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Crosley Parkway Delivery

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Crosley Parkway Delivery - information: Crosley Parkway Delivery is a very good car, that was released by "Crosley" company. We collected the best 11 photos of Crosley Parkway Delivery on this page.

Brand Name Crosley
Model Crosley Parkway Delivery
Number of views 48588 views
Model's Rate 7.1 out of 10
Number of images 11 images
Interesting News
  • RC 390.

    If you thought the RC 390 was a great bike to own and ride, well, guess what, it becomes even better now. KTM have ditched that underbelly exhaust for a more conventionally mounted end can on the right and have added ride-by-wire technology to help refine the delivery of the 44 PS from the bike’s liquid-cooled 373-cc single-cylinder engine. A slipper clutch has also been thrown in to reduce wheel chatter during trail braking or aggressive downshifting. All of these additions also mean that for the first time the KTM RC 390 is now Euro 4 compliant. Expect these changes to come into the 390 Duke as well.
  • NEW 2016 KAWASAKI ZX-10R.

    With World Superbike regulations becoming ever stricter with regard to modifications, manufacturers have to make sure their production models already have the proper pieces in place. And after winning two World Superbike championships in the past three years, Kawasaki shows that it’s serious about staying at the top of the superbike heap with its all-new 2016 ZX-10R. All of the extensive updates to Team Green’s new literbike were gleaned from lessons learned in WSBK competition and intended to make sure the factory team has a solid base to start from for the coming season. Engine Other than the previous engine’s bore and stroke, there’s little carried over between the old and new ZX-10R. The new crankshaft is lighter for quicker response and improved handling, with a correspondingly lighter balance shaft and rod journals that have a new coating for reduced friction at higher rpm. New 5-gram-lighter pistons, cams with more overlap, and a new airbox (25 percent more volume and air filter with 60 percent more surface area for better fl ow) work with an all-new cylinder head featuring reworked and polished intake and exhaust ports (previously only the intake ports were polished) plus revised combustion chambers. The titanium exhaust valves increase in size 1mm to 25.5mm, and cylinder-wall thickness was increased slightly for a more rigid engine block. The titanium alloy headers use a new heat-resistant alloy that allows thinner wall thickness for reduced weight, and the titanium exhaust canister has 50 percent more volume for better fl ow without increased sound levels. The intake portion of the frame’s steering head was modified to quell intake honk, allowing some freedom in the exhaust for more power without exceeding strict noise restrictions. The transmission remains a racing-style cassette design for quick and easy internal gearing changes. Gear ratios are closer for track use, with shorter ratios in all but first gear. The slipper clutch is 130 grams lighter, and some of the gears have dry-film lubricant coating to reduce friction. A contactless- sensor-equipped quickshifter similar to the H2R is standard, with the optional Kawasaki race ECU offering clutchless downshifts as well. Electronics The new ZX-10R utilizes a Bosch five-axis IMU with software developed in-house at Kawasaki that allows the unit to calculate yaw rate from other sensors, resulting in six-axis operation. This allows the IMU to sense changes in pavement elevation, camber, and the motorcycle’s position relative to them, as well as discern different tire profiles so that the bike is not restricted to just the OEM tires. The Sport-Kawasaki TRaction Control (S-KTRC) system now has five modes of operation instead of three as with the previous ZX-10R. Modes 1 and 2 are designed for racing, while mode 3 is for a “dry circuit with highgrip tires,” mode 4 is for “dry canyon roads or commuting,” and mode 5 is intended for wet pavement use. The Keihin 47mm throttle bodies utilize an electronic ride-by-wire throttle system to control power in addition to ignition retardation. With the Bosch IMU, Kawasaki was able to produce its own version of the cornering ABS that has seen usage on KTM and BMW motorcycles. Kawasaki’s system is called Cornering Management Function and changes braking pressure according to the bike’s lean and pitch angles to prevent it from standing up under braking in a corner. Another new addition is the Kawasaki Launch Control Mode (KLCM), with three modes available. And Kawasaki Engine Braking Control-first seen on the supercharged H2R-manages engine back-torque. Lastly, there are three selectable power modes for the new ZX-10R: Full, Middle (providing approximately 80 percent power), or Low (allowing 60 percent power). Chassis The new Ninja’s frame has also been redone, with the steering head moved rearward 7.5mm closer to the rider, while the swingarm has been lengthened 15.8mm (in addition to extra bracing for more torsional rigidity), resulting in more front weight bias. Wheelbase is now listed as 56.7 inches, almost a half inch longer than its predecessor. An all-new Showa Balance Free Fork featuring an external damping valve chamber utilizes a design similar to the ?hlins TTX/FGR concept, with the rebound and compression damping valves completely separated so that the oil only flows in one direction through the valves; in conjunction with nitrogen pressurization in the damping chamber, this keeps the pressure on both sides of the valves as consistent as possible, drastically reducing cavitation that results in inconsistent damping. The rear Showa Balance Free Rear Cushion (BFRC) shock uses the same concept in its damping valves, and the shock linkage has been revised to allow a broader range of adjustment. Brakes have also been fully upgraded, with Brembo M50 monoblock aluminum calipers with 30mm pistons biting on huge 330mm discs for awesome stopping power. A Brembo radial-action master cylinder equipped with steel-braided brake lines ensures positive and responsive feel at the lever as well as better consistency. Wheels are one of the few components that haven’t been changed, though they are now shod with Bridgestone RS10 street/track rubber in 120/70-17 front and 190/55-17 rear sizes. Bodywork has undergone some restyling, with the windscreen improved for better aerodynamics. Overall weight is claimed at 450 pounds wet with all fluids and a full tank of fuel for the non-ABS model, 454 pounds wet for the ABS model. List prices are $14,999 for the standard ZX-10R, $15,299 for the Special Edition paint, $15,999 for the ZX-10R ABS model, and $16,299 for the ZX-10R ABS with Special Edition paint scheme. How will all of these changes affect Kawasaki’s performance in World Superbike and on the showroom floor? We can’t wait to find out.
  • Vauxhall Viva SE 1.0i ecoFLEX.

    It’s been a few months since the baby Viva went on sale, but because there weren’t any 99g/km ecoFLEX editions available to drive at the car’s launch, we have had to wait until now to get our hands on one. Reviving a legendary name from the past, the Viva wears the Opel Karl nameplate in Europe and replaces the boxy Agila at the bottom of the Vauxhall line-up. Just one sub-100g/km edition is offered, and that’s this entry-level SE edition, however, it comes pretty well kitted out for the cash, with big car features like cruise control, Bluetooth mobile phone connectivity and a lane departure warning system. It’s a shame that you’ll need to cough up extra to get DAB digital radio and a space saver spare wheel, though. It’s a cute looking car, with an appearance that’s a whole lot more appealing than its predecessor. Inside, the dashboard is attractively styled, and though it’s awash with hard plastics, Vauxhall’s designers have managed to make the surfaces look good, as well as giving them a sturdy, built-to-last feel. All of the controls are logically arranged high up on the dashboard, and the white on black instruments are easy to read. The driving position is pretty good, despite the steering wheel only being adjustable for rake and not reach, with the seats delivering decent comfort levels. Headroom both front and rear is expansive and surprisingly considering its tiny footprint, there’s more than enough space in the back to carry a couple of passengers, with knee and legroom generous. There’s seatbelts for three back there, but because the Viva is relatively narrow, any middle seat passenger will soon become close friends with the other participants. Boot space is on the small side compared to other city car rivals, not helped by a high sill to haul luggage over, but can be opened up further by tipping the rear seats down almost flat. With most Vivas spending their time in the urban sprawl, there’s sufficient performance to keep up with other traffic. The little 74bhp 1.0-litre three-cylinder engine is quiet and only becomes more raucous when you have your right foot to the floor. The gearbox is smooth and easy to slide in and out of gear, all helped by a light clutch. Surprisingly there’s no stop-start technology fitted to this car - maybe Vauxhall engineers are keeping it up their sleeves for a later, more efficient version. At motorway speeds, the baby Viva is more than capable of cutting it in the outside lane, with decent mid- and upper-range zip, though you’ll want to invest in a set of ear defenders, as there’s more road noise than is ideal, and you’ll hear some wind fluffing from around the front end. Handling is generally neat and tidy, albeit with a modicum of lean when cornering. There’s decent grip, however, and while the steering doesn’t serve up an enormous amount of feel, it’s alright, and better around town than on the open road. Thanks to its compact size, it’s easily manoeuvrable. One of the biggest areas to impress is in ride comfort, with an absorbent suspension that soaks up even the scruffiest of surfaces with great maturity and ease.
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