside, the Thunderbird 500X is a pretty neat package. For the amount of flak that Royal Enfield gets for producing outdated motorcycles, I must say I’ve walked away from this experience rather pleasantly surprised, and you will too. Especially if you’ve ridden some of the older Royal Enfields. And for a price increase of Rs 8,000 over the regular Thunderbird 500, this increase is quite justified; considering you now also get alloy wheels and tubeless tyres. Sure, it may cost a bit more than your regular budget cruisers like the Bajaj Avengers, Suzuki Intruder 150 and UM Renegades, but there’s no replacing the soothing feel of a torquey big single.

Height 1140 mm

Length 2040 mm

Wheelbase 1350 mm

Engine

Single Cylinder 4 Stroke, Air cooled, 499cc, 27.2 bhp @ 5250 rpm, 41.3 Nm @ 4000 rpm, 5 Speed, Electronic Fuel Injection

Chassis

Single down tube, Front suspension: 41mm forks, 130mm travel Rear suspension: Twin gas charged shock absorbers with 5-step adjustable preload, 80mm travel

Brakes & Tyre

Front Tyre: 90 / 90 - 19" - 52 P TL
Rear Tyre: 120 / 80 - 18" - 62 P TL
Front Brakes: 280mm ventilated disc, double piston caliper
Rear Brakes: 240mm ventilated disc, single piston caliper

Dimensions

2040 mm * 1140 mm * 830 mm
Fuel Capacity: 20 litres approx. *
Kerb weight: 197 kg
Ground Clearance: 135 mm

* The above values are approximate and the actual fuel filling capacity will vary from the values mentioned.

2014 MV Agusta F3 800 First Ride

2014 MV Agusta F3 800 First Ride and technical specifications Identification
Model Type	Sport
BASE MSRP(US)	$16,598.00
Dealers	MV Agusta Dealers
Warranty	24
Insurance	Get a Quote
Finance
Engine:
Engine Type	Horizontal In-line
Cylinders	3
Engine Stroke	4-Stroke
Horsepower (bhp/kW)	148 / 110.4
Horsepower RPM	13000
Torque (Ft Lbs/Nm)	64.9 / 88
Torque RPM	10600
Cooling	Liquid / Oil
Valves	12
Valves Per Cylinder	4
Valve Configuration	DOHC
Bore (mm/in)	79 / 3.1
Stroke (mm/in)	54.3 / 2.1
Displacement (cc/ci)	798 / 48.7
Compression Ratio	13.3:1
Starter	Electric
Fuel Type	Gas
Carburetion Brand	Mikuni
Fuel Injector	Yes
Fuel Injector Size (mm)	50
Carburetor	No
Carburetion Type	Fuel Injected
Transmission:
Transmission Type	Manual
Number Of Speeds	6
Primary Drive (Rear Wheel)	Chain
Gear Ratio (1/2/3/4/5/6)	2.85 / 2.13 / 1.78 / 1.58 / 1.43 / 1.32
Reverse	No
Final Drive Ratio	2.41
Wheels & Tires:
Wheels Composition	Aluminum
Tube / Tubeless	Tubeless
Front Wheel Width (in)	3.5
Rear Wheel Width (in)	5.5
Chromed	No
Tire Brand	Pirelli®
Front Tire Width	120
Front Tire Aspect Ratio	70
Front Tire Speed Rating	Z
Front Wheel Diameter	17
Rear Tire Width	180
Rear Tire Aspect Ratio	55
Rear Tire Speed Rating	Z
Rear Wheel Diameter	17
Front Tire (Full Spec)	Pirelli® Diablo Rosso Corsa 120/70 ZR17
Rear Tire (Full Spec)	Pirelli® Diablo Rosso Corsa 180/55 ZR17
Brakes:
Brake Brand Name	Brembo®
Front Brake Type	Dual Hydraulic Disc
Front Brake Diameter (in/mm)	12.6 / 320
Rear Brake Type	Hydraulic Disc
Rear Brake Diameter (in/mm)	8.7 / 220
Anti-Lock Brakes	Standard
Linked Brake System Front to Rear	Standard
Suspension:
Front Suspension Type	Inverted Fork
Front Suspension Size (in/mm)	1.7 / 43
Front Travel (in/mm)	4.9 / 125
Front Adjustable Fork Pre-Load	Yes
Front Adjustable Rebound Damping	Yes
Front Central Suspension Strut	No
Front Suspension Brand Name	Marzocchi
Steering Damper	No
Rear Suspension Type	Single Sided Swing Arm
Rear Travel (in/mm)	4.8 / 123
Rear Adjustable Shock / Spring Pre-Load	Yes
Rear Adjustable Rebound Damping	Yes
Number Rear Shock Absorbers	1
Rear Suspension Brand Name	Sachs
Rear Suspension Material	Aluminum
Air Adjustable	No
Steering:
Steering Control	Handlebar
Technical Specifications:
Length (ft)	6.76
Width (in/mm)	28.5 / 725
Wheelbase (in/mm)	54.3 / 1380
Ground Clearance (in/mm)	4.9 / 125
Length (ft/ft)	6
Length (ft/in)	9
Dry Weight (lbs/kg)	381.4 / 173
Fuel Capacity (gal/l)	4.4 / 16.5
Fuel Capacity Reserve (gal/l)	1.3 / 5
Engine Displacement to Weight (cc)	2.09
Seats:
Seat Type	Two-Piece
Adjustable	No
Seat Material	Leather
Seat Location	Driver and Passenger
Folding	No
Seat Height (in/mm)	31.7 / 805
Number Of Seats	2
Grab Rail or Strap	Standard
Exterior:
Frame	Aluminum / Steel
Body Material	Thermoplastic
Hand Grips	Standard
Foot Peg Location	Driver and Passenger
Chain Guard	Yes
Drive Shaft Guard	No
Fork Guards	Yes
Saddle Bag Guard	No
Belt Guard	No
Hand Guards	No
Brush Guard	No
Heel Guards	Yes
Exhaust Guard	Yes
Light Guard	No
Radiator Cover	Yes
Side Cover	Yes
Front Fender	Standard
Rear Fender	Standard
Lower Fairing	Standard
Spoiler	Standard
Handlebars	Standard
Upper Fairing	Standard
Instrumentation:
Digital Instrumentation	Standard
Tachometer	Standard
Trip Odometer	Standard
Trip Computer	Standard
Lap Timer	Standard
Speedometer	Standard
Temperature Warning Type	Gauge
Fuel Level Warning Type	Gauge
Pricing:
Warranty (Months/Condition)	24 / Limited
Identification:
Generic Type (Primary)	Sport
Manufacturer Country	Italy
Introduction Year	2014
Manufacturer Recommend Minimum Age	16
Display Name	F3 800 With ABS
Paint & Finish:
Paint	Standard
Lights:
Halogen Headlight (s)	Standard
Glass:
Rearview Mirrors	Standard
Windshield Lowers	No
Height Adjustable	No
Tinted	No
Height	Low
Convenience:
Engine Immobilizer	Standard
Adjustable Levers	Standard

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

2014 MV Agusta F3 800 

Engine

The bore diameter remains unaltered at 79.0 mm; the stroke has been increased from 45.9 mm to 54.3 mm resulting in a displacement increase from 675cc to 798 cc. The power output increases an incredible value of 148 HP at 13,000 rpm coupled with a peak torque value of 88 Nm at 10,600 rpm. The rev limiter has been set to intervene at 13,500 rpm. The timing system is double overhead cam with four titanium valves per cylinder to benefit the high RPM performance. The fuel injectors are also new which guarantee a higher flow rate and increased power compared to those of the F3 675.
The three-cylinder engine is the pinnacle of motorcycle engineering: it's extremely light and compact (weighing just 52 kg) and uses a “closed-deck” shell mold cast crankcase with integrated cylinders. The water and oil circuits are integrated into the actual crankcase castings and their respective pumps are located inside the engine with obvious advantages in terms of styling as well as compactness. Among the innovations on this three-cylinder MV Agusta F3 800 is the counter-rotating crankshaft, a technical solution that prior to the F3 675 was only available on MotoGP motorcycles. The objective? To reduce the rotational inertia effect during quick directional changes and to improve the vehicle balance with the resulting ease of handling of the F3.
The considerably higher performance is reflected, for the same bike mass, in an increased power-to-weight ratio (1.17 kg/HP) compared to the F3 675. And that's not all; the response to acceleration under all conditions as well as the smoothness of the power delivery at mid range rpm are remarkably improved. These two crucial factors immensely increase the pleasure of riding on the road and decreasing lap times on the track.
The 148 HP power output translates into a top speed of around 269 km/h coupled with a modification to the final drive ratio which has been increased from 16/43 to 17/41. Lastly, the mechanical slipper clutch system designed and developed by MV Agusta allows the best performance to be achieved even under hard braking.

Electronics

The three-cylinder MV Agusta project has brought the most advanced electronics ever seen to the middleweight category. The MVICS (Motor & Vehicle Integrated Control System) platform combines total electronic control of the throttle and throttle body with traction control.

The Full Ride By Wire is to all intents and purposes the technological basis of the MVICS platform: the system makes it possible for the ideal throttle body aperture to be defined at any moment in time, so it is not dependent on the angular rotation of the twist grip. There are in fact no mechanical constraints between throttle and butterfly: the injection mapping and ignition are what defines the optimum fuel-air mix to give the best performance at all times and under all load conditions.
The MVICS offers a multimap approach, with three maps devised by MV Agusta technicians and one that can be fully customised by the rider, who mixes the parameters available to obtain the closest solution to his needs.
Traction control is by now a vital pre-requisite: it uses the same operating criteria as the much admired system employed on the F3 675, with 8 different levels that are easily selected using the handlebar controls and the compact, fully digital, dashboard.

Chassis

The excellent handling of the F3 675 are present on the MV Agusta F3 800. Beginning with the wheelbase of a mere 1,380 mm which is a record achievement that acts as the basis of the exceptional ease of handling of this revolutionary three-cylinder.  The frame is the result of a clever combination of a main structure in ALS tubular steel and a middle section comprised of a pair of cast aluminium side plates, as well as the extended swingarm (576.5 mm) which has been designed to provide maximum traction.
The sophisticated Marzocchi front forks with 43 mm diameter legs and 125 mm of stroke offers adjustable spring preload and both compression as well as rebound adjustment. The fork and shock valving is dedicated in order to take full advantage of the higher performance 800cc engine.
The Sachs mono-shock absorber with a travel of 123 mm has a separate piggyback nitrogen reservoir and is fully adjustable for spring preload, compression and rebound. The brake system has been upgraded as well utilizing Brembo monobloc (M4.34a) front calipers to guarantee unrivaled braking performance even under the most severe conditions, especially at the track.
There is no change in the diameter of the two front discs (320 mm) and the rear brake system remains a two-piston caliper mated to a single 220 mm diameter disc. The tyres fitted as standard are Pirelli Diablo Rosso Corsa; 120/70-ZR17 on the front and 180/55-ZR17 rear.

The New TVS Apache RTR 180 With ABS

THE NEW TVS APACHE RTR
180 WITH ABS

PRESENTING THE MOST ADVANCED STREET-LEGAL RACING MACHINE WE HAVE EVER BUILT. THE ALL NEW TVS APACHE RTR 180 - NOW ARMED WITH ABS TECHNOLOGY, AN ANTI-LOCKING BRAKING SYSTEM ENGINEERED EXCLUSIVELY FOR PRO-RACING. OUTFITTED WITH BLAZING-HOT RACING DECALS, THE COMPETITION WILL INVENT EXCUSES TO GET OUT OF THE WAY. ABS ELIMINATES ANY PROBABILITY OF YOUR WHEELS LOCKING ON ANY SURFACE, ANY SPEED, NO MATTER WHAT. ITS INTELLIGENT SENSORS AND PROCESSOR CALCULATE THE SPEED OF ROTATION OF EACH WHEEL, AND COMPUTE THE PRECISE AMOUNT OF BRAKE FORCE REQUIRED. WITH ALL THIS EXECUTED IN THE SPACE OF A FEW MILLISECONDS, IT'S RACING WIZARDRY AT THE FINEST. AND CHEEKIEST. THIS BEAST PERCEIVES ITS WHEELS AS TWO SEPARATE UNITS, INDEPENDENT OF EACH INDIVIDUAL WHEEL-GIVEN THE RTR AND ITS RACER, AND UNBEATABLE [AND ALMOST UNFAIR] RACING ADVANTAGE. WITH ABS, YOU CAN BRAKE LATER, RECOVER FASTER AND EFFORTLESSLY SCREAM PAST THE CHEQUERED FLAG BEFORE YOUR COMPETITION EVER REALIZES WHAT HIT'EM. BECAUSE WHAT'S ABSOLUTE FURY, WITHOUT ABSOLUTE CONTROL?

Apache RTR 180 ABS

Apache RTR 180 ABS

Apache RTR 180 ABS

ENGINE
Type	4 Stroke
Displacement	177.4 cc
Cylinder arrangement	Single
Maximum Power	12.52 kW (17.03 bhp) @8500 rpm
Maximum Torque	15.5 Nm @ 6500 rpm
Bore x Stroke	62.5mm x 57.8 mm
Compression Ratio	9.5:1
Carburetor	UCAL BS-29
Compression Ratio	2 Valves, Single overhead cam
Starting	Electric & Kick Start
Idle speed	1400 +/-200 rpm
Starting	IDI-Dual mode digital ignition
Power-to-Weight Ratio	90.1 kW per 1000kg

ACCELERATION
Max. Speed (Kmph)	124

 
 
 
 

CHASSIS
 
 
Type                                     Double Cradle SynchroSTIFF


SUSPENSION
 
 
Front                                   Telescopic Forks, 105 mm Stroke
Rear                                     Monotube Inverted Gas-filled shox (MIG) with spring aid



TRANSMISSION
 
 
Clutch                                 Wet Multi-Plate
Primary reduction               65/21
Final reduction                   3.385

DIMENSIONS (mm)
Length	2085
Width	730
Height	1105
Wheelbase	1326
Ground clearance	165

WEIGHTS (kg)
Kerb weight	139
Max. payload	130

BRAKES
Front	270mm Petal Disc with ABS & RLP
Rear	200mm Petal Disc with ABS & RLP.
Brake Fluid	DOT 3 / DOT 4.

WHEELS AND TYRES
Rim size	(Front) 1.85 x 17"
Rim size	(Rear) 2.15 x 17"
Tyre size	(Front) 90/90 x 17" (Tubeless)
Tyre size	(Rear) 110/80 x 17" (Tubeless)

Kawasaki W800 Special Edition 2014

2014 Kawasaki W800 Special Edition specifications and  pictures 

Contrast and compare. The W800 Special Edition shines thanks to a black engine and clever highlights. Talk softly, but speak strong. Cool Matt black exhausts sound good and add subtle streetwise character.

Mixing high tech with heritage in one seductive retro package, the W800, with classic, class leading features, makes sound, simple sense in a complicated motorcycling world

The W800, in both looks and feel, stands on the shoulders of the legendary Kawasaki W1, the model that started a brand that spans 45 years. Dark and interesting, the W800 Special Edition mixes Matt and gloss black surfaces with black anodized style rims, detail features and subtle highlights into an intoxicating cocktail.

It offers components meticulously crafted down to the smallest detail and a feeling of authentic quality that can only come from using metal parts. The rumbling of the air-cooled Vertical Twin engine and the distinct handling that comes with large-diameter wheels pays homage to the magnificent machines from an older generation, gone but not forgotten.

Engine type	Air-cooled, 4-stroke Vertical Twin
Displacement	773 cm³
Bore x stroke	77.0 x 83.0 mm
Compression ratio	8.4:1
Valve/Induction system	SOHC, 8 valves
Fuel system	Fuel injection:φ34 mm x 2 with sub-throttles
Maximum power	35 KW (48 PS) / 6,500 rpm
Maximum torque	60 Nm (6.1 kgf-m) / 2,500 rpm
Ignition	Digital
Starting	Electric
Lubrication	Forced lubrication, wet sump
Transmission	5-speed, return
Final Drive	Chain
Primary reduction ratio	2.095 (88/42)
Gear ratios: 1st	2.353 (40/17)
Gear ratios: 2nd	1.591 (35/22)
Gear ratios: 3rd	1.240 (31/25)
Gear ratios: 4th	1.000 (28/28)
Gear ratios: 5th	0.852 (23/27)
Final reduction ratio	2.467 (37/15)
Clutch	Wet multi-disc, manual
Frame type	Double-cradle, high-tensile steel
Rake/Trail	27° / 108 mm
Wheel travel, front	130 mm
Wheel travel, rear	106 mm
Tyre, front	100/90-19M/C 57H
Tyre, rear	130/80-18M/C 66H
Steering angle, left / right	37° / 37°
Brakes, front Type:	Single 300 mm disc Caliper: Twin-piston
Brakes, rear Type:	Drum, 160 mm
Suspension, front	39 mm telescopic fork
Suspension, rear	Twin shocks Spring preload: 5-way
Dimensions (L x W x H)	2,190 x 790 x 1,075 mm
Wheelbase	1,465 mm
Ground Clearance	125 mm
Fuel capacity	14 litres
Seat height	790 mm
Curb Mass	217 kg
Color	Ebony
Price	€8.569

Hero MotoCorp Unveils Diesel Hybrid RNT 150cc TDi Scooter

Hero  RNT 150cc TDi Diesel Hybrid Scooter

Hero  RNT 150cc TDi Diesel Hybrid Scooter

Hero Motocorp has stayed silent all these years when other manufacturers went far ahead of them in terms of the products they're offering now. But with Hero's recent move the company has taken a huge leap. It has unveiled a Diesel concept scooter in India along with four more products, a new CBZ Extreme, Dash Scooter, Leap Scooter and the HX250R.

With the rising prices of petrol all of us used to wondered to have a diesel bike/scooter to commute at lower prices. This time its Hero fulfilling our dreams by launching RNT. Even though its still a concept scooter, Its expected to be launched in the market with some changes. As for now, this concept scooter makes 13.5 bhp of power at 4000 rpm along with a gigantic 35nm of torque at a rather low 1600 rpm using a 4-stroke, liquid cooled 150 cc engine with direct injection and turbocharger. All these power will be transfered to the rear wheel via a 6 speed gearbox. The most surprising feature of the RNT is the optional 2WD(two wheel drive system) system which sends 1kW power down to the front wheel as well via an electric front hub motor which gets two options of either controlling it by a secondary throttle or make it work automatically in conjunction with the standard chain drive at the rear.


Hybrid power is provided by a 16 cell li-ion, 500CCA, 12 amp, dry cell technology battery, which can be mounted in any direction. The alternator features 1500W of continuous electric power , developing 6.5 Amp of current at 230 Volts

With the amount of twisting force available and a weight of just 136 kgs, RNT takes about 6 seconds to reach 60kmph, with a rather low top speed of 70kmph. To stop this gigantic torque, it has got a 300mm rotor with twin-piston at front and 220mm with a single piston calliper at rear. Suspension duties are been handled by a 37mm telescopic front fork at front and adjustable hydraulic dual shock absorber at rear. The wheels comes in the form of 2.75x17 inch alloy with 120/70 R17 rubber and 4.00x17 inch alloys with 150/60 R17 tyres at rear. Fuel tank capacity is at 6 litres which is at par with industry standard and has a ground clearance of 168mm.

All of this makes RNT which was really awaited in India and a good answer by hero to the rising prices of Petrol. Even though it looks a little awkward, not stylish like Honda Dio or Yamaha Ray, but hey, when there's a diesel turbocharged engine then who will stop for the matter of looks??

Key Features and Highlights as mentioned in the official release include

Rugged, utilitarian and practical design
Wide flat loading surfaces with strap bars, as well as multi-use folding front, rear and side racks, a large comfortable seat and spacious foot-boards
2WD via optional electric front hub motor which provides up to 1KW of power to the front wheel
Controllable using secondary throttle
Works independently or in conjunction with standard chain drive
Integrated stationary generator mode providing 1500W of continuous electrical power or 6.5A @ 230V
 Removable secondary LED headlight with internal Li-ion battery. Front mounted LED main headlights for excellent visibility even with the front rack loaded

Hero  RNT 150cc TDi Diesel Hybrid Scooter

Hero  RNT 150cc TDi Diesel Hybrid Scooter