Apulia gpr250 picture (Apulia gpr250 picture HD)
At the Chongqing exhibition last year, GPR250S actually appeared, but at that time, the factory did not make too much publicity, but focused on the upcoming mass production of GPR250R.
Although it stayed in an inconspicuous corner, I still walked around it for a long time. The reason is simple: this is the only model in the domestic market that is derived from pure imitation racing. Therefore, the foundation is different, and the attributes are naturally different.
Speaking of GPR250S, I have to mention Aprilia Tuono, which is a Japanese Maritime Association car model produced by Aprilia in 2002. It was first developed based on the super sports car RSV Miller, and has always continued the tradition of sharing its super sports car engine, gearbox, frame and some suspension systems. At present, there are three models of Tuonuo on sale in the global market, namely, single cylinder 125, double cylinder 660 and public upgrade V4. The three versions are very similar in shape, especially the head design has a high degree of recognition.
Time came to the end of March 2022, and the GPR250S, known as "domestic Tuonuo", was finally officially put on sale. The official guide price was 24,800 yuan, which was 2,000 yuan cheaper than GPR250R.
Compared with the same door GPR-R, the main changes of GPR-S are to take the side plate, replace the straight handle of the street car, replace the integrated seat cushion, change the thin film transistor instrument into the negative display instrument, and switch back to the ordinary handle switch, but increase the sliding clutch. In other respects, S is reserved, including the aluminum alloy hollow biplane frame that has always been proud of.
The first time after unpacking the new car, I rode out and warmed up for more than 20 kilometers. The first impression of GPR250S was very light, which was different from GPR-R's sense of fighting. Coupled with the obvious changes in the feedback of the transmission box caused by the addition of sliding clutch, GPR250S will not give people the sense of aggression of "kicking the door" as soon as it comes up.
The change of the handle does bring about completely different changes, and with the relatively soft cushion, the GPR250S will be more approachable. It will also be more friendly for daily commuting or short trips.
I have to say, its first experience is very nice, its light posture sensing, smooth throttle response, comfortable sitting posture and seat cushion are all different from the past. I haven't ridden such a "smart" streetcar for a long time, and there is no lack of texture. When many manufacturers are pushing the field of entry-level retro streetcars, a "stickler" who really emphasizes sports attributes and control logic should be praised.
Lightweight control feedback can bring a more casual driving experience, without too heavy a burden, including physical and emotional, which is undoubtedly a very good choice for daily street brushing or commuting. The car won't have too many constraints on you, so you can come back to riding itself.
The performance of the whole transmission can be given 90 points, which is basically in the top three or even the only two of all the domestic sliding clutch cars I have tested. The only complaint is that the clutch separation at the start of the first gear is a little too keen. Everything else is fine, especially when you stop at a red light. Even in the 6th gear position, you can keep stepping on the empty gear without repeatedly engaging and disengaging.
Even, I deliberately walked a section of mud. Although it can't be compared with the recreational vehicle, the basic passing performance is completely fine. In other words, the GPR250S can accompany you to more places with ease.
The details of the whole vehicle, including the technical texture, can be said to be the best state of Zongshen Apulia. It's a pity that GPR250S didn't use the variable diameter handle, at least it's almost interesting in selling.
In terms of measured data, GPR250S has made a good achievement. On the premise of 3/4 fuel quantity, it achieved an acceleration of 8.2 seconds, which was 0.1 second higher than the 8.3 seconds made in the previous GPR250R winter.
Thanks to the sliding clutch, GPR250S can get faster shift efficiency, so it can have faster acceleration results. Of course, due to the gear ratio and limited rotation setting of this generation of ARC engine, its zero-hundred-acceleration is not an advantage project. The specific reason is that it can't break 100 in the third gear, and it can't break 100 until it is close to the speed limit zone after shifting to the fourth gear, which inevitably makes it difficult to get closer to the zero-hundred acceleration. But we see that its acceleration of 0-90, in fact, can easily achieve the level of 6.5 seconds.
In terms of extreme speed, because the relative wind resistance coefficient of S version is higher, the maximum speed measured is 147km/h, while that of R version is 156km/h in the same road condition. Generally speaking, the ARC engines of the two versions are trustworthy, especially the torque performance in the low-turn region, which will not cause any concern and is more suitable for daily use.
In addition to daily commuting, there are many application scenarios of GPR250S, which can not only take short trips, but also do other things, such as playing in Jinkana.
Egged on by my companions, I put out the "plum blossom pile" of Jinkana for the first time and experienced it well.
Jinkana's requirements for vehicles are not too obvious, but it is easy to control, and it is definitely the best choice if you don't feel bad when you fall. At this point, GPR250S is very suitable. In addition to its excellent handling characteristics, the strongest frame structure in its class and relatively abundant low-twist characteristics can undoubtedly bring a good on-site experience to GPR250S S.
During the whole practice, I was also satisfied with the performance of GPR250S s. Larger inclination angle, smaller steering radius and more flexible center of gravity switching are really very impressive. Riding the triangle is also very suitable, which can find a good balance between ease and agility. The only complaint is still the front brake feedback. Like the previous GPR-R, the initial bite force of the front brake is vague and not linear enough, but it is not very powerful when the brake is applied quickly. Fortunately, Kinkana has more requirements for rear braking, and its west mutual calipers are good enough in thermal decay.
In the last link, I came to the track again to verify that the S version after changing the handlebar, seat cushion and riding triangle can achieve some strength of the R version on the track.
It can be said with certainty that after changing the settings, it is really impossible for the S version to achieve the ultimate on the track like the R version, which needs to be clarified. The main reason is that the position change of the handlebar has brought about a slight change in handling. The direct effect is that it will correct its posture earlier when it turns out, resulting in that the route of turning out is not as sharp as the R version; The secondary reason is that its relatively soft seat cushion is not willing to provide the most agile hip position switching, and the seat cushion material even has great friction resistance with leather pants.
Of course, I just compare it with GPR-R here, but if you experience the track with some street car-based imitations, GPR250S still has great strength. After all, its pure blood is better than many pseudo-imitations.
Having said that, I do have a suggestion for the manufacturers: if the 130-wide rear tires are used to ensure the pure track experience of GPR-R, I totally agree with this; Then, is it possible to upgrade GPR-S to 140 tires? After all, there are very few opportunities for it to go to the track, and in the street-brushing, 140 wide tires are definitely more emboldened.
GPR250S is a sports streetcar with diversified application scenarios, but the characteristics of small steel guns remain unchanged. It has made a good division from the current development trend of the market, and can meet the uncompromising pursuit of sports potential by some users.
With an international "make-up", it shows a good standard in other settings of the whole vehicle and the current integrity, in addition to the shape design; At the same time, it also has high playability. Whether it's a short-distance decompression trip or a sweaty upgrade of Jinkana, it can bring the owner a sour feeling after full release. It can also fly and dance peacefully and comfortably in daily transportation, and the experience is quite acceptable.
Finally, it depends on your acceptance of this price. We will leave the conclusion to the market for evaluation ...