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  2. La EICMA, grupul Dainese ce include și brandul de căști AGV, a venit cu 3 noutăți : Dainese Smart Jacket, vesta cu airbag ce folosește tehnologia D-air, noua cască full face pentru stradă AGV K-6 și inedita Pista GP RR, casca racing de top din portofoliul AGV folosită de piloții din MotoGP și omologată FIM. Smart Jacket este disponibilă atât pentru bărbați cât și pentru femei, poate să fie purtată pe sub cât și peste orice geacă moto, fără să fie nevoie de niciun fel de conexiune cu motocicleta. Există un modul electronic care analizează peste 1.000 de date pe secundă, încercând să simtă eventualele situații periculoase, chiar și în cazul unui impact când motocicletă staționează, pentru a putea declanșa airbag-ul în momentul oportun. Pretul acestei veste este de aproximativ 600EUR. Dainese Smart Jacket Dainese Smart Jacket AGV K-6 este pasul următor de la K-5, o cască concepută pentru stradă, o cască sport-touring ce oferă confort și siguranță. Nouă generatie, împrumută din tehnologiile folosite la Pista GP R si Veloce S, carcasa este dintr-un amestec de fibre de carbon și aramid ce o ajută să aibă o greutate redusă. O cască mărimea MS cântărește doar 1200gr, ceea ce o face să fie una dintre cele mai ușoare căști pe piață. Stratul interior de EPS are 5 densități diferite pentru a oferi o absorbție optimă a impactului . Am mai prezentat în trecut care sunt diferențele între căștile scumpe și căștile ieftine și ce beneficii au primele…folosirea mai multor straturi de EPS cu densități diferite este una dintre aceste diferențe. Carcasa încorporează un spoiler posterior care la viteze mari asigură stabilitatea căștii. Câmpul vizual este foarte generos, oferă o vedere periferică de 190 de grade ce va fi foarte folositoare în traficul din oraș. Preturile încep pe la 460EUR pentru versiunea negru mat. AGV Pista GP RR este o cască proiectată pentru performanță. Nu este o cască complet nouă, fiind evoluția versiunii anterioare Pista GP R, însa au fost făcute câteva mici modificări. Fiind omologată FIM, ceea ce presupune niște teste mai stricte decât cele pentru căștile de stradă, această cască este omologată evident și conform standardului european ECE 22.05, adică poate fi folosită și pe stradă. Totuși fiind o cască de circuit va fi foarte zgomotoasă pe stradă, mai ales că de exemplu gurile de aerisire frontale de pe GP RR nu au și capace pe care să le închizi așa cum au căștile pentru stradă, sunt mereu deschise pentru o cât mai bună aerisire. Carcasa este fabricată integral din fibră de carbon, însă comparativ cu vechea generație, este mai groasă, cu până la 5mm în unele zone. Asta înseamnă și că este mai grea decât vechea generație cu aproximativ 100gr, de exemplu o cască mărimea MS are greutatea de 1550gr. Există 7 mărimi de la XS la XXL , pentru care sunt folosite 4 mărimi de carcase. Pe lângă creșeterea rezistenței s-a lucrat și la aerodinamică. Spoilerul posterior a fost redesenat, la urma urmei este vorba de o cască pe care piloții de MotoGP o duc până la viteze de peste 350Km/h. Cei de la AGV susțin că până la 160Km/h nu vei simți absolut niciun pic de vânt, nicio turbulentă. Toate astea vin și cu un preț pe măsură, prețul începe pe la 1350Eur. AGV Pista GP RR AGV Pista GP RR Continue Reading Articol preluat de pe motoroute.ro
  3. Un foarte frumos clip despre incredibila relație dintre om și câine, în cazul special de față, dintre câine și rider! [embedded content] Sursa: Freerider
  4. Bucuresti MTB Race 2020

    Bucuresti MTB Race 2020 Parcul Natural Vacaresti, Bucuresti, Romania
  5. BikeXpert Alpine Challenge 2020

    BikeXpert Alpine Challenge 2020 Romania
  6. Maratonul Vinului 2020

    Maratonul Vinului 2020 Romania
  7. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  8. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  9. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  10. Ediția 2019 a EICMA s-a remarcat nu doar prin numărul record de expozanți și de vizitatori, ci și prin domnișoarele care înfrumusețau multe dintre standurile salonului. Iată o selecție sugestivă: Sursa
  11. Capacul lateral al motorului si capacul filtrului de aer, ambele erau lipsa si au fost cumprarate de pe ebay, bine ca se mai gasesc ocazional. Dupa ce am facut prezonul de prindere al capacului am testat montarea: Capacul filtrului de aer l-am sablat, dupa sablare mi-am dat seama ca vopsitoria aplicata anterior (pregatire, chit, vopsire) era de calitate foarte buna si ca nu am facut decat sa le dau jos pt a aplica altele pt ca acest capac avea mici deformari: Astfel ca nu am mai sablat capacul motorului si doar am curatat si refacut etansarea cu cositor a traseului de admisie spre carburator: Capacele imbracate in filler: Capacele vopsite:
  12. KTM 390 Adventure. Smaller and lighter (EICMA 2019)

    This year KTM comes at EICMA bringing something exciting as usual although not revolutionary. The new 390 Adventure brings the Austrian brand to this segment of light adventure bikes, much in the same way BMW did with its 310cc, a couple of years ago. This new model allows shorter and less experienced riders to embrace the “ready to race” movement. The new 390 Adventure comes with a very comfy seat, standing only at 85cm from the ground and weighing a mere 158 kg, with no fuel. The fuel tank is 14.5 liters, which I would guess will provide roughly a 300+ km range. The engine reaches a reasonable 44hp at 9000rpm. The performance of this machine is more proportionate than the usual “wild beast” feeling that the orange brand usually delivers. An interesting new short and low aluminum muffler, along with the absence of spoked rims, gives this bike a more street look than some of the bigger adventure sisters. This is a model that KTM, I believe, designed for “learners” who want to use the motorcycle to commute, have fun on and off-road, but that do not intend to push to its limits (even though they probably can). In a sense, this machine sits in the same category of the Duke 390. Vezi sursa
  13. This year KTM comes at EICMA bringing something exciting as usual although not revolutionary. The new 390 Adventure brings the Austrian brand to this segment of light adventure bikes, much in the same way BMW did with its 310cc, a couple of years ago. This new model allows shorter and less experienced riders to embrace the “ready to race” movement. The new 390 Adventure comes with a very comfy seat, standing only at 85cm from the ground and weighing a mere 158 kg, with no fuel. The fuel tank is 14.5 liters, which I would guess will provide roughly a 300+ km range. The engine reaches a reasonable 44hp at 9000rpm. The performance of this machine is more proportionate than the usual “wild beast” feeling that the orange brand usually delivers. An interesting new short and low aluminum muffler, along with the absence of spoked rims, gives this bike a more street look than some of the bigger adventure sisters. This is a model that KTM, I believe, designed for “learners” who want to use the motorcycle to commute, have fun on and off-road, but that do not intend to push to its limits (even though they probably can). In a sense, this machine sits in the same category of the Duke 390. Vezi sursa
  14. If there was ever a perfect name for a certain kind of motorcycles, well, this is probably it. The Italian brand MV Agusta released a new “monster” of its own: a 1000cc naked bike able to blow minds. The base engine is the same 4 cylinders inline engine of the Brutale 1000RR, but it has been tweaked to deliver an outstanding 212 hp at 13600rpm, with an SC-Project exhaust kit installed. The torque of this machine is something out of racing bikes, reaching an incredible 116.5 Nm force, partly because of its Formula 1 inspired combustion chamber. To say that this motorcycle will give you an adrenaline rush is an understatement then, considering the specs just listed. It is purely a machine that makes sense only if you use it on a track, but nowadays we have seen more and more of these wild beasts tamed by all sorts of technology on regular roads. Boosted by radial valves and titanium connecting rods, the motorcycle is designed to give you drag racing sensations; the rear wheel is completely covered, a design commonly used on dragster bikes. There are some details though that transcend the pure racing spirit of this machine, such as the cornering lights, embedded in the fully LED powered headlight. There are also 4 riding modes, Sport, Race, Rain and Comfort, suggesting again the possibility to use this motorcycle on your daily commute to work (maybe). Rush comes with 8 levels of traction control along with an inertia control system, in case you really want to perfect your wheeling and drifting technique. These features can be tweaked by owners using a smartphone app called MV Ride, which allows riders to customize the bike to their experience level and the type of riding they are doing. Vezi sursa
  15. If there was ever a perfect name for a certain kind of motorcycles, well, this is probably it. The Italian brand MV Agusta released a new “monster” of its own: a 1000cc naked bike able to blow minds. The base engine is the same 4 cylinders inline engine of the Brutale 1000RR, but it has been tweaked to deliver an outstanding 212 hp at 13600rpm, with an SC-Project exhaust kit installed. The torque of this machine is something out of racing bikes, reaching an incredible 116.5 Nm force, partly because of its Formula 1 inspired combustion chamber. To say that this motorcycle will give you an adrenaline rush is an understatement then, considering the specs just listed. It is purely a machine that makes sense only if you use it on a track, but nowadays we have seen more and more of these wild beasts tamed by all sorts of technology on regular roads. Boosted by radial valves and titanium connecting rods, the motorcycle is designed to give you drag racing sensations; the rear wheel is completely covered, a design commonly used on dragster bikes. There are some details though that transcend the pure racing spirit of this machine, such as the cornering lights, embedded in the fully LED powered headlight. There are also 4 riding modes, Sport, Race, Rain and Comfort, suggesting again the possibility to use this motorcycle on your daily commute to work (maybe). Rush comes with 8 levels of traction control along with an inertia control system, in case you really want to perfect your wheeling and drifting technique. These features can be tweaked by owners using a smartphone app called MV Ride, which allows riders to customize the bike to their experience level and the type of riding they are doing. Vezi sursa
  16. Morini X-Cape: The Underdog (EICMA 2019)

    Morini stepped into the adventure riding game with its new model the X-Cape; It certainly wanted to “play dirty” against its competitors, showcasing one of the dirtiest motorcycles at the show. Literally there’s mud and dirt everywhere on this poor bike. This mid-size engine powered machine seems to have all the characteristics that people approaching the adventure segment, would want on a bike. It has a decent size LCD color display, simple controls, nice modern lines, light in weight, a low seat position (83 cm from the ground) and adjustable pre-load on the rear suspension. This is a 649cc parallel Chinese built engine (not officially declared yet by Morini) capable to excite even the more experienced riders apparently, for its maneuverability. Equipped with bluetooth connectivity and a “BMWesque” look, this motorcycle stands dangerously next to its competitors, the Suzuki Vstrom 650 and the Kawasaki Versys 650. In the front, there is a short inverted 50mm fork, two nice looking floating braking rotors, with double pistons system (but no floating disk at the back). We also have a 19″ Spoked rim in front and 17″ at the back, typical of the more street-oriented adventure bikes. The captivating look, of this new Morini motorcycle, left many people at EICMA surprised and definitely stole the show, especially to the neighboring Sukuzi stand, where instead the new V-strom left the new look for the old. We now have to wait now for the first release of this new exciting model from the historic Italian brand. Vezi sursa
  17. Morini stepped into the adventure riding game with its new model the X-Cape; It certainly wanted to “play dirty” against its competitors, showcasing one of the dirtiest motorcycles at the show. Literally there’s mud and dirt everywhere on this poor bike. This mid-size engine powered machine seems to have all the characteristics that people approaching the adventure segment, would want on a bike. It has a decent size LCD color display, simple controls, nice modern lines, light in weight, a low seat position (83 cm from the ground) and adjustable pre-load on the rear suspension. This is a 649cc parallel Chinese built engine (not officially declared yet by Morini) capable to excite even the more experienced riders apparently, for its maneuverability. Equipped with bluetooth connectivity and a “BMWesque” look, this motorcycle stands dangerously next to its competitors, the Suzuki Vstrom 650 and the Kawasaki Versys 650. In the front, there is a short inverted 50mm fork, two nice looking floating braking rotors, with double pistons system (but no floating disk at the back). We also have a 19″ Spoked rim in front and 17″ at the back, typical of the more street-oriented adventure bikes. The captivating look, of this new Morini motorcycle, left many people at EICMA surprised and definitely stole the show, especially to the neighboring Sukuzi stand, where instead the new V-strom left the new look for the old. We now have to wait now for the first release of this new exciting model from the historic Italian brand. Vezi sursa
  18. Ultima săptămână
  19. More Details On Ducati Desert X Emerge (EICMA 2019)

    As promised, during the 2019 World Ducati Premier, Ducati rolled out its Desert X concept machine at EICMA. And it is a sexy beast. Looking more like Husqvarna’s Norden 901 concept bike than KTM’s 790, the Desert X screams retro rally with modern appointments. The Desert X pays homage to Cagiva’s Elefant rally machine. Photo credit: Cagivaelefant Specifically, the Desert X harkens back to Cagiva’s Elefant piloted by Edi Auriol during the Dakar Rally. There’s more than a subtle resemblance. Ducati has said little about the specifications of the concept bike. But they have said that it is powered by Ducati’s 1079 cc, 2-valve air-cooled, L-twin engine. It’s the same engine that powers its current 1,100 Scrambler. The Ducati Desert X is an impressive concept machine. As a Dakar style bike, the Desert X carries lots of fuel and uses numerous tanks to hold it. The front tank looks similar to the tanks on the KTM 950/990. It appears to feature split tanks with a gas cap on either side. The rear end of the bike gets the same treatment with tanks on both the left and right sides of the machine. The front end of the concept bike features two round angel eye headlights that mix retro with contemporary styling. Two round “angel eye” looking headlights grace the front of the machine giving it both a retro and modern look at the same time. Those headlights are part of the rally-style tower that could provide decent wind and weather protection. A rally like tower holds a TFT display. Ducati uses off-road-oriented spoked wheels with a 21-inch front, and 18-inch rear. With that wheelset, there are plenty of knobby tire options. The Desert X has two tanks at the rear of the bike. A small but hefty rear rack could be helpful. Other features found on the bike include a toolkit packed into the trellis frame, handguards, and a TFT dash that looks like a rally tower holding a roadbook. Whether Ducati will bring the bike to production isn’t known. But with the segment apparently heating up, and Husqvarna already showing off a “rally clone” looking bike, could the pressure could be on Ducati to bring a bike like the Desert X to market? All photo credit: Asphalt & Rubber unless otherwise indicated. Vezi sursa
  20. As promised, during the 2019 World Ducati Premier, Ducati rolled out its Desert X concept machine at EICMA. And it is a sexy beast. Looking more like Husqvarna’s Norden 901 concept bike than KTM’s 790, the Desert X screams retro rally with modern appointments. The Desert X pays homage to Cagiva’s Elefant rally machine. Photo credit: Cagivaelefant Specifically, the Desert X harkens back to Cagiva’s Elefant piloted by Edi Auriol during the Dakar Rally. There’s more than a subtle resemblance. Ducati has said little about the specifications of the concept bike. But they have said that it is powered by Ducati’s 1079 cc, 2-valve air-cooled, L-twin engine. It’s the same engine that powers its current 1,100 Scrambler. The Ducati Desert X is an impressive concept machine. As a Dakar style bike, the Desert X carries lots of fuel and uses numerous tanks to hold it. The front tank looks similar to the tanks on the KTM 950/990. It appears to feature split tanks with a gas cap on either side. The rear end of the bike gets the same treatment with tanks on both the left and right sides of the machine. The front end of the concept bike features two round angel eye headlights that mix retro with contemporary styling. Two round “angel eye” looking headlights grace the front of the machine giving it both a retro and modern look at the same time. Those headlights are part of the rally-style tower that could provide decent wind and weather protection. A rally like tower holds a TFT display. Ducati uses off-road-oriented spoked wheels with a 21-inch front, and 18-inch rear. With that wheelset, there are plenty of knobby tire options. The Desert X has two tanks at the rear of the bike. A small but hefty rear rack could be helpful. Other features found on the bike include a toolkit packed into the trellis frame, handguards, and a TFT dash that looks like a rally tower holding a roadbook. Whether Ducati will bring the bike to production isn’t known. But with the segment apparently heating up, and Husqvarna already showing off a “rally clone” looking bike, could the pressure could be on Ducati to bring a bike like the Desert X to market? All photo credit: Asphalt & Rubber unless otherwise indicated. Vezi sursa
  21. Ducati’s been teasing us with sketches of its Desert X Scrambler concept, positioning it as a throwback to the glory days of Paris-Dakar, circa 1990, when Edi Orioli won the race on a Ducati-powered Cagiva Elefant. And now that the Italian marque has pulled the wraps off an actual concept bike at the EICMA show, it looks like they weren’t kidding. First impression: there’s a lot of fuel capacity on this bike. It sports front and rear tanks, which appear to be split into left and right compartments. That means four separate gas caps, so plan a little extra time at fuel stops if this design sees production. We’ve seen reports that the tanks hold 30 liters (7.9 gallons) of gas, so at least those stops won’t be frequent. The Desert X is equipped with dirt-oriented 21″/18″ spoked wheels and 8.3 inches (210 mm) of suspension travel. Total fuel capacity is 30 liters (7.9 gallons).At the heart of the Desert X is a 1079cc, two-valve, air-cooled, Desmodromic L-twin pumping out 86 horsepower and 65 ft.-lbs of torque. The tanks and fairing lend the bike a muscular, sculptured look that both honors and updates the Elefant’s aesthetics. Twin, round LED headlights are another nod to the original, as is the tall windscreen that looks like it would actually be useful at blocking wind. Videos of the reveal show a TFT display nestled behind the screen. The spot where the pillion seat would normally go is inhabited by a cargo rack. And there are no passenger footpegs on the concept bike, but we’d guess that a production model would come with a passenger seat and pegs. The Desert X’s spoked wheels are shodded with Pirelli Scorpion Rally tires. ADVERTISEMENT The engine is from the current Scrambler 1100, a 1079cc, two-valve, air-cooled, Desmodromic L-twin that produces 86 horsepower at 7,500 rpm and 65 ft.-lbs of torque at 4,750 rpm. The upswept Termignoni exhaust system, a work of art in itself, terminates in a single silencer. Ducati has not announced official complete specs for the bike yet, but the Italian website Moto.it put the bike’s weight at 190 kilograms, just under 420 pounds. Wet weight of the current Scrambler 100 is 465 pounds, so that number may be in the ballpark. The concept has also been revealed to have 10.8 inches (275mm) of ground clearance, 8.3 inches (210mm) of suspension travel and a carbon fiber skid plate. Ducati has further reported the bike is equipped with dirt-oriented 21-inch front and 18-inch rear spoked wheels wearing Pirelli Scorpion Rally tires. [embedded content] The Desert X debuted alongside the 800cc Motard Scrambler, and both concepts are aimed at broadening Ducati’s lineup using existing platforms. Ducati seems to want input on the designs, so leave a comment below and let them know if you think they should put these bikes into production. Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  22. Ducati’s been teasing us with sketches of its Desert X Scrambler concept, positioning it as a throwback to the glory days of Paris-Dakar, circa 1990, when Edi Orioli won the race on a Ducati-powered Cagiva Elefant. And now that the Italian marque has pulled the wraps off an actual concept bike at the EICMA show, it looks like they weren’t kidding. First impression: there’s a lot of fuel capacity on this bike. It sports front and rear tanks, which appear to be split into left and right compartments. That means four separate gas caps, so plan a little extra time at fuel stops if this design sees production. We’ve seen reports that the tanks hold 30 liters (7.9 gallons) of gas, so at least those stops won’t be frequent. The Desert X is equipped with dirt-oriented 21″/18″ spoked wheels and 8.3 inches (210 mm) of suspension travel. Total fuel capacity is 30 liters (7.9 gallons).At the heart of the Desert X is a 1079cc, two-valve, air-cooled, Desmodromic L-twin pumping out 86 horsepower and 65 ft.-lbs of torque. The tanks and fairing lend the bike a muscular, sculptured look that both honors and updates the Elefant’s aesthetics. Twin, round LED headlights are another nod to the original, as is the tall windscreen that looks like it would actually be useful at blocking wind. Videos of the reveal show a TFT display nestled behind the screen. The spot where the pillion seat would normally go is inhabited by a cargo rack. And there are no passenger footpegs on the concept bike, but we’d guess that a production model would come with a passenger seat and pegs. The Desert X’s spoked wheels are shodded with Pirelli Scorpion Rally tires. ADVERTISEMENT The engine is from the current Scrambler 1100, a 1079cc, two-valve, air-cooled, Desmodromic L-twin that produces 86 horsepower at 7,500 rpm and 65 ft.-lbs of torque at 4,750 rpm. The upswept Termignoni exhaust system, a work of art in itself, terminates in a single silencer. Ducati has not announced official complete specs for the bike yet, but the Italian website Moto.it put the bike’s weight at 190 kilograms, just under 420 pounds. Wet weight of the current Scrambler 100 is 465 pounds, so that number may be in the ballpark. The concept has also been revealed to have 10.8 inches (275mm) of ground clearance, 8.3 inches (210mm) of suspension travel and a carbon fiber skid plate. Ducati has further reported the bike is equipped with dirt-oriented 21-inch front and 18-inch rear spoked wheels wearing Pirelli Scorpion Rally tires. [embedded content] The Desert X debuted alongside the 800cc Motard Scrambler, and both concepts are aimed at broadening Ducati’s lineup using existing platforms. Ducati seems to want input on the designs, so leave a comment below and let them know if you think they should put these bikes into production. Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  23. Sistemul de franare format din pedala care a fost sablata si vopsita: Tija de franare este facuta de mine din bara de otel, tija veche nu era originala si nici nu mai respecta traseul corect care trebuia sa ocoleasca scarita spate. Tija vopsita:
  24. Una dintre motocicletele care ne-a impresionat la EICMA , a fost noua Yamaha R1M. Deși atât R1 cât și R1M au fost lansate cu câteva săptămâni înainte și le văzusem deja în poze și clipuri pe net, ambele văzute de aproape ne-au stârnit interesul, însă parcă totuși elementele de carbon de pe R1M și contrastul cromatic, ne-au făcut să stăm mai mult în jurul acesteia din urmă. Aproape fiecare parte din cel mai nou model de YZF-R1M a fost dezvoltată cu ajutorul cunoștințelor dobândite în ultimele șapte decenii prin intermediul echipelor de curse ale companiei – inclusiv cele din WSBK și MotoGP. Noul profil din carbon în stil M1 oferă o eficiență aerodinamică cu 5% mai bună – iar sofisticatele tehnologii electronice de control și suspensiile electronice de curse au fost dezvoltate pe circuitele de curse. Cu suspensii electronice de curse (ERS) Öhlins de ultimă oră – inclusiv noile furci față NPX cu gaz anti-cavitație – precum și cu sistemul de control frânare (BC) și noul sistem de gestionare a frânei de motor (EBM) cu 3 moduri, YZF-R1M este pregătită să depășească limitele. Iar gama extinsă de tehnologii de control reglabile prin wireless îți oferă cel mai înalt grad de încredere. Noul sistem de control al frânării (BC) Pe circuitul de curse ai nevoie de control precis în fiecare situație, dacă vrei să obții timpi mai buni. Având două moduri, sistemul de control al frânării (BC) de pe YZF-R1M analizează date precum unghiul de aplecare și accelerația la alunecare și modulează instantaneu presiunea frânei hidraulice pentru a preveni blocajele roților, obținând parcursuri mai fluide și mai rapide. Nou sistem de gestionare a frânării motorului (EBM) Controlul este totul atunci când ești pe circuitul de curse, iar noul sistem de gestionare a frânei de motor (EBM) de pe YZF-R1M îți permite să selectezi cea mai bună forță de frânare a motorului pentru diferite condiții de deplasare. Folosind date de la diferiți senzori, EBM reglează deschiderea accelerației, timpul de aprindere și volumul injecției de combustibil pentru a-ți oferi trei moduri de frânare a motorului. Sistem de control demaraj (LCS) optimizat Utilizând date de la o gamă largă de senzori, sistemul optimizat de control al demarajului (LCS) de pe YZF-R1M îți oferă un control sporit în timpul pornirilor în curse. Pentru demaraje și mai rapide, modul LCS1 a fost modificat pentru a se activa la 9.000 rpm cu o deschidere a accelerației de 41 de grade. Motor de 998 cmc cu manetoane decalate Dezvoltat cu tehnologia M1 MotoGP, motorul de 998 cmc este echipat cu un nou sistem de admisie cu injectoare Bosch, care oferă un unghi de pulverizare mai larg pentru o eficiență sporită. Culbutoarele cu tacheți cu design nou și noii lobi ai camelor oferă turații îmbunătățite – iar acest motor EU5 cu manetoane decalate beneficiază și de un sistem de lubrifiere modificat, pentru o eficiență sporită. Nouă caroserie din carbon inspirată de modelul M1 YZF-R1M are un aspect nou și radical pentru o motocicletă de serie, inspirat de Yamaha M1 MotoGP. Combinația față agresivă dintre carenă și parbriz reduce suprafața frontală pentru sporirea performanțelor, iar noul profil se integrează perfect în părțile laterale ale rezervorului de combustibil, pentru a conferi o poziție ghemuită mai bună, sporind eficiența aerodinamică cu peste 5%. Yamaha R1M Yamaha R1M Yamaha R1M Caracteristici de control electronic cu tehnologie avansată De fiecare dată când pilotezi YZF-R1M, poți avea încredere că tehnologiile avansate de control electronic te ajută să obții cel mai înalt nivel de control. Cu ERS, QSS, controlul ridicării roții din față, controlul demarajului, controlul stabilității, controlul frânării și gestionarea frânei de motor, poți să alegi configurația potrivită pentru orice situație. Unitate de măsurare inerțială (IMU) pe 6 axe Echipată cu un accelerometru și cu un girometru și un senzor de forță gravitațională care măsoară unghiul, ruliul și abaterea, sofisticata unitate de măsurare inerțială (IMU) pe 6 axe oferă unității ECU informații precise despre deplasare de 125 de ori pe secundă. Aceste date permit ECU să opereze sistemele electronice de asistare a pilotului și mențin cele mai înalte niveluri de control pentru obținerea unor timpi reduși. Date Tehnice Tip motor Răcit cu lichid, 4 timpi, 4-supape, DOHC, 4-cilindri Capacitate cilindrică 998 cmc Alezaj X Cursă 79,0 mm x 50,9 mm Compresie 13.0 : 1 Putere maximă 147,1 kW (200,0 CP) @ 13.500 rpm Cuplu maxim 113,3 Nm (11,6 kg-m) @ 11.500 rpm Sistem de ungere Carter umed Tip ambreiaj Umed, Disc multiplu Sistem de aprindere Electric Sistem de transmisie Angrenaj constant, 6-viteze Transmisie finală Lanţ Carburator Injecţie de carburant Sistem suspensie faţă Furci telescopice Sistem suspensie spate Basculă Cursă spate 120 mm Frână faţă Disc dublu hidraulic Frână spate Disc simplu hidraulic Anvelopă faţă 120/70 ZR17M/C (58W) fără cameră Anvelopă spate200/55 ZR17M/C (78W) fără cameră Lungime totală 2.055 mm Lăţime totală 690 mm Înălţime totală 1.165 mm Înălţimea sa 860 mm Baza roţilor 1.405 mm Gardă minimă la sol 130 mm Greutate la plin (inclusiv plin de benzină şi de ulei) 202 kg Capacitate rezervor carburant 17 litri Capacitate rezervor ulei 4,9 litri Pret: 26,500 € Continue Reading Articol preluat de pe motoroute.ro
  25. Honda la EICMA 2019: noutățile notabile

    Honda a luat cu asalt Salonul de la Milano din acest an, cu foarte multe noutăți demne de remarcat. De la modele complet noi, precum CBR1000RR-R Fireblade, până la actualizări și facelift-uri. Vedeta standului Honda și probabil a întregului salon EICMA a fost noua CBR1000RR-R Fireblade, în variantele de bază și SP. Mai ușoară, mai compactă, mult mai puternică și mai avansată tehnologic, este gândită pentru a câștiga curse și chiar la asta va fi folosită anul viitor în Superbike-ul mondial de către noua echipă de uzină HRC, cu Alvaro Bautista și Leon Haslam la ghidon. 2020 HONDA CBR1000RR-R SP La celălalt capăt al spectrului de utilizare, unde asfaltul dispare și se întind orizonturile nesfârșite, există noua Africa Twin 1100, în variantele de bază și Adventure Sports. Motor mai mare, mai puternic, ciclistică mai agilă, nivel tehnologic de-a dreptul stratosferic, totul împachetat într-un nou look foarte bine proporționat. Honda CMX500 Rebel este cel mai bine vândut model al producătorului japonez în România în 2019 și s-a schimbat destul de mult pentru 2020, cu un nou far cu LED, suspensii mai bine puse la punct și o suită întreagă de accesorii interesante. Există acum și ediția rafinată „S Edition”, cu far carenat, burdufuri la furcă și șa cu cusături la vedere. Complet nou este și Honda SH125i, unul dintre cele mai apreciate scutere Honda din Europa, fiind vândut în nu mai puțin de 19.000 de exemplare în 2018. Pentru 2020, popularul model s-a înnoit complet, cu un motor care crește ca putere, deși acum respectă normele Euro5. Designul său este mai rafinat și mai elegant, păstrând stilul care l-a consacrat. Farul și stopul sunt cu LED, portbagajul de sub șa este acum cu 10 litri mai mare, ajungând la 28 de litri, pentru că rezervorul a fost mutat sub podea. Priza de 12V a fost înlocuită de una USB. Bordul este LCD, există și aici sistemul Start&Stop, ABS și controlul tracțiunii, iar pornirea keyless prin Smart Key este în dotarea de serie. Motorul are 12,5 CP, iar cuplul maxim este cu 0,1 Nm mai mic, dar este dezvoltat la o turație cu 500 rpm mai mică. Rezervorul de 7 litri ar trebui să asigure o autonomie de aproximativ 300 km, iar masa cu plinurile făcute este de 133,9 kg. Aceleași noutăți sunt preluate și de fratele mai mare, SH150i, cu un plus de putere și de cuplu, evident. Honda CB1000R s-a înnoit și ea pentru 2020, dar nu radical. Jugurile furcii, riserele ghidonului, arcul suspensiei spate, bascula și carcasa farului sunt acum vopsite negru mat. Flanșele discurilor de frână față și ornamentul rezervorului sunt argintii. Și modelul adventure Honda NC750X a primit o actualizare pentru 2020. Are un look puțin modificat, portbagajul din față are acum 22 de litri și poate găzdui o cască integrală, motorul de 55 CP și 68 Nm respectă normele Euro5, iar rezervorul de 14,1 litri poate asigura o autonomie de 400 km, datorită consumului redus. Controlul tracțiunii HSTC este reglabil pe două niveluri și decuplabil. Există și două noi scheme coloristice, Graphite Black și Pearl Glare White. Ca un exercițiu de design, Honda a venit cu superbul CB4X, un crossover cu aromă de supermoto, combinat cu ceva sport-touring.
  26. Honda a luat cu asalt Salonul de la Milano din acest an, cu foarte multe noutăți demne de remarcat. De la modele complet noi, precum CBR1000RR-R Fireblade, până la actualizări și facelift-uri. Vedeta standului Honda și probabil a întregului salon EICMA a fost noua CBR1000RR-R Fireblade, în variantele de bază și SP. Mai ușoară, mai compactă, mult mai puternică și mai avansată tehnologic, este gândită pentru a câștiga curse și chiar la asta va fi folosită anul viitor în Superbike-ul mondial de către noua echipă de uzină HRC, cu Alvaro Bautista și Leon Haslam la ghidon. 2020 HONDA CBR1000RR-R SP La celălalt capăt al spectrului de utilizare, unde asfaltul dispare și se întind orizonturile nesfârșite, există noua Africa Twin 1100, în variantele de bază și Adventure Sports. Motor mai mare, mai puternic, ciclistică mai agilă, nivel tehnologic de-a dreptul stratosferic, totul împachetat într-un nou look foarte bine proporționat. Honda CMX500 Rebel este cel mai bine vândut model al producătorului japonez în România în 2019 și s-a schimbat destul de mult pentru 2020, cu un nou far cu LED, suspensii mai bine puse la punct și o suită întreagă de accesorii interesante. Există acum și ediția rafinată „S Edition”, cu far carenat, burdufuri la furcă și șa cu cusături la vedere. Complet nou este și Honda SH125i, unul dintre cele mai apreciate scutere Honda din Europa, fiind vândut în nu mai puțin de 19.000 de exemplare în 2018. Pentru 2020, popularul model s-a înnoit complet, cu un motor care crește ca putere, deși acum respectă normele Euro5. Designul său este mai rafinat și mai elegant, păstrând stilul care l-a consacrat. Farul și stopul sunt cu LED, portbagajul de sub șa este acum cu 10 litri mai mare, ajungând la 28 de litri, pentru că rezervorul a fost mutat sub podea. Priza de 12V a fost înlocuită de una USB. Bordul este LCD, există și aici sistemul Start&Stop, ABS și controlul tracțiunii, iar pornirea keyless prin Smart Key este în dotarea de serie. Motorul are 12,5 CP, iar cuplul maxim este cu 0,1 Nm mai mic, dar este dezvoltat la o turație cu 500 rpm mai mică. Rezervorul de 7 litri ar trebui să asigure o autonomie de aproximativ 300 km, iar masa cu plinurile făcute este de 133,9 kg. Aceleași noutăți sunt preluate și de fratele mai mare, SH150i, cu un plus de putere și de cuplu, evident. Honda CB1000R s-a înnoit și ea pentru 2020, dar nu radical. Jugurile furcii, riserele ghidonului, arcul suspensiei spate, bascula și carcasa farului sunt acum vopsite negru mat. Flanșele discurilor de frână față și ornamentul rezervorului sunt argintii. Și modelul adventure Honda NC750X a primit o actualizare pentru 2020. Are un look puțin modificat, portbagajul din față are acum 22 de litri și poate găzdui o cască integrală, motorul de 55 CP și 68 Nm respectă normele Euro5, iar rezervorul de 14,1 litri poate asigura o autonomie de 400 km, datorită consumului redus. Controlul tracțiunii HSTC este reglabil pe două niveluri și decuplabil. Există și două noi scheme coloristice, Graphite Black și Pearl Glare White. Ca un exercițiu de design, Honda a venit cu superbul CB4X, un crossover cu aromă de supermoto, combinat cu ceva sport-touring. Sursa
  27. A luat decizia corectă, în opinia mea - ca urmele timpului să rămână și ele prezente într-o oarecare măsură...
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