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Adi Răduță și KTM 350 SX-F


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adi-raduta-ktm-350-sx-f-aAdi Răduță și KTM 350 SX-F

Multiplu campion național de motocross, Adi Răduță și unul din piloții susținuți de Dementor KTM a testat noua creație de la Mattighofen. Modelul dezvoltat de Stefan Everts a fost testat de Adi, care luna trecută a redevenit campion al României MX 1, atât pe circuitul de motocross de la Sibiu cât și pe circuitul său de la Ciolpani. Cel mai probabil Adi, care în prezent se luptă pentru a câștiga și în 2010 titlul de campion est european la MX1, va utiliza modelul KTM 350 SX-F începând cu prima cursă din 2011.

Adi Răduță: ”Cei de la KTM au schimbat sistemul de suspensie spate de la PDS la Prolink, adică amortizorul spate nu se mai prinde direct pe bascula, ci printr-un sistem de parghii numit Prolink ceea ce face ca amortizarea să fie mult mai lina. În plus, motocicleta este dotată cu injecție Keihin și are pornire la buton în loc de pedală. De asemenea modelul KTM 350 SX- F este foarte manevrabil și comportamentul se apropie de cel al modelului 250 SX-F. Cuplu este foarte bun. Imi place faptul că puterea vine într-o curbă lineara datorită faptului că sistemul de alimentare este pe injecție spre deosebire de modelul vechi care era pe carburație. Motocicleta nu rupe aderența și este mai ușor de pilotat din punctul de vedere al efortului fizic decât una cu un motor de capacitate mai mică”.

KTM 350 SX-F este disponibil începând cu 7.170 euro fără TVA.



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      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      First of all, congratulations! You’ve made it to the finish line, coming 41st. You have to be proud, right?
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      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      The bike made it out unscathed, but we can’t really say that about you physically, can we?
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      You’ve been home for a week now. How’s the pain in the neck going?
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      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      Which stages or areas will stay with you the most; what made the biggest impression?
      “I took on the challenge one more time because the organizers had taken Peru back into the rally. That country has the most beautiful dunes, as the organizers promised us. It all came together. It was daunting, but beautiful. That shows the effect a man like Marc Coma (Director of Sport at organizer ASO) has on the rally. Last year he showed it here and there, but now he really put things back on the map. As a former entrant and winner, he knows how to make the rally as grueling as it should be. Every single time you think things couldn’t get harder, they take it one step beyond. Take the second to last stage for instance. You can all but see the finish line, only to face off on the longest day of the lot. Marc Coma kicks you out of bed and on the bike at 5.30 am, onto a stage that won’t see you back in the bivouac until nine in the afternoon, just before sunset. Just ride from sunrise until sunset. I can tell you, that made me long for the finish even more.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      In 2016 you took home the Malle Moto title and this year you had high hopes to reclaim it, only to finish fourth in the end. That has to bum you out, doesn’t it?
      “I was sort of expecting to be at least on the podium, yes. Not sure if it all just came down to Olivier Pain being so fast, but in the end that’s not what it’s all about in the Rally Dakar. By the third stage I had to help out my friend Kees Koolen, because his quad bike had broken its chain. I couldn’t just leave Kees by the side of the road, so that cost me half an hour to about 45 minutes. Over an entire Rally Dakar, that’s something you could clean up on, but in the end I didn’t manage to do so. I started to fall behind, and trying to up ground only saw me make more mistakes. Missing a waypoint for instance or having to help yet another fellow rider. In the 2016 rally I had locked in to an upward spiral that was definitely not the case this time around. I had this sort of neutral like feeling about me.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      You rode a self-made bike, based off a KTM 450 EXC-F. How did people respond to that?
      “It hasn’t gone unnoticed, I can tell you that. More than once others sought me out in the bivouac to come and see it. It’s a quite different from the regular rally replica bikes; mine’s built quite a bit lighter. Technically I’ve had no problems, so I’m content about that. The bike stood tall, even though I might’ve been able to go faster on it. I tried to keep my cool, but the bike would not have minded bit more push and shove. I did miss a bit more speed and stability here and there, though my bike was better when it came to handling. Truth be told, I could’ve done a better job on a KTM 450 RALLY REPLICA. My bike is perfect for amateurs who struggle making it into the top fifty. When you lack skill a bit, a lighter bike that handles well really helps. Especially in tough editions like this one. I’m not yet sure about how I’m going forward with the project. I guess I might build a few more but nothing’s set in stone yet.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      You take on a daunting ride through the depths of hell for two weeks, as Malle Moto riders even more so, that has to form an unbreakable bond of friendship among rider, doesn’t it?
      “You make some amazing memories along the way. Not just literally on route, but when you get off the bike the adventure doesn’t stop. One such special moment was when I spent the night with the other two Dutch Malle Moto riders, Hans-Jos Liefhebber and Edwin Straver. In the bivouac at Tupiza we were told stage 9 was canceled, and we were required to ride on through to Salta in Argentina. Just another 500 kilometers to do after a pretty hefty ride on stage that day. We did get underway, but just after crossing the border from Bolivia into Argentina we decided to grab a hotel somewhere. Three guys in one room; it was actually – as we say in Dutch – gezellig. It was fun. After a hot shower we went and found ourselves a pizza place. Unfortunately we didn’t have any clean clothes on us, so there’s the three of us in some random pizzeria in stinking MX-gear; brilliant stuff! I felt just like some tourist. Those are the little extra’s you get from the Dakar. Same goes for meeting Juan Agustin Rojo, a young Argentinian rider who was riding the Malle Moto class for the first time. It’s a very skinny kid who had to really push himself to make it to the end of the race, but in the end he did just that. I spoke to him every night, trying to keep his spirits up and to advise him wherever he might need it. It really showed character how he got on; you can say it was a heroic effort on his part. I really felt like a father figure; like a father and a son taking on the Dakar together. Those are moments that stick by you. They’re a part of what makes the Rally Dakar special. You’ll never ever forget those memories.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      Photos: Shakedown Team
    • De Dementor
      #inthisyear2008: Clear cut – 10 years of the KTM 1190 RC8
      During the past season, the KTM RC16 – the MotoGPTM bike from KTM – has been causing something of a furor amongst the established brands. Almost straight out of the gate it was helping riders to score world championship points and land top 10 spots. And exactly 10 years ago the KTM 1190 RC8, one of KTM’s first superbikes, went into production, causing quite a stir before it even went on sale.
      KTM 1190 RC8 2008 © KTM
      “KTM goes street” – this slogan is a good description of the recent years in KTM’s history. In 2003, KTM made their entry into Grand Prix sport with a 2-stroke 125cc machine. The same year, the “990 RC8” was unveiled at the Tokyo Motor Show. This concept bike demonstrated KTM’s vision of creating the ultimate machine for ambitious street riders. KTM’s desire to position itself in future as a manufacturer of large-capacity street bikes was clear to all. The state-of-the-art LC8 V2 engine would provide the basis for these street bikes.
      Back then, many people struggled to believe it was even possible, and yet it became a reality. The vision of 2003 went into production five years later. In November 2007, KTM CEO Stefan Pierer marked the beginning of a new chapter in KTM’s history at the leading international motorcycle trade fair, the EICMA in Milan, when he unveiled the KTM 1190 RC8 production model. “The KTM 1190 RC8 perfectly embodies the accumulated know-how and the sporting passion of our development team. It also shows that KTM is capable of implementing our chosen product strategy and successfully carrying forward the clear philosophy of our brand in the road segment too,” commented Stefan Pierer at the unveiling of the KTM 1190 RC8 at the Milanese trade show.
      At the heart of the KTM 1190 RC8 lay an entirely new development: a super sporty 2-cylinder engine based on the proven LC8 range. Back then, the engine generated a peak output of 155 hp and a maximum torque of 120 Nm, allowing it to deliver a superior level of performance. A steel tubular trellis frame, the highest quality suspension and brake components, as well as extraordinary technical solutions, such as positioning the exhaust system under the vehicle, made the KTM 1190 RC8, which weighed under 200 kg even with a full tank, a superbike in the truest sense of the word.
      KTM 1190 RC8 2008 © KTM
      KTM also forged its own path when it came to the appearance of the new model. The concept, created by head designer Gerald Kiska, pursued the idea of simply and visually integrating high quality technology into the overall form. The KTM 1190 RC8 is a true KTM with racing in its genes; that much is plain to see. What’s more, the tests conducted by the trade press turned out to be a particularly interesting read. KTM’s foray into high capacity 2-cylinder machines with the first “Made in Austria” superbike had quite clearly been a great success. A sportier, lighter, and more powerful version soon followed in the shape of the KTM 1190 RC8 R. The KTM 1190 RC8 R was an excellent basis for use in different race series.
      If you wanted to get out onto the race track, KTM PowerParts was the place for you – here you could find all kinds of accessories, from tire warmers and brake components to clothing made from carbon, covering all the potential needs of sports and racing riders. And for those looking to increase the performance of their bike on the track, there was no longer any need to go to a tuner – three different KTM performance kits were available straight from the dealers.
      The KTM 1190 RC8 R Club Race Kit, which could be fitted by any dealer in just a few hours, increased the performance by 10 to 180 hp. The Super Stock Kit increased the performance even more, while the Superbike Kit allowed riders to compete in national superbike championships with a good chance of success. The factory racers prepared by Stefan Nebel and Martin Bauer to near-series IDM regulations even managed to produce 190 hp, weighed just 181 kg with a full tank, and achieved a top speed of nearly 300 km/h!
      KTM 1190 RC8 R 2011 © KTM
      But even without tuning, the KTM 1190 RC8 R offered impressive performance: a 287-km/h top speed, acceleration from 0 to100 km/h in 3.2 seconds, and from 0 to 200 km/h in just 8.2 seconds. The KTM 1190 RC8 R even left the top dogs from Bologna in the dust. It was not unreasonable to question whether a 200-hp superbike with the road performance of the KTM 1190 RC8 really belonged on the public roads, which is why there was no successor to the KTM 1190 RC8. Nevertheless, the KTM 1190 RC8 still fascinates people ten years later. The ultra-sharp Kiska design, the handlebars, footpegs, levers, and even the rear part and the chassis are all adjustable. The frame and swingarm are tiny works of art and even the weld seams are a feast for the eyes.
      It leaves you with fond memories of a great bike. Extraordinary, trend-setting and above all: extremely fast.
      KTM 1190 RC8 2008 © KTM
      Photos: KTM