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  2. Care au fost momentele importante ale cursei de la Portimao? De ce s-a retras Pol Espargaro în turul al patrulea? Care-i treaba cu Aprilia? Toate acestea și multe altele, în articolul de mai jos. Care au fost punctele cheie ale Marelui Premiu al Portugaliei? Superioritatea lui Quartararo. Chiar dacă nu a luat startul bine din pole-position (era pe șase la finalul primului tur), Fabio și-a păstrat calmul, conștient fiind de avantajul său ca ritm de cursă. Căzătura lui Rins. Spaniolul părea foarte rapid, capabil să dea replica fiecărui tur rapid realizat de Quartararo. Dar căzătura din turul 19 a pecetluit soarta cursei. Penalizarea lui Bagnaia. Cum a spus chiar el, poate nu ar fi câștigat oricum, dar, dacă ar fi luat startul din pole-position, cum ar fi meritat, cursa ar fi arătat probabil altfel. Diferența de viteză între Ducati și Suzuki. Linia dreaptă însemna din nou un avantaj măricel pentru piloții Ducati față de cei de la Suzuki. Mir nu avea armele necesare ca să se lupte cu Bagnaia. Calificările lui Binder. Sudafricanul a plecat de pe locul 15 și a terminat pe 5. Dacă ar fi pornit de pe o poziție de top din calificări, probabil s-ar fi luptat pentru victorie. Cele mai rapide tururi în cursă (în paranteze, turul în care s-a făcut timpul) Rins 1’39”450 (18); Bagnaia 1’39”468 (18); Quartararo 1’39”472 (17); Zarco 1’39”700 16); Binder 1’39”850 (17); A.Espargaro 1’39”854 (20); Mir 1’39”855 (17); Morbidelli 1’39”939 (23); Marquez 1’40”001 (17); Vinales 1’40”006 (14). Topul vitezei maxime (și media maximelor pe linia dreaptă) în cursă. Zarco 351,7 (349); Bagnaia 350,6 (349,2); Miller 349,5 (347); Bastianini 347,2 (344,1); A.Marquez 347,2 (342,3); Marini 345 (343,5); Binder 345 (343,3); A.Espargaro 345 (344,3). Quartararo este penultimul (!) în acest top: 338,5 (336,4); Morbidelli 338,5 (335,6). De ce s-a retras Pol Espargaro în turul al patrulea? Din cauza unei probleme la etrierul de frână spate. Rossi, la finalul cursei, a declarat că este parțial mulțumit deoarece ritmul său de cursă nu era rău deloc. Are dreptate? Turul cel mai rapid al lui Rossi a fost al 11-lea, cu 1:40,365, în turul de după ce Rossi ieșise larg într-un viraj (1:42,430). Asta în condițiile în care cei din față rulau la 1:40. Apoi, până la căzătura din turul 15, a menținut un ritm decent, la 1-2 zecimi pe tur mai lent decât piloții de la locul 3 în jos. A existat, într-adevăr, o îmbunătățire față de ce s-a întâmplat în antrenamente, dar Doctorul este încă departe. Motoare marcate (în paranteză, motorul folosit în cursă). Reamintim că fiecare pilot are la dispoziție 7 motoare pentru tot sezonul, în afară de cei de la Aprilia, care au 9. Zarco: 3 (2); Petrucci: 2 (2); Vinales: 2 (1); Quartararo: 2 (1); Morbidelli: 3 (2); Mir: 3 (3); A.Espargaro 2 (1); Miller: 2 (1); P.Espargaro 2 (1); Rossi: 2 (2); Bagnaia 2 (2). Cum a mers Aprilia? Foarte bine. Lucru confirmat de comparația cu anul trecut. În 2020, Aleix Espargaro termina pe 8, în 42:04,197, la 16,034 secunde de primul loc. În 2021, a terminat pe 6, cu un timp de 41:55,297, la 8,885 secunde de lider. Aleix a înjumătățit astfel distanța față de primul loc, îmbunătățind timpul total cu aproape 9 secunde, în timp ce timpul câștigătorului din 2021 a fost cu doar 1,751 mai rapid decât al celui din 2020. Cifrele confirmă o evoluție excelentă a prototipului RS-GP. Trei lucruri memorabile la Marele Premiu al Portugaliei. Revenirea lui Marc Marquez. Victoria lui Pedro Acosta la Moto3. Deciziile controversate din calificări. Trei declarații după calificări Marquez: „M-am simțit din nou ca un pilot.” Mir: „Face parte din competiție să știi să gestionezi materialul pe care îl ai la dispoziție.” Rossi: „Mulți n-au înțeles ce potențial are Bagnaia. E un pilot foarte bun.”
  3. Honda Applies for Patent on Steering Assist System

    The self-driving automobile, or autonomous vehicle (AV), is slowly but surely creeping towards reality, with Honda releasing the first publicly available Level 3 AV in 2021. With only 100 made available to select customers in Japan only, the Honda Legend will allow drivers to take their eyes off the road in certain situations, with Honda’s Traffic Jam Pilot system taking over. Recent patent applications show that Honda’s motorcycle division may be working towards a similar goal of allowing the motorcycle to at least partially take control of steering duties. Honda’s Steering Assist Patent Drawing. Credit: CycleWorld.com Honda’s patent application drawings show a fairly standard GoldWing that is equipped with a servo setup that can actuate the steering via rods and Heim joints. Using information gleaned from the various sensors on the bike, such as the inertial measurement unit (IMU) and wheel speed sensors, the system could in theory work as a power steering assist (similar to one of Honda’s previous patent filings), but also has the ability to apply steering inputs independently. The system has sensors integrated into it to measure steering angle and force, adding more useful data input that the computers can use to decide what steering actions to take. Fully developed, a computer-controlled steering system could prevent or control speed wobbles, keep the bike upright in situations where the wheels are sliding, or take full control of steering duties completely. Motorcycle technology has, like it or not, followed fairly closely to automotive trends, adopting fuel-injection, ABS, traction control, and radar cruise control, once those advancements were widespread in the car market. With autonomous cars seemingly close to being a reality in the marketplace, how long will it be before the motorcycle follows suit? As the first car company to reach Level 3 AV status, Honda would be a safe bet as the first to bring the technology to two wheels, and their latest patent filings bring them one step closer. Vezi sursa
  4. New ADV accessories from Nelson-Rigg

    Nelson-Rigg just added another pair of useful ADV accessories to its lineup—a tool roll and an exhaust shield. The new Rigg Gear Exhaust Heat Shield is nothing flashy, just a strap-on spacer that fits on your motorcycle muffler to keep soft luggage or your plastic side panels from touching, and melting or burning. Riders have been jury-rigging crushed aluminum pop cans into this role for years, which is perfectly functional until it falls out along the trail because it’s tough to secure properly. Also, it looks a bit hobo-ish. Most companies that offer soft luggage offer a tidy heat shield that attaches with a long hose clamp, and this is the Nelson-Rigg solution for those too fussy or tidy or lazy to do it the ghetto way. See it at the Nelson-Rigg website for $24.95. [embedded content] Then, there’s the Trail’s End Tool Roll. Again, this is something you can jury-rig yourself, or even pick up a cheap Chinese-made solution from Harbor Freight or Princess Auto (depending which side of the 54-40 line you’re living on). However, having had a properly made moto tool roll for several years (from a Rigg competitor), I will say that a purpose-built roll is much more pleasant to use in the long run. It costs $39.95 at the Nelson-Rigg website; you can see it demoed below, as part of the demo for the Trail’s End Tool Bag set. The whole Tool Bag kit includes the Tool Roll, and is intended for UTV usage. No doubt some clever ADVers will see other potential uses for the product, so I’ve included the video of the whole set below. [embedded content] Nelson-Rigg also has new Road Trip Saddlebags this year (intended for the cruiser market, at $249.99) and Commuter Tank Bag (priced at $104.95-$124.95). With the addition of the new tool roll and heat shield, the Rigg Gear line continues to expand, with gear aimed at both the enduro/dual sport scene and the ADV scene. Check it out here. Vezi sursa
  5. Honda is recalling certain 2021 CBR 1000 RR-R motorcycles. The Japanese manufacturer says that there may be a problem with the bike’s suspension. According to the recall notice, the CBR 1000 RR-R, Honda’s “highest performing” version of its street-legal superbike may have a suspension component incorrectly installed. As per Honda’s notification to the National Highway Traffic Safety Administration (NHTSA): During the assembly process, the rear cushion connecting plate may have been installed incorrectly with the counterbore side facing the wrong direction (reverse), improperly securing the plate to the chassis of the vehicle. With continued use of a vehicle in which the rear cushion connecting plate was incorrectly installed, the plate may break suddenly, causing a drop to the vehicle height, and increasing the risk of a crash or injury. What this really means is that one of the rear suspension links may be oriented incorrectly. A bolt head may be attached in reverse. This could cause the link to break and the suspension to collapse increasing the risk of a crash or injury. An illustration of the affected parts and potential improper part orientation. Honda is not certain how many motorcycles may be affected. However, the total number of bikes subject to this recall is 89 units or less. Honda is also issuing a stop-sale notice. Dealers must perform a visual inspection of the affected parts and correct the defect when appropriate. Honda will notify owners and dealers will inspect and as necessary, replace the affected parts free of charge. The recall will begin on June 7, 2021. In the interim, owners may contact Honda Powersports customer service at 1-866-784-1870 and cite recall KL9. Owners may also contact NHTSA at 1-800-424-9153 and cite NHTSA Campaign Number 21V249000. Vezi sursa
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  7. Despre sistemul radar instalat pe Ducati Multistrada V4

    Cea de-a patra generație Multistrada echipată cu motorul V4 a fost prezentată publicului în noiembrie 2020 și este prima motocicletă cu tehnologie radar față-spate. Radarele sunt sisteme de asistență avansate capabile să facă pilotajul motocicletei mai confortabil și sigur mulțumită capacității de a reconstrui realitatea înconjurătoare motocicletei. Firma Ducati studiază sistemele radar înca din anul 2016, când a început să facă experimente pentru realizarea unui astfel de sistem împreună cu departamentul de electronică, informatică și bioinginerie a Institutului Politehnic din Milano. Această primă colaborare a confirmat aplicabilitatea unei astfel de tehnologii pe motociclete și a stimulat compania să creeze un pachet de asistență complet utilizând două radare, dezvoltat timp de câțiva ani și produs în parteneriat cu Bosch, fiind implementat în premiera pe noul model Multistrada. Fiecare radar are dimensiuni foarte reduse (70 x 60 x 28 mm), similare cu cele ale unei camere de acțiune modernă și se integrează perfect pe motocicletă, având o masă de doar 190 grame. Radarul din față controlează sistemul ACC (Adaptive Cruise Control), care, gestionând accelerația și frâna, reglează distanța față de alte vehicule în timpul mersului, la viteze între 30 și 160 km/h, având patru niveluri de operare. Acest sistem derivat din cele instalate pe mașini a fost dezvoltat ținând seama de dinamica și ergonomia vehiculelor cu două roți. În special controlul sistemului asupra accelerației și decelerației a fost limitat pentru a asigura pilotului un control constant în orice situație apărutâ. Radarul din spate este capabil să detecteze vehiculele situate în așa numitul “unghi mort”, adică zona în care pilotul nu are vizibilitate în mod direct sau prin intermediul oglizilor retrovizoare. Sistemul BSD (Blind Spot Detection) semnalizează vehiculele care se apropie din spate cu viteză ridicată. Pentru a sublinia valoarea tehnică și științifică a efortului depus și studiul făcut de inginerii de la Ducati și de studenții și cercetătorii Institutului Politehnic din Milano, în mai 2017 a fost depusă o cerere de înregistrare a patentului, având ca subiect algoritmii de control ai sistemului radar și, o lună mai târziu, la simpozionul despre vehicule inteligente, care a avut loc în California, la Redondo Beach, a fost organizată o prezentare a noului sistem radar. Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau Twitter iar filmele sunt postate pe canalul YouTube. Vezi articolul integral
  8. It’s here! After months of tinkering with background work, selecting a video platform, finding appropriate movies and acquiring the streaming rights, the Toronto Motorcycle Movie Festival has now launched its video-on-demand service. The new “Netflix of motorcycles” is here. Wait—why it a movie festival building an online streaming service? In case you missed our previous articles on the TMFF’s plans, this is basically happening because of COVID-19, at least indirectly. Festival director Caius Tenche has been contemplating the idea of a video-on-demand service for a while, but had other things keeping him busy—including the festival itself, which ran at Toronto’s Revue Cinema. When the coronavirus pandemic meant the festival couldn’t run at the theatre, the organizers moved the films online for the 2020 event, allowing viewers to tune in from all over the world. Using the expertise gained with those online screenings, Tenche and his cohorts have now launched a video-on-demand service. What can you watch? Many of these movies were screened at previous festivals, and there’s a wide range of work here, including features and shorts from all over the world. There are several ADV-focused films, including Austin Vince’s Mondo Sahara, which is well worth the rental. [embedded content] The TMFF also has ADV classic Somewhere Else Tomorrow up for screening: [embedded content] And 1 Map for 2, and Blue Mountains in the Arctic, and lots, lots more. You can see a list of films currently available here, but more will be added in the weeks to come. Almost all these films are not geo-restricted, so you can watch them from anywhere in the world; in Canada, pricing is $6.99 for a feature, $3.99 for a short, plus applicable taxes. Once you pay, you have five days to start watching, and once you start, you have 48 hours to finish the film; you can watch the film as many times as you want during those 48 hours. If you want to watch something, but you’re broke because you put all your money into new tires, there are some free-to-watch options on there now, and on April 21, the TMFF will screen comedy film How to Be Deadly for free, to celebrate National Canadian Film Day. Vezi sursa
  9. Triumph has released a new mobile app that provides crash detection for motorcyclists, alerting emergency services if that happens. How does it work? The Triumph SOS app uses your smartphone’s built-in accelerometers to determine when a crash happens. Then, you have a 30-second window to cancel the crash alert. After that, the app will notify emergency services that you’ve crashed your bike, prompting the authorities to call your phone. If you don’t answer the phone, then (in theory) emergency services will send an ambulance to your location to check and make sure you’re OK. At least, that’s how it will work in the UK and Europe. Supposedly, the system is very foolproof, and rarely sends out false alarms to emergency services. At least you have a call from the ambulance dispatchers before they actually send the meat wagon to check up on you. Note that Triumph isn’t the first company to offer an app like this. EatSleepRide first offered an app like this more than five years ago; BikerSOS and REALRIDER and other apps also have similar functionality. Go through the Google Play Store, or the iOS App Store, and you’ll see options. Obviously, the app is dependent on cell phone data; if you’re riding in the woods, far away from 4G reception, you’ll be on your own. The Triumph SOS app is free for Triumph owners for three months; then, it costs per month. US riders pay $4.99 monthly, Canadian riders pay $5.99, UK riders pay £3.99. It’s not restricted to Triumph owners; anyone can download the app and try it, and you can cancel at any time. Vezi sursa
  10. Harley Patent: Automatic Emergency Braking (AEB)

    A recent patent application shows that Harley-Davidson (Harley) is working on an automated emergency braking system (AEB). It’s not like the adaptive cruise control that other manufacturers are bringing to market. It’s more like the AEB systems found in many cars and works automatically only in emergencies where a crash is imminent. Harley’s AEB system uses multiple sensors, which could potentially “talk” to an adaptive cruise control system. But it’s the type and number of sensors that are significant. A drawing from Harley-Davidson’s AEB patent application. Not only is the bike sensing forward, but it is also sensing backward. For example, a camera on the dash looks back at the rider keeping tabs on him/her. There are also sensors in the handlebar, grips, and seat. A helmet-mounted camera will track the rider’s eye to assess which direction the rider is looking. The idea is to ensure that the rider is focusing on the road ahead. If you’re wondering how the system will interact with the rider, it will use a series of warning lights, haptic (vibrating), and audible warnings to alert the rider. If the rider does not respond, the system will apply the bike’s brakes until it stops. Your bike is looking at a lot of things, including you! Finally, some sensors track braking force and add more if it deems that the rider is not applying enough. Should a system like the one Harley is working on come to market, would you be interested in having it on your bike? Or is it just too much “Big Brother” like for your taste. Let us know in the comments below. Vezi sursa
  11. LEADING THE LEADERS AND DEALING WITH 2021 SUPERCROSS

    Posted in Racing Only days and hours remain in the 2021 AMA Supercross season and Red Bull KTM Factory Racing have been chasing their second 450SX title in the last three years. We called Team Manager Ian Harrison to ask about Supercross in a pandemic, the evolution of Cooper Webb, and more… Cooper Webb leads the 2021 AMA 450SX Supercross Championship heading into the final few rounds PC @SimonCudby The FaceTime audio call is a little noisy. There is activity going on behind Ian Harrison at the KTM workshop in Murrieta, California as the team get ready for the final weeks and flurry of Main Events that will close a 2021 season of limited venues and a truncated schedule featuring midweek races. Ian has kindly given up some of his time to chat about the campaign as Cooper Webb – the most successful rider in the 450SX field so far in ’21 and holding the red plate at the time of writing – gets nearer to the big prize with Ken Roczen and Eli Tomac still in looming proximity. Ian Harrison – Red Bull KTM Factory Racing Team Manager PC @SimonCudby Harrison has been holding the reigns of Red Bull KTM under the gaze of Roger De Coster since 2019 and has helped steer Webb to a championship and second position in that time. He’s getting close to another AMA/FIM distinction for the factory in what have been unprecedented times both for the sport and the team. But there are other matters on the horizon to keep him busy… Marvin Musquin and Cooper Webb’s KTM 450 SX-F FACTORY EDITIONs under the Red Bull KTM Factory Racing team awning PC @AlignMedia Ian, 2021 is almost over and it’s been close, hectic, different: have you felt that intensity? It’s actually been pretty good. Having multiple races at one venue and not being able to get out and practice during the week has been an equalizer for everyone really. When we were in Indianapolis it was so cold – in fact -5 or -6 degrees each day – we were all stuck in the same boat. It was at that time when I saw Coop starting to come around and that’s when I think having great off-season preparation – and being able to maintain it – meant he could build momentum. When we went down to the warmer states and places like Orlando, Daytona and Dallas he just seemed to catch fire. He was a step ahead of everyone else. I think the precursor of having the last six rounds of 2020 in one stadium and in one hit gave us a good insight of what to expect this season. The 2021 Red Bull KTM Factory Racing Supercross team PC @SimonCudby Was running the team a challenge in the continuing pandemic? Yeah, but I think in the US it is a little different compared to Europe for restrictions and stuff. The toughest thing is being in the pits and being isolated the whole time. Also, the travel is a bit more complicated. You get a bit nervous when it comes to the Covid tests. We do it twice a week and if someone is positive then you need a plan in place to effectively deal with that. You want to protect your riders but there is only so much you can do. You can only hope that people are doing their best away from the track to stay safe or away from potential hazards. Webb, his mechanic and Harrison at the Oakland SX round in 2020 PC @SimonCudby Are you a fan of the midweek races? Do you think it might become a regular occurrence for supercross in the future? Last year I thought it might…but after this year and being stuck in one place for twelve days I’m not too sure. I think by the final Saturday of a triple it is quite tough on people. Being in the same environment, in the same trailers, in the same tents: it gets a little repetitive. I think if it was a Saturday-Tuesday schedule with the following Saturday free then I that might work. But having three in a week looked to be tough on the paddock. How difficult – or weird – has it been completing a season in those stadiums with barely any public or atmosphere to the races? Absolutely. A big part of it is missing. Although, to be perfectly honest with you from our side, once the racing begins you get so hooked into it that you don’t notice, but during the opening ceremonies and practice sessions it just seems so ‘light’ with so few people in there. It is a little awkward and seems ‘off’. I prefer Supercross with a big crowd and you can hear the cheers and people getting behind the riders. Intense weeks of racing have changed the game in Supercross but Webb is enjoying a strong season in 2021 PC @AlignMedia Cooper has been right in the mix for the title with Ken Roczen and Eli Tomac. It’s your third season working with him. Have you seen many changes in his approach? In 2020 he started quite slowly because he was ill and there was the possibility that he even had Coronavirus at that time. Then he had that horrible crash that knocked the wind out of us for a little bit. So, in the end, finishing 2nd was not a terrible season overall but this year I have definitely seen a guy that can really plan how a race will go. He’s really thinking about his positions and what the other riders are going to do, how he is going to attack on the track and where he is going to push and when to be patient. There is more maturity – from a racer’s point of view – and I think he is more confident because of that plan. He’s confident in his training and his bike and all those things together make for a strong rider. Ken Roczen and Eli Tomac are no slouches! You have to be on your A-game to beat them. Coop has been just a step ahead of them with less mistakes, better starts and a number of other factors that have put him up there. Having that plan has really injected him with confidence. I remember years ago when we were working in another team with Ricky Carmichael we had the same feeling. We have that sensation that we’re going to do well and fight for the podium whenever he’s out there. At the time of talking he has won five from the last seven races and finished second in the two others, which is amazing. Webb will be looking to bring home the title at the start of May PC @AlignMedia Is it satisfying to see that evolution in Cooper? Yeah, and his strength is the fact that he’s an incredible racer. He gets stronger as the night goes on. When he’s in the battle and he really needs to dig deep he can stay so calm and be calculated; this is something in which a lot of other guys have a hard time to do. You cannot teach that or give it to somebody. They just have it. Marvin Musquin has been part of the Red Bull KTM Factory Racing team for over a decade PC @AlignMedia There has already been talk of Aaron Plessinger being linked with the team and Marvin Musquin staying on for another season. All will be revealed soon no doubt but how do you feel about the possibility of running three riders in the premier class? Having three would be tough for sure. I think it is great that the KTM Motorsport department want to keep Marvin for another year because he’s done an incredible job for over a decade now but the reality is that eventually the younger guys come in. So, we needed to look at that and have someone ready. Aaron is one of those in the mix and has a lot of potential. We’ve had number of seasons now where we’ve only been able to field one racer because the other one has been hurt. It would not be a bad thing to look at a third rider. We also have Max Vohland in there and perhaps having riders across different classes is a challenging part of the job. It’s been a strange year with relatively empty stadiums once again- Max Vohland is racing in the 250SX category for Red Bull KTM Factory Racing PC @SimonCudby
  12. Ministerul de Interne a lansat o propunere de modificare a Codului Rutier cu câteva adăugări care implică participanții non-auto la trafic. Una dintre aceste propuneri este limitarea vitezei legale pentru biciclete la 30 km/h. Mai exact, textul legii va fi completat cu următoarea formulare: „Se interzice conducătorilor de biciclete să circule cu acestea cu o viteză mai mare de 30 km/h”. Justificarea acestei adăugări este faptul că numărul de accidente în care au fost implicați bicicliștii este în creștere, fiind de 124 în 2020 față de 116 în 2019. Ce părere aveți? Se justifică această limitare prin acest raționament sau aceasta are doar rolul de a facilita mai mult circulația autovehiculelor în defavoarea celorlalți participanți nemotorizați la trafic? În plus, nu se specifică modul de verificare tehnic a acestei viteze, având în vedere că bicicletele nu au în mod normal un sistem de măsurare a acesteia care să indice biciclistului dacă depășește valoarea legală. În plus, modificările legislative mai conțin propunerea de sancționare a pietonilor care folosesc telefonul mobil atunci când traversează strada, dar și introducerea numerelor de circulație cu fond verde pentru mașinile electrice, făcându-le mai ușor de identificat în trafic. Din fericire, proiectul pentru modificarea Codului Rutier nu este încă o realitate, fiind în dezbatere publică până la începutul lunii mai, existând încă șansa de a suferi modificări dacă factorii de influență din lumea ciclismului se vor implica în acest sens. Poliția Rutieră a transmis că numărul de accidente cu pierderi de vieți omenești a scăzut considerabil în 2020 la 1644 persoane, cu 12% mai puține decât în 2019, dar nu se precizează dacă restricțiile dure de circulație impuse de pandemie au avut sau nu un efect în acest sens. Textul exact al propunerilor îl găsiți aici. Foto: Specialized Sursa: Freerider
  13. Pirelli împreună cu triplul Campionul Mondial Fabien Barel au dezvoltat o nouă gamă de anvelope Scorpion MTB pentru cursele de DH și Enduro. La doar 2 ani de la lansarea primelor modele de anvelope Scorpion MTB, Pirelli lucrează intens la dezvoltarea unor modele special dedicate curselor din disciplinele gravity. Procesul de dezvoltare și de prototipare a început de doi ani iar acum a ajuns în faza finală de dezvoltare. Inginerii Pirelli au implicat în acest proces un star absolut al scenei DH-ului mondial, francezul Fabien Barel. Fabien nu are nevoie de introducere: este de trei ori Campion Mondial, dar are în palmares și o medalie de argint și una de bronz, plus 7 titluri de Campion Național la DH. Acesta a renunțat la competiții în 2015 și s-a dedicat lucrului la mai multe proiecte, în calitate de tehnician și consultant pentru produsele dedicate discplinelor gravity. În paralel, acesta a încercat și participarea la cursele e-enduro. Experiența sa vastă în disciplinele gravity combinată cu stilul său de pedalat foarte sensibil și cu expertiza tehnică deosebită asupra tuturor aspectelor și componentelor lumii MTB-ului îl fac partenerul ideal pentru Pirelli pentru dezvoltarea și îmbunătățirea continuă a produselor. Noile anvelope Scorpion dedicate curselor gravity sunt deja o realitate la nivel de prototip și au fost testate intens chiar de Barel. Acum ele se află deja montate pe MTB-urile unor sportivi și echipe care le vor folosi în cursele EWS și cele ale Cupei Mondiale DH. Astfel, munca de dezvoltare a tehnicienilor Pirelli și a lui Fabien va fi supusă testului încă de la începutul sezonului 2021. DH a fost recunoscut mereu ca fiind cel mai riguros și solicitant laborator de test din punctul de vedere al abuzului produselor. Este bancul de teste perfect și definitiv, unde anvelopele sunt împinse la limită în toate aspectele lor, de la fiabilitate la aderența extremă. Parametrii cum ar fi absorbția vibrațiilor și rezistența mică la rulare nu trebuie ignorați, aceștia sunt cruciali în lumea curselor moderne unde nivelul de performanță e atât de înalt iar diferența dintre rideri e extrem de mică, până și cea mai mică îmbunătățire a performanței putând aduce un sportiv anonim pe podiumul victoriei. Mai multe informații urmează în curând să fie disponibile pe pagina producătorului. Sursa: Freerider
  14. A spokesperson is walking back some of Northumbria Police & Crime Commissioner (PCC) Kim McGuinness‘s earlier statements. In an email response to ADVRider.com, the Commissioner’s representative said: “The PCC was suggesting some thought should be given by the government to ways in which people who commit anti-social behaviour on certain bikes, or use them illegally, can be deterred. There have been many cases recently of people using motorbikes in an irresponsible way in some neighbourhoods. “One option would be trackers fitted by manufacturers on certain bikes, or bikers encouraged to use one voluntarily, to help with recovery of any stolen bikes and deter their use. This was not a suggestion for all bikes. This talking point was in the very early stages – it’s about exploring the idea, consulting with experts and opening up conversation, which has certainly been done. “Hopefully the biking community has other suggestions, which the office would be happy to hear. For information, we’re also looking at trialling drones to track the small minority of people using motorbikes dangerously on pavements in residential areas and are exploring the idea of a dedicated off-road riding area to give people a specific course to use instead.” McGuinness’s green light for trackers However, according to the Northumberland Gazette, the Commissioner was urging Policing Minister Kit Malthouse to give them the green light to allow for tracker devices to be fitted to all motorcycles so their whereabouts and speed can be monitored. Even the Northumbria PCC’s own website previously indicated that trackers should be fitted to all motorbikes. This webpage has now been taken down. A screengrab of the now removed Northumbria Police & Crime Commissioner’s website stated, “Kim is urging Policing Minister Kit Malthouse to give the green light to allow for tracker devices to be fitted to all motorbikes so their whereabouts and speed can be monitored.” New backdated webpage Replacing the now removed webpage is a new statement on the Northumbria PCC’s website. It is dated 25th March 2021, although it was not posted until 15th April 2021. New webpage content Previously, the Northumbria PCC’s website clearly stated that Ms. McGuinness wanted trackers on all motorbikes. But that position now seems to have changed drastically, although the new one is still quite troubling. The new webpage now says: The Commissioner recently issued a press release calling on the Government to explore the idea of trackers being fitted to off-road motorbikes. This would help certain high risk bikes be recovered if stolen and deter misuse. This move could help tackle growing motorbike misuse and anti-social behaviour throughout the region, and beyond. The problem is putting people in danger and is causing great concern within many communities. These proposals caused concern to some law-abiding bikers, and we’d like to make clear that we are now working with motorcycle groups to look at more acceptable proposals. The Commissioner is pleased that this has opened up conversation with the relevant parties and is now looking forward to working with them in finding solutions to tackle bike related ASB caused by a very small minority of bike users. Anyone with ideas and suggestions that will help cut this crime and keep people safe is encouraged to contact the office. A screengrab of the new webpage on Northumbria Police & Crime Commissioner’s website is still dated 25th March 2021 and is a drastic departure from the page taken down by the PCC. Change of position The new webpage is drastically different from the page it replaces, and many might argue quite misleading. It is quite concerning that a governmental agency charged with policing would backdate a position that is so drastically different than what was previously posted. That the date was not updated is very suspicious. Northumbria PCC Kim McGuinness and Northumbria Chief Constable Winton Keenan. Looking at the changes With that being said, it does seem that there has been significant movement in the Commissioner’s stance on “trackers.” Several things have changed, so let’s take a look at them, starting with the email provided by Commissioner McGuinness’s representative. The Commissioner recently issued a press release calling on the Government to explore the idea of trackers being fitted to off-road motorbikes. Unfortunately, it’s clear that Commissioner McGuinness was not “exploring” the idea of trackers being fitted to only off-road motorbikes. Their own website and many news outlets reported that Commissioner McGuinness directly urged “…Policing Commissioner Kit Malthouse to give them the green light to allow for tracker devices to be fitted to all motorbikes so their whereabouts and speed can be monitored.” That’s in no way an exploration of an idea to fit trackers, it’s a direct request to a higher-level official who could be in the position to influence legislators. “…explore the idea of trackers being fitted to off-road motorbikes.” This would help certain high risk bikes be recovered if stolen and deter misuse. Off-road bikes only? Based on this new PCC position, it appears that the Commissioner now only wants to fit trackers to off-road motorbikes. And their main use would be to help “high-risk bikes be recovered if stolen.” Well, that’s quite interesting. The Commissioner’s original position was that the use of trackers was warranted because of: “…resident concerns of bike-related anti-social behavior.” Now it appears that her first concern is with the return of stolen motorbikes and the anti-social behavior is only secondary. Hmm… ADVRider.com’s questions answered? As for the list of questions we submitted to the Commissioner, we received a “non-answer” reply. Although cordial, the response provided no answers to our questions. The Commissioner’s representative said: Thanks for the email. Your questions seem to be based on the tracking suggestion becoming a law. These are not firm proposals, just talking points, and I can’t give you a line by line answer I’m afraid. Some of the coverage I’ve seen so far seems to be speculating that the PCC is about to introduce these measures. This is not the case, the PCC has no power to do this. McGuinness can’t make law According to the Commissioner’s representative, the Commissioner’s statements are merely talking points. And, he states that the PCC does not have the power to create law. Yes, we understand that she does not. But we also understand that Commissioner McGuiness asked the Minister for Crime and Policing for authorization to install trackers. When that happens the Minister for Crime and Policing has the opportunity to influence the legislative process. And that’s quite concerning. Any good news? If there’s any good news coming from the Northumbria PCC, it’s that they now say they are working with motorcycle groups. “…we are now working with motorcycle groups to look at more acceptable proposals.” Frankly, consulting motorbike groups is something they should have done before making their tracking request. The political grandstanding taken by Commissioner McGuinness should never have occurred. But at least for now, the Northumbria CPP may have heard us. If we take them at their word, they say that potentially only off-road bikes will be tracked. Still, it’s an unacceptable “solution” for the stated problem. They need better solutions and we should help them arrive at them. Because it’s clear, the Northumbria PCC does not understand the motorbike community. Followup We’ve once again reached out to Commissioner McGuinness and the Northumbria PCC to clarify their new position. We will let you know what they say if they respond. In the interim, it’s important to carefully monitor what the Northumbria PCC plans to do going forward. Vezi sursa
  15. Sistemele electronice de siguranță și control explicate de producător și datele tehnice ale modelului Pan America 1250 Special. Cornering Rider Safety Enhancements Pan America 1250 și versiunea Special sunt echipate cu mai multe sisteme de asistență a pilotului, la care au fost implementate ultimele tehnologii de control al componentelor șasiului, control al frânei de motor și al motorului. Aceste sisteme sunt proiectate pentru a oferi performanța maximă a tracțiunii în timpul accelerației, decelerării și frânării, atât în linie dreaptă, cât și în viraje. Cornering Enhanced Electronically Linked Braking (C-ELB) Sistemul combinat de frânare electronic îmbunătățit oferă o frânare față-spate echilibrată într-o gamă largă de situații. Cornering Enhanced Antilock Braking System (C-ABS) Sistemul ABS îmbunătățit este proiectat pentru a preveni blocarea roților la frânare (dacă mai era nevoie să spun). Cornering Enhanced Traction Control System (C-TCS) Sistemul de control al tracțiunii îmbunătățit este conceput pentru a împiedica roata din spate să se rotească excesiv în timpul utilizării agresive a accelerației. Cornering Enhanced Drag-Torque Slip Control System (C-DSCS) Sistemul este conceput pentru a reduce derapajul roții din spate și pentru a preveni blocarea roții la decelerarea provocată de motor. Hill Hold Control (HHC) Sistemul de asistență la plecările din rampă HHC este realizat pentru a menține presiunea în instalația de frână după ce frâna a fost acționată și pentru a preveni mișcarea motocicletei timp de 10 secunde după ce maneta de frână a fost eliberată. Fișa tehnică Harley-Davidson Pan America 1250 Special Motor Revolution® Max în patru timpi, cu doi cilindri gemeni în V, patru supape pe cilindru, DOHC, răcire cu lichid, injecţie electronică ESPFI. Capacitate cilindrică: 1252 cmc, alezaj x cursă (mm): 105,0 x 72,0 mm. Putere maximă: 150,0 CP (112,0 kW)/8750 rpm, cuplu maxim: 128,0 Nm/6750 rpm, raport de compresie: 13,0:1. Cutie de viteze cu şase trepte, ambreiaj assist & slip în baie de ulei, cu acţionare mecanică, transmisie finală pe lanţ. Cadru din trei componente principale, piesa centrală forjată din aluminiu şi basculă turnată din aluminiu. Suspensia față: furcă telescopică hidraulică inversată Showa BFF (Balance Free Forks) Ø47 mm, complet reglabilă, cursă roată faţă: 190 mm. Suspensia spate: monoamortizor Showa BFRC (Balance Free Rear Cushion-lite), complet reglabil, cu reglaj electornic a preîncărcării şi comprimare semiactivă, cursă roată spate: 190 mm. Frână faţă hidraulică cu dublu disc flotant din oţel Ø 320 mm, etrier Brembo monobloc radial cu patru pistonaşe, ABS activ pe viraje. Frână spate hidraulică cu disc din oţel Ø 280 mm, etrier Brembo flotant cu un pistonaş, ABS activ pe viraje. Roată faţă 19”, roată spate 17”, roţi cu jante din aliaj de aluminiu cu spiţe. Anvelope H-D®/Michelin™ Scorcher™ “Adventure”, Radial Anvelopă faţă: 120/70R19 60V, 72Vspate: 170/60R17 72V, fără cameră. Lungime: 2265 mm, ampatament: 1580 mm, înălţime la şa: 836-850 mm. Gardă la sol: 175 mm, masă la plin: 258 kg. Capacitate rezervor benzină: 21,2 litri, consum mediu: 5,5 ltr./100 km. Preţ Pan America 1250 Special în România, la Harley-Davidson Bucureşti: 18.743-19.338 euro, TVA inclus, în funcţie de culoare. Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau Twitter iar filmele sunt postate pe canalul YouTube. Vezi articolul integral
  16. Kawasaki Patents New Quick-shifter

    According to patent filings, Kawasaki is working on a new type of quick-shifter for street bikes. Traditionally, quick-shifters were designed for racers looking to eke every fraction of a second from lap times without the potential damage from clutchless shifts. Designed to work at the upper reaches of the rev range, they worked by momentarily cutting the ignition during the shift. Kawasaki’s system is designed to work similarly at high revs, but can also automatically actuate the clutch for smoother shifts and lower engine speeds. As such, the new system will be very well suited to normal street riding, and not just high revving track work. The patent drawings feature a modified Ninja 1000 SX, proof that the system is meant more for street duty. A separate computer (distinct from the ECU) decides when to use the clutch and when to use the ignition cutout by taking into account engine speed, throttle opening, gear selection, gear lever pressure, vehicle speed, and other external factors. The patent also describes a hybrid electric version, with an all-electric mode, electric and internal combustion mode, and internal combustion only mode, with different shift strategies for each. How is this different than other motorcycles with computer controlled clutches, like the Yamaha FJR1300? The fact that the system still uses a more conventional “ignition cut” paradigm for shifts at high revs appears to be the biggest differentiator. It is not a dual-clutch system like Honda’s, either. But the Kawasaki patent drawings show a lack of a clutch lever, which might indicate that the system operates similarly to the automatics in the Yamaha and Honda stables. Source: CycleWorld.com Vezi sursa
  17. Segway’s Apex H2 Hydrogen Powered Motorcycle

    Back in 2015, a Chinese company called Ninebot purchased Segway. Yes, that Segway. The one that produced the self-balancing mall conveyances. And they are now working on other personal mobility vehicles. One of those vehicles is causing a bit of a stir. It’s a hydrogen-powered concept motorcycle called the Segway-Ninebot (Segway) Apex H2. It is Segway’s latest vision for two-wheel transportation solutions. What sets the Segway Apex H2 apart from other electrically powered motorcycles are its hydrogen fuel cells. Is the Segway Apex H2 more than just a drawing? Segway first introduced the Apex concept in 2019. Meeting some skepticism, Segway later showed off the bike riding around on a closed circuit. And it was still met with skepticism, particularly for the way it was ridden around the track. And now, it seems that the Apex H2 concept is a follow-on to the original Apex. Apex H2 different The Apex H2 concept is significantly different than the original Apex. The Apex didn’t use hydrogen. In addition, the original Apex sported a conventional suspension configuration. The new H2 brings a completely different setup. The Segway Apex H2 uses hydrogen-filled fuel cells. Instead of a twin fork tube and conventional swingarm, the Apex H2 uses twin single-sided swingarms. The new concept is quite “Tron” looking. Segway says that the bike’s motor will provide about 80 hp. It will is able to go from 0-60 MPH in less than four seconds and has a top speed of 93 MPH (150 km/h). Unfortunately, they say nothing about its range or the time it will take to swap out the hydrogen fuel cells. The details on how the hydrogen powers the machines are quite slim. Some reports say that the bike will be a hybrid with an internal combustion engine supplying power to the batteries. Other reports say that the hydrogen inside the fuel cells is somehow converted into electrical power. Let’s just say that the power details are “sketchy”. Interestingly, Segway says that the Apex H2 will be ready for production in 2023. They even go so far as to set pricing. In the U.S., the Apex H2 will be priced at $10,700. With the available data, my BS meter is just about pinging off the upper end of its range. What do you think about hydrogen power for motorcycles? Let us know in the comments below. All image credit: Segway-Ninebot Vezi sursa
  18. Australian Hard Enduro hero Tim Coleman is on the road to recovery after his very serious crash in March, but he and his family need help. So, there’s a new GoFundMe set up to give them assistance with their bills at this time. Coleman isn’t exactly a household name in North America, but true keeners in the enduro/hard enduro scene should recognize him. He’s big into that trials/trails hybrid riding style that Traction eRag is promoting, and he regularly pops up on the Cross Training Enduro YouTube channel, or other Internet coverage of the hard enduro scene, particularly from Australia. In early March, Coleman was competing in the Tenterfield Terror round of the Australian Hard Enduro championship when he had a life-threatening medical episode—severe heatstroke, the doctors think. He had to be airlifted to Gold Coast University Hospital, and he’s been in the ICU ever since, although they’re hoping to get him out soon. As per his wife’s latest updated on Facebook: Tim’s doing really well after the last surgery! His lungs seem to be behaving themselves and getting a little better each day ☺️ Still in ICU for now, they are just waiting until they can take his last chest drain out and for his heat rate to slow down and then he should be off to a ward in the next day or two. He’s lost a lot of weight (and he didn’t have heaps to lose!) so we are trying to smash him with calories and protein and keep up the physio. He still has a fever and his body’s working really hard so he’s burning energy really fast 🔥 But he’s getting a bit stronger each day and has started doing some walks with a frame down the corridor 💪 He’s about as slow as a snail 🐌 and a 20 meter walk wipes him out, but he’s determined to get there! 🐯☺️ Coleman’s health care is free, but the rest of his expenses are not. He’s been unable to work for weeks, while in ICU, and will continue to be unable to work for months. So, there’s a GoFundMe set up to help with the family’s expenses. As per the page, the idea is to raise money for accommodation bills while the family are in Queensland, food/fuel/car expenses, flights, medical/rehab costs, and the family’s ongoing mortgage/water/electricity/etc. bills. The crowdfunding effort has already raised more than $80,000 AUD, but they’ve upped the efforts as the Coleman family is obviously in for difficult months ahead. See the GoFundMe page here. Vezi sursa
  19. These days, most riders are packing a phone, GPS or other electronic gadget with them on their road trip, and that means they’ll need recharging eventually. Obviously, on-the-bike charging is ideal, but sometimes that’s not possible. The new Viva Plus Genstove is aimed at instead recharging your batteries while you cook your dinner. The Viva Plus Genstove is designed to convert the waste heat from cooking into energy. The idea itself is not new. The BioLite stove does much the same thing (and there have been many ADVrider threads about it, with inmates reviewing them and sharing their likes and dislikes—see here for a list of forum mentions). However, the BioLite stove is a wood-burner. This is good if you want a romantic smoky campfire, or cheap fuel, but woodstoves come with a set of disadvantages too, including bulk and vulnerability to weather. [embedded content] The Viva Plus Genstove is designed to run off gas canisters instead, burning butane or propane to cook your food and charge up your gadgets. This means it should be quick and efficient to use, but you’ve also got to travel with fuel canisters. Butane canisters, at least, are fairly compact, although they’ll never be as affordable as good old-fashioned Coleman fuel. But, a Coleman stove won’t recharge your phone, will it? Speaking of which, the Genstove designers claim the stove should recharge most phones at a rate of 1 percent a minute, roughly. Electrical output is 5V x 1A, approximately, and the built-in battery is 3.7v x 3200 mAh. It also comes with a solar panel, for charging when the stove is not running. Viva Plus also includes a “light box,” an array of LEDs that can illuminate your campsite while running off the stove’s output. Supposedly, a 230-gram butane canister will run this light box for 12 hours. Viva Plus is a Korean startup, and currently, the company is trying to raise money on Kickstarter to build the Genstove. Pricing looks to start around $200 US, before factoring in shipping and other fees. See more info on the Genstove at Kickstarter, or the company’s website. Vezi sursa
  20. In a rather unnerving move, Northumbria Police and Crime Commissioner Kim McGuinness is calling on the Government to “urgently introduce” a law that would make the installation of tracking devices mandatory for all motorcycles. She believes that the trackers must be fitted to motorcycles so “their whereabouts and speed can be monitored.” Understanding the Commissioner’s recommendation On the Northumbria Police and Crime Commissioner’s website, Ms. McGuinness is quoted as saying: “There have been some positive results lately but I want us to be able to do more. We need to think differently if we are going to put a stop to the problem once and for all and this is where trackers could come in. Our police are confident they could make a real difference.” “It’s important for me to be clear. I don’t mean our law-abiding bikers here – I’m talking about trouble-makers, often young people riding un-roadworthy bikes, which in some cases have been stolen. It’s their own safety that is at risk here too – worryingly there’s a real lack of awareness of the consequences. A tough approach needs to be taken and I fully back our force with this, especially when engagement and education isn’t getting through to those responsible.” However, according to Police Professional: Northumbria’s police and crime commissioner wants ‘trackers’ to be fitted to all (emphasis added) motorcycles to help tackle the problem of bike-related anti-social behaviour. Kim McGuinness is calling on Government to “urgently introduce” new bike laws that would make their use compulsory and act as a “real deterrent” to reckless riders. And, it seems that the Northumbria Police & Crime Commissioner’s website says that trackers should be attached to all motorcycles. A screengrab from the Northumbria Police & Crime Commissioner’s website. Note that it says “tracker devices to be fitted to all motorbikes.” Position still unclear So it’s still unclear what the Commissioner’s point of view is. We don’t know whether she wants the trackers attached to all motorcycles or merely those adjudicated as having committed an offense. That’s unfortunate since the requirement to attach a tracker to all motorcycles has far-reaching consequences. It’s not difficult to see the privacy issues this measure would have in the US. However, it appears that in the UK, this type of legislation may not run afoul of individual freedom protections. And if that’s the case, the Commissioner’s recommendation may be well within the bounds of UK law. Reaching out to the Commissioner To better understand the Commissioner’s recommendation, we’ve reached out to the Northumbria Police and Crime Commissioner for answers to the following questions: Must ALL motorcycles be fitted with the tracking device? Please provide a yes or no answer at a minimum, please. When should the trackers be fitted; at the time of purchase or sometime after? Who pays for the cost of the tracking devices and their installation? When and how will the motorbikes be tracked? Who will provide law enforcement if a violation is deemed to have occurred? Who (which agency) will be responsible for the maintenance and security of the tracking data? What will be done with the tracking data? Will it become available to the public? If the tracker is required for all motorbikes, what is the penalty(ies) for a person who does not install, removes, or tampers with the tracker? We’ll let you know if we receive an answer to our inquiry. Until then, it’s clear that riders in Northumbria should keep an eye on this bit of potential legislation. All image credit: Northumbria Police & Crime Commissioner Vezi sursa
  21. Fetele se dau tare!

    Povestea a trei prietene, colege de cameră, care știu să aprecieze ceea ce contează cu adevărat în viață! (bicicleta) – Delilah Cupp, Clare Hamilton și Avra Saslow Sursa: Freerider
  22. Yamaha continues its sideways approach to electric vehicle development, with announcement of a new electric crate motor that puts out a massive 475 horsepower (350 kilowatt output, according to the press release). It’s just a prototype right now, but Yamaha is already taking orders from customers. Just to be clear, this new motor is aimed at cars. The concept drawings show a motor that’s far bigger than the hub units used in most wimpy electric step-throughs. It also appears to be larger than latest-generation electric motorcycle powerplants, like the one in the Triumph TE-1. However, considering its massive output, it’s still quite compact, partly because it integrates multiple components into a single purpose-built housing. Yamaha says “The main feature of this newly developed electric motor is its compact construction that treats the mechanical and electrical components as a single entity, integrating the gear and inverter into one unit.” That sounds a lot like Triumph’s recent TE-01 update, where development partner Integral Powertrain Ltd. said the company’s new motor reduced bulk and improved efficiency by integrating the motor and inverter into a single unit. Indeed, this sort of design is likely going to be the “unit construction” of the 21st century. Who would buy such a massively powerful electric motor?Yamaha’s press release says “This unit is aimed at use in hyper-EV models and other offerings in the high-output mobility segment.” No hints there, then, but it goes on to say “It was also developed in anticipation of installation and use of multiple units on a single vehicle.” In other words, if 475 horsepower isn’t enough, you can daisy-chain a few of these motors together for even more mad power. Yamaha’s new powerplant is officially an “Interior Permanent Magnet Synchronous Motor,” with oil cooling, operating at 800 volts. If this sounds like something you need, Yamaha says it’s going to start taking orders this month (April, 2021). A look at the future? This engine didn’t come out of nowhere—Yamaha’s been working on electric “crate engines” for months now, ranging from 35 to 200 kilowatt output, or roughly 47 to 268 horsepower. This is just the next big step in that program. Earlier motors in this program were aimed at motorcycle application, and no doubt someone will try to build a bike around this motor as well. Taking a step back, it’s a lot more than an interesting technological development: It’s a look at where the industry is headed. As the moto industry techs up, we’ve seen Bosch basically take over the market for electronic safety gadgets (ABS, traction control, adaptive cruise control, etc.). Now Yamaha’s making an aggressive play on the electric motor market. Maybe Honda, or BMW, or some other company will in turn make a play to dominate the battery market? Vezi sursa
  23. Oregon Lane Filtering Bill Has Support

    Is it possible the motorcycle lane filtering legalization dominos are starting to fall? Now, Oregon Senate Bill 574 aims to allow lane filtering. And it’s gaining speed with proponents and the legislature. If approved, the bill will allow motorcyclists to move back and forth between very slow-moving traffic on Oregon’s multi-lane highways. While similar legislation has been a topic of discussion since 2015, this time it’s different. There are clearer definitions of when lane filtering is legal. Under the Bill, traffic must either be stopped or moving less than ten miles per hour for lane filtering to be permissible. In particular, lane filtering would be legal under the following conditions: In situations where traffic is either stopped or has slowed to a speed of 10 miles per hour or less, a person operating a two-wheeled motorcycle may pass the stopped or slowed vehicle under the following conditions: they travel no more than 10 miles per hour above the speed of traffic; they do not impede normal movement of traffic; and they merge with regular traffic flow once the speed of traffic exceeds 10 miles per hour. The exemption applies only on interstate highways or roads with designated speed of 50 miles per hour or higher with two or more lanes in a single direction, and does not apply in certain school zones. The measure also does not permit operating a motorcycle on the road shoulder (to the right of the far right lane), or on the center line (to the left of the left-most lane) This time around, there are advocates on both sides of the political spectrum. And, the Governor’s Motorcycle Safety Advisory Committee has withdrawn its opposition to the Bill, paving the way for more positive action. Lane filtering benefits The Bill’s proponents point to three benefits they say motorcycle lane filtering would promote: Reduced congestion Reduced emissions Enhanced rider safety While some might argue that lane filtering does not increase rider safety, several studies say that it does. A University of California at Berkeley study found the following about lane-splitting motorcyclists: Of the almost 6,000 collision-involved motorcyclists we studied, nearly 1,000 were lane-splitting at the time of their collision. When we compared motorcyclists who were lane-splitting with those who were not, we could see that the lane-splitting riders were notably different. Compared with other motorcyclists, lane-splitting motorcyclists were more often riding on weekdays and during commute hours, were using better helmets, and were traveling at lower speeds. Lane-splitting riders were also less likely to have been using alcohol and less likely to have been carrying a passenger. Lane-splitting motorcyclists were much less often injured during their collisions. They were considerably less likely to suffer head injury, torso injury, extremity injury, and fatal injury than riders who were not lane-splitting. If you would like to see the text of Oregon Bill 574, you can find it here. Vezi sursa
  24. Swedish electric motorcycle manufacturer CAKE is introducing its first motorcycle to help combat poaching. The CAKE Kalk AP (anti-poaching) is a special edition electric motorcycle designed specifically to help rangers protect endangered wildlife. Its design allows it to be operated in the harsh conditions of the African bush. The new Kalk AP was developed in tandem with the Southern African Wildlife College (SAWC) to successfully serve rangers with their work. Kalk AP – helping rangers and animals And, for this type of work, an electric motorcycle can help wildlife rangers do things like charge the bike in the field. And, of course, the electric platform is much quieter than an internal combustion-engined machine. Can you say sneaky? The rangers on a CAKE Kalk AP can. According to CAKE’s CEO Stefan Ytterborn: “Solar power, new technology, and a new category of vehicles that help save endangered species in Africa. This is a perfect example of purpose meeting sustainability. We are extremely honored to be able to work with our partners on this initiative and to contribute to developing the means to help curb poaching in the region.” – CAKE CEO Stefan Ytterborn Kalk AP entering field operations Later this year, the Kalk AP will enter field operations in conjunction with Goal Zero solar kits. The solar kits will enable the Kalk AP to recharge in the field without the need for traditional electric power outlets or supplies. Like other Kalk models, the Kalk AP features a removable battery. And, charging the battery can be done both on and off the bike. The Kalk AP is a lightweight and rugged machine. It weighs in at a rather feathery weight of 176 pounds. It uses a 50A / 2.6 kWh battery to deliver a peak motor output of 11 kW and potentially 3 plus hours of riding time depending on conditions, throttle use, and rider weight. According to CAKE, the bike can deliver 42 nM of torque at the hub and 280 nM of torque at the rear wheel, giving the bike a top speed of 56 mph (~90 kph). CAKE says this motorcycle will help rangers protect endangered wildlife. Photo credit: Cake Kalk AP software upgrades The AP also features CAKE’s three ride modes and 3 braking modes. Like the other Kalk models, the AP also uses the same gearing with an 80 tooth rear sprocket and a 12 tooth front sprocket. The AP’s software is different than the others, however. Its software uses some new code to allow it to operate in higher temperature environments. For example, it considers those times when high speed may be less important than torque. Suspension changes Modifications have been made to the bike’s front and rear suspension. The Kalk AP’s suspension emphasizes reduced maintenance without sacrificing the bike’s mission. Also the bike’s sealed electric motor is fully submersible and able to withstand the difficult and dusty conditions that rangers often encounter. There’s also a high front fender for use in muddy terrain. The AP’s utilizes CAKE’s 18 X 1.85 inch rims with Continental TKC-80 tires on both ends. This setup is different from other CAKE Kalk models. This wheel/tire combo provides for better weight dispersion and lower tire pressures, which can help in muddy or sandy conditions. Charity program If the Kalk AP is something you’d like to own, you can. It is available as part of a buy-one-give-one charity campaign. If you purchase one, both CAKE and Goal Zero will donate the bike’s “profit margin” directly to SAWC. As such, when a customer purchases a Kalk AP, an identical twin model will be built. CAKE then gives one Kalk AP to an active anti-poaching unit operating in one of the 25 national parks where the Southern African Wildlife College manages anti-poaching teams. Also, if you purchase a Kalk AP, Goal Zero will provide a solar panel and power station kit. The kit enables the donated bike to operate in the African bush free from any electric power grid. Thus, the machine can continue to carry out its mission to protect wildlife in the South African bush’s remotest areas. “Connected” motorcycle and data Interestingly, all the “twin” bikes are connected to their sibling bike operating in the bush. Purchasers of the AP “…will then receive continuous updates on where it is, what is happening, and what good it has achieved. CAKE will also receive these notifications and will share ongoing achievements in various channels.” The cost of doing good Anyone interested in supporting the Electric Bush Bike Anti-Poaching Act can help by purchasing a Kalk AP. You can do so by reserving a model for $1,000 at Ridecake.com. What’s the cost for your own Kalk AP, the donated “twin” Kalk AP, and the solar panel kit? It’s $25,000. That’s not an insignificant chunk of change. But hey, you’re building two machines and helping out a good cause at the same time. Deliveries will begin in September 2021. Vezi sursa
  25. Bottpower is back at it. The Spanish motortsport engineering company has a new body kit on the market, one that gives the Yamaha MT-09 an edgy new look. Bottpower (the name stands for Battle Of The Twins) calls its new bike kit the XR9 Carbona. It designed the machine in conjunction with Yamaha Europe, as part of the company’s Yardbuilt custom motorcycle program. According to Bottpower, the bike is directly descended from the company’s race program: The XR9 has been conceived based on the experience gathered at the iconic Pikes Peak race back in 2017 when Bottpower won in two categories and finished fourth overall. The idea behind the XR9 is the same, to create a type of motorcycle with a high level of performance riding on open roads. A “high level of performance,” eh? It’s probably just a coincidence that it’s got that neo-retro, street tracker look that all the Euro manufacturers are going for these days … Bottpower XR9 Carbona. Photo: Bottpower Since Yamaha’s Tracer 900 and XSR900 are based on the same chassis, the same kit will also fit onto them, if you’re willing to do a little extra work (see the company’s FAQs here). The basic kit consists of a front number plate (which includes LED running lights), a fuel-tank cover, a seat, and radiator cover. The seat and fuel tank covers are made of carbon-fiber, and the seat’s tail section has dual-purpose brake/signal lights. The bike’s headlights are built into the radiator cover assembly. Street-legal lighting, tucked away into the bodywork. Photo: Bottpower It’s a radical makeover, but Bottpower says it should only take four hours for a mechanically-competent rider to install it themselves, eight hours for a dummy. Or, if you’re just not confident in your own skills, you can take it to a Bottpower-approved installer. The kit isn’t cheap. Base-level cost is 4,975 euros; adding custom paint or other upgrades can drive that price up much further. For more details, visit the Bottpower website, and check out the FAQs. Vezi sursa
  26. Adevărul este că nu-mi amintesc să fi primit până acum la test o pereche de încăltăminte care să arate bine, să fie și comodă și să aibă și ceva performanță acolo unde am eu nevoie. O să exemplific: design-ul noilor Lynx Zero mi-a plăcut la nebunie, din prima, și mă bucur nespus că am primit versiunea această neagră de culoare din toate cele disponibile. Apoi, odată încălțați mi-au venit precum o mănușă, chiar dacă este vorba despre o pereche de încălțăminte. Și nu în ultimul rând, mi-au oferit aderența necesară pe pedalele Nukeproof pe care le folosesc pe bicicleta de street. Ar fi și câtvea minusuri de menționat, însă mai târziu, în articol. Să intrăm un pic în atmosferă: Lynx este un model lansat în 1998, însă varianta de față este ceva mai slim și mai simplă decât versiunea inițială, adusă de altfel la nivelul unei perechi de încălțăminte sport c așteptări ca pentru anul 2021. Așadar, eu văd Lynx-ul mai degrabă modern, decât clasic, nu doar prin formă dar și prin gama de culori. Nu sunt nici foarte lați, ceea ce mă bucură nespus, căci sincer nu-s fanul unui design bulky. Sunt exact așa cum trebuie să fie, iar în ceea ce privește culorile, ai o completare de crem/bej la nivelul interior al tălpii, în rest toată acțiunea este dominată de negru. Perfect. Cum menționam mai devreme, Lynx sunt foatre confortabili, dar trebuie ținut cont de faptul că povestea asta vine și cu un compromis: de regulă, talpa pantofilor pentru street/mtb este mai dură, iar întreaga construcție superioară învăluie mai ferm piciorul, pentru stabilitate, însă cei de la DC nu au gândnit neapărat această pereche pentru biciclete ci mai degrabă pentru skate. Skate casual cum le place lor s-o numească. Asta nu înseamnă că-ți vor zbura din picioare, dar dacă ești obișnuit cu femitatea unei perechi special construită pentru biciclete, nu o vei găsi aici. Partea bună este că ai de rezervă încă un set de găuri pentru șireturi, dacă dorești să-i prinzi până sus, însă la mine a funcționat și în varianta cool, în care am lăsat limba (de dimensiuni generoase) să se afișeze în toată splendoarea ei, fără s-o forțez să stea liptă de picior. În această formulă, nu am avut niciodată probleme cu aderența, cu mențiunea că Lynx se simt mai loose. Pentru activitățile urbane, nu aș putea cere mai mult. Talpa se înfige bine în pinii pedalelor, deși este evident că nu este dedicată 100% pentru o astfel de compatibilitate. Mi-a plăcut mult de tot și logo-ul marcat pe aceasta, dintr-un capăt în celălalt. Dacă ar fi însă să-i port când pedalez la munte sau pe bicicleta de enduro, lucrurile se schimbă radical. Acolo chiar aș avea nevoie de o talpă mai dură și de ranforsări suplimentare pentru bombeu și călcâi. Să nu uităm însă că Lynx nu a fost construit niciodată pentru așa ceva. Revenind la deplasările urbane, aceștia sunt foarte confortabili de purtat, iar forma și culoarea îi face compatibili cu absolut orice piesă vestimentară. De fapt, mi-au plăcut atât de mult, încât i-am purtat aproape zilnic în ultima lună. La început și-au dat drumu mai greu în partea superioară, acolo unde se îndoaie când calci, iar cuta respectivă m-a deranjat un pic pe partea de sus a labei piciorului. După care și-au revenit. Talpa nu este foarte înaltă, dar potrivită cât să ai impresia că pășești mereu pe ceva moale. Fixarea se face cu șiret, unul negru, dar care pentru un plus de spectaculozitate poate fi înlocuit cu unul colorat. Până una-alta, îi poți vedea în acțiune în primul episod al noului nostru vlog: Concluzie DC Lynx nu sunt dedicați bicicletelor, însă reprezintă cea mai de bun simți soluție din cele testate până acum, care să ofere o performanță bună și un confort excelent. Și cu toate acestea să poată fi purtați și pe stradă, zilnic. De aceea, mă gândesc că pot fi o alegere foarte bună pentru cei care nu caută performanța, ci pentru cei care doresc o pereche bună la toate, ceva destul de greu de găsit în ziua de astăzi. Și în asta constă de fapt măiestria lui Lynx, reușind să ofere toate acestea într-un model cu un preț chiar rezonabil. Preț de raft recomandat: 370 Lei Importator: u-man.ro Sursa: Freerider
  27. DT Swiss a lansat o nouă versiune a butucului foarte popular pentru MTB 350, cu o serie de îmbunătățiri și cu producție mai precisă, fiind considerabil mai performant decât versiunea anterioară. Mecanismul intern rămâne cel Star Ratchet, nefiind implementat noul Ratchet EXP regăsit pe modelele premium 180 și 240, dar noul 350s e mai ușor și oferă cuplare mai rapidă la un preț care îl face perfect pentru construcția roților de orice nivel, cu jante din aluminiu sau din carbon. Butucii DT Swiss 350 sunt folosiți pentru a construi roți de MTB rezistente și performante de mai mult de 10 ani. Acum aceștia beneficiază de un proces de fabricație optimizat dar și de o nouă versiune mai ușoară și mai rapidă a mecanismului DT Star Ratchet. Transferul excelent de putere, greutatea mică și toate opțiunile de care au nevoie iubitorii de MTB fac din noul 350 o alegere perfectă pentru oricine dorește să construiască un set nou de roți de MTB. Noii butuci 350 permit în continuare schimbarea interfeței cu pinioanele fără a avea nevoie de scule, la fel ca toate modelele premium de la DT. Astfel, schimbarea casetei de pinioane de exemplu se face extrem de rapid, la fel și trecerea de la pinioane Shimano la SRAM dacă se mută roțile de pe o bicicletă pe alta, fără a fi nevoie de nicio sculă. Noul butuc 350 este în mare parte clasic, evoluția fiind prin perfecționarea elementelor. Butucul începe să aibă aspect asemănător cu modelul superior 240, prelucrarea fiind mai precisă și mai angulară, pentru a reduce greutatea păstrând durabilitatea și rigiditatea. DT nu spune nimic despre asta, însă vizual se pare că noul 350 conține aceleași elemente rafinate de producție ca noul 240 EXP, exceptând mecanismul intern EXP care lipsește. Noul set de butuci Classic MTB 350 chiar au o greutate mai mică decât modelul anterior 240 dinainte de versiunea EXP – 380 g vs 401 g. Există și îmbunătățiri care merită menționate. Capetele butucului sunt noi. E un detaliu mic, însă se folosește aceiași tehnologie ce a debutat pe modelele de top 180 și 240 iar capetele sunt acum mult mai ușor de scos când se dorește întreținerea butucului sau modificarea standardului de ax al acestuia. La interior, a fost implementat sistemul Star Ratchet 36T SL foarte ușor, față de cel 18T care era standard la generația anterioară 350, ceea ce înseamnă o cuplare de două ori mai rapidă, acum la 10 grade. În continuare se pot instala seturi de inele Ratchet cu cuplare mai rapidă pentru a adapta butucul la necesitățile fiecărui utilizator și fiecărei biciclete. DT a justificat de multe ori de ce o cuplare rapidă nu e neapărat cea mai bună alegere în toate situațiile, oferind astfel sisteme ce oferă cuplarea între 6.7 și 20 de grade, alegerea fiind a fiecărui utilizator. Cu noile prelucrări mai precise și rathcet-ul mai ușor, greutatea butucilor Classic MTB începe de la 137 g pentru față și 243 g pentru spate, modelele MTB pentru spițe cu tragere directă fiind chiar mai ușoare, de la 130 g în față și 212 g în spate! Noii butuci DT 350 pentru MTB vin în multe variante de MTB pentru frâne pe disc, însă nu există versiune față de șosea cu ax de 12 mm. Se poate alege dintre versiunile Classic MTB pentru spițe clasice tip J sau Straightpull MTB pentru spițe cu tragere directă. Modelele Classic au cele mai multe opțiuni, pentru toate standardele, inclusiv Boost și far bike (15/100, 15/110, 20/110 și 15/150 mm pentru față și 12/142, 12/148, 12/150, 12/157 și 12/197 mm în spate), cu găuri pentru 28 sau 32 de spițe. Modelele Straightpull sunt limitate la standardul Boost pentru MTB și la 28 de găuri, fiind dedicate construcției de roți ușoare. Atât modelele Classic cât și cele Straightpull sund disponibile cu prindere de disc cu 6 șuruburi sau Centerlock și cu interfață de pinioane standard Shimano, Micro Spline sau SRAM XD. Toți butucii 350 sunt deja disponibili prin distribuitorii DT Swiss și constructorii de roți, prețul butucului față începând de la 69 Euro iar al celui spate de la 185 Euro. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
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