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BMW R 1250 GS a fost mereu lăudat pentru ceea ce poate pe un circuit. Desigur, nimeni nu va merge la curse de viteză pe un GS, dar oricine a ajuns și pe la un track-day cu această motocicletă a fost surprins de cât de bine se descurcă bavareza pe viraje. Chiar și piloții cu experiență au fost uimiți de manevrabilitatea de sportivă pe care o pune la bătaie acest adventure-bike. Așadar, nu trebuie să ne mire că spaniolii de la Puig au luat noul BMW R 1300 GS și l-au transformat în R 1300 GS Pista. Pe baza exemplarului modificat, compania a dezvoltat și un body-kit, care va fi disponibil la vânzare, cu excepția evacuării, a roților din carbon și a frânelor. Spaniolii au dezvoltat un kit aerodinamic pentru frâna față care reia soluțiile folosite în MotoGP. Acesta limitează turbulențele create de mișcarea de rotație și direcționează fluxul de aer spre sistemul de frânare. Au fost montate roți Rotobox din carbon, inclusiv cea față fiind de 17 inch. Apoi, spaniolii au apelat la conaționalii de la Galfer pentru discuri de frână cu diametrul de 320 mm și o grosime de 6 mm. Observând că parbrizul original produce turbulențe atunci când este setat în punctele extreme, spaniolii au proiectat și executat un parbriz racing, care împreună cu capacul pentru far – desigur doar pentru circuit, elimină turbulențele și îmbunătățesc coeficientul aerodinamic al motocicletei. Wingleturile creează apăsare pe partea frontală a motocicletei, îmbunătățind stabilitatea la viteze mari și diminuând tendința de ridicare pe o roată. Belly-pan-ul îmbunătățește curgerea aerului pe lângă propulsor, lucrând împreună cu wingleturile. Deflectoarele laterale au trei poziții , putând fi folosite fie pentru a răcori picioarele pilotului fie pentru a le proteja de curentul de aer. Rezervorul are un capac care modifică poziția pilotului, permițându-i totodată să își fixeze mai bine picioarele pe motocicletă, ceea ce face o diferență în poziționările tipice datului pe circuit. Ajungem și la coada lui R 1300 GS Pista, acolo unde se găsește un capac monopost. În afară de aceste componente dezvoltate special, cei de la Puig au montat și oglinzile Diablo, un nou produs al spaniolilor. Ele sunt mașinate din aluminiu, anodizate negru, se pot monta pe orice motocicletă sport sau naked și acționează și ca protecții pentru manetele de frână și de ambreiaj. Spaniolii au folosit ocazia și pentru a promova o serie de componente din catalogul Puig Hi-Tech Parts, precum leviere, capace de aluminiu pentru rezervoarele de lichid de pe ghidon, scărițe sau protecții pentru basculă.

Earlier this week, Honda announced the NT1100 sport tourer was finally coming to the US market, but only as a police bike. Take a look below; if you could buy one of these, would you do so? Or would you want a more stripped-down civilian version? Vezi sursa

After a three years of waiting, Honda says it is going to bring its NT1100 sport tourer to the US market. There’s only one problem—it’s being brought in as a police bike. Although Honda’s PR doesn’t outright say that the public cannot buy this machine, the marketing on their website explicitly says it’s being brought to the States to sell to police departments, filling the same role that the old ST1300 sport tourer once held in North America. American Honda today revealed a new on-road motorcycle model developed exclusively for U.S. law-enforcement agencies, and available to order exclusively through the Powersports Fleet/Government Purchase Program … It is … outfitted with special components designed for policework, and it can be further customized with additional parts available through approved vendors. “U.S. motorcycle units and motor officers understand the benefits that two-wheel vehicles can offer over automobiles, and we’re pleased to provide a brand-new option for their fleets,” said Colin Miller, Manager of Public Relations at American Honda. “One of the main advantages of a police motorcycle is maneuverability, and the NT1100 Police is unmatched in that area. It also boasts Honda’s legendary reliability and value—attributes that were proven with law-enforcement agencies in the past, with the police version of the ST1300. Thanks to its light weight, nimble handling and exceptional value, the NT1100 Police promises to be a popular choice among U.S. motorcycle units.” The NT1100 has been on the Euro market since 2022, available to all buyers, not just the police. It just saw a series of updates for 2025. It’s build around the same liquid-cooled parallel twin engine that the CRF1100L Africa Twin uses, but with a sporty, street-going chassis. In its new police-edition clothes, it comes with panniers, a wiring harness built for adding accessories, crash bars, and other add-ons included and available from the aftermarket to make it more suitable for patrol work. In this made-for-police version, the machine weighs 566 pounds fueled-up and with a full load of equipment (although some PDs may add even more). You can see the rest of the specs here. MSRP for the new bike will be $14,499. And now, the big question: If this was available to consumers, would you buy one? Vezi sursa

Sezonul hibernal nu este deloc unul “mort”, pentru că este vremea concursurilor de ciclocros. Astfel, pe data de 12 ianuarie 2025, Federația Română de Ciclism anunță organizarea Campionatului Național de Ciclocros 2024-2025. Evenimentul va avea loc la Domeniul Cantacuzino Florești, Prahova, o locație de o importanță istorică și arhitecturală majoră, legata de familia Cantacuzino, una dintre cele mai influente familii din istoria României. Domeniul găzduiește ruinele unui palat impresionant, cunoscut și sub numele de „Micul Trianon”. Domeniul Cantacuzino din Florești este o locație potrivita pentru organizarea unui concurs de ciclocros, având în vedere câteva aspecte cheie ale terenului și infrastructurii sale întrucât domeniul include atât pajiști, cât și păduri, ceea ce permite crearea unor trasee diverse, cu zone de teren mixt, ideale pentru competițiile de ciclocros. Aceste terenuri oferă provocări interesante pentru participanți, incluzând porțiuni de asfalt, pământ, nisip și iarbă. foto Karpatiahorse.rofoto @domeniulcantacuzino De asemenea locația este relativ ușor accesibilă din zona Ploiești și din alte părți ale județului Prahova, ceea ce ar putea atrage un număr mare de participanți și spectatori. În plus, există posibilitatea de a organiza parcări și facilități pentru public. Nu în ultimul rând, atmosfera și decorul sunt speciale, palatul și parcul domeniului oferind un peisaj istoric deosebit, care adăuga un farmec aparte evenimentului. Combinarea unui concurs de ciclocros cu un cadru natural și istoric creează o experiență unică atât pentru concurenți, cât și pentru spectatori. Sursa: Freerider

Ducati has just taken the wraps off its new-for-2025 Multistrada V2 adventure bike at the INTERMOT show in Cologne. This is no mild makeover; Ducati has done a lot of work to renew this machine for the next generation. [embedded content] The biggest update is the new V2 motor; Ducati uses the same 890 V-twin engine that powers the latest Streetfighter V2 and Panigale V2. On those machines, the latest update emphasized weight savings over power gains. Indeed, those bikes dropped power at the dyno, although the Multi V2 is actually about 3 horsepower beefier than the outgoing 937 cc machine. To that slight muscle-up, you can also add some weight loss. As Mike told you in our initial write-up on this development: The new V2 engine weighs in at a claimed 120 pounds, which is the lightest weight for a V-twin engine Ducati has ever made. The result is an engine that tips the scales at 21 pounds less than the Superquadro 955, 13 pounds less than the Testastretta Evoluzione, and 12.7 pounds less than the Scrambler Desmodue. In addition to its lighter weight, it’s no slouch in the horsepower department. Ducati says that the new twin will be available in two configurations: a 115-hp version and a 120-hp version, which “…offer different characteristics to increase its versatility.” The new V2 engine uses a conventional spring-actuated valve assembly instead of Ducati’s usual desmodromic setup. See Mike’s full write-up on the engine here. That weight loss theme continues throughout the whole bike. Thanks to chassis trimming and other careful cutting, the new Multistrada V2 S has a claimed dry weight of only 445 pounds; its semi-active Skyhook suspension drives the weight up about 7 pounds from the standard Multistrada V2. To put that in perspective, the latest-generation KLR650 weighs 416 pounds dry, and that’s a single-cylinder bike with very limited onboard electronics. The new Multi is a very trimmed-down machine compared to many of the bloated multi-cylinder bikes of the past. An aluminum main frame section combines with cast aluminum two-sided swingarm and steel subframe. Photo: Ducati Ducati gave the new Multistrada V2 an aluminum monocoque frame with steel subframe and dual-sided cast aluminum swingarm. Of course the marketeers made much talk about the chassis being designed for easy standing while riding, and comfort, and so on. Whether all this works for you can only be determined by seat time. The bodywork has classic Multistrada lines; Ducati said the lower panels of the front fairing will direct cooling air towards a rider’s legs, improving comfort, and the seat is adjustable to two positions to help you find the ideal amount of legroom. The windscreen is adjustable as well. The “S” variant offers Ducati’s Skyhook suspension. Photo: Ducati While the S variant comes with Ducati Skyhook Suspension as mentioned earlier, the base model comes with a Marzocchi fork and Sachs shock, all fully-adjustable, with 6.7 inches of travel. That’s a good hint that this is not intended for hard off-roading, and the 19-inch front and 17-inch rear wheel, on cast rims with Pirelli Scorpion Trail 2 tires, is further evidence. Ducati built in a 5-inch TFT dash to help you control an electronics array that would have intimidated even a space-farer like Mr. Spock. This includes Sport, Touring, Urban, Enduro and Wet ride modes, which let the rider select varying levels of ABS and traction control (leaning-sensitive, naturally) as well as wheelie control, engine brake control and so on. Ducati also lets the rider choose between Road, Road Pro and Rally display modes, to dial in their gauges’ information to match the kind of riding they’re doing. US customers will pay $15,995 for the standard Ducati Multistrada V2 next year (with bikes hitting dealers in January, it sounds like), while the Multistrada V2 S will cost $19,295. See more details at Ducati’s website here. Vezi sursa

Owners of BMW R1200 and R1250 models are starting to receive letters in the mail informing them of an unusual addition to the maintenance schedule of the K5x series. Driveshafts will now be checked and regreased every 12,000 miles and replaced every 36,000 miles, all at no charge to owners. For many years, riders of BMW R1200 and R1250 models, including inmates, have complained about premature driveshaft failures. BMW has been investigating and attempting to address this problem for some time. They have been adding one-way rubber vent valves to Paralever assemblies to combat condensation inside, thought to cause corrosion and premature failure. In 2022, BMW issued a service bulletin to examine driveshafts on these bikes and install vent valves. This investigation likely led to the latest development in this saga, where BMW has taken upon itself the routine inspection and replacement of driveshafts in the affected models. Photo: Ed Conde Letters from BMW Motorrad have begun hitting the mailboxes of affected owners. Ed Conde, administrator of the New England Riders Facebook group, shared his letter with the group and has permitted me to share it here. These are the details of the new maintenance schedule as stated in the letter: Driveshaft health check using a new tester led diagnostic method and re-grease of splines every 12,000 miles (20,000 km) Replacement of the driveshaft every 36,000 miles (60,000 km) (Driveshaft mileage not vehicle milage). The replacement, check, and re-grease will be carried out at the expense of BMW Motorrad USA over the full vehicle lifetime. There has been some speculation as to what “Driveshaft mileage, not vehicle mileage” actually means. It seems to me that if your driveshaft was inspected at 24,000 miles, found to be about to fail, and replaced, you would be entitled to another one at your 60,000-mile checkup, 36,000 miles after the previous replacement rather than an odometer reading of 36,000 or 72,000 miles. While the letter does not explicitly state that driveshafts will be replaced if they fail the every 12,000-mile inspection, this statement indicates that they may, or else driveshaft and odometer mileage would never get out of sync. It also wouldn’t make sense to discover that a driveshaft won’t last until 36,000 miles and not replace it under this policy. BMW has not admitted any fault, design flaws, or poor quality in the materials. However, adding free regular driveshaft replacements to the maintenance schedule sends a strong message that BMW intends to stand behind its product and make these problems right. While the additional dealer maintenance visits may be an inconvenience to some, it’s a significant goodwill gesture that will likely make certain KTM owners a bit jealous. Vezi sursa

Știam deja că Ténéré 700 este capabil să facă înconjorul în jurul lumii, să traverseze cele mai înalte trecători, să câștige raliuri… Motocicleta este competitivă chiar și pe un circuit de motocross, dar știe și trial și, desigur, enduro! Poate însă Ténéré 700 să fie folosită pentru a da backflip-ul? Pentru că, totuși, o astfel de motocicletă are totuși alte dimensiuni și o altă masă decât crosserele folosite în Freestyle Motocross (FMX). Experimentatul Jérémy Rouanet a acceptat însă provocarea. Un Ténéré 700 a fost minuțios pregătit în atelierele echipei Ténéré Yamaha Rally Team, fiind echipat cu o serie de accesorii GYTR și o evacuare eșapament Akrapovič. Mai departe, Rouanet a reușit ca în doar câteva săptămâni să își seteze tehnica pentru această motocicleta, reușind backflip-ul. Născut la Narbonne, Jérémy Rouanet este un fost pilot profesionist de FMX: s-a retras în 2019, la 39 de ani, la aproape 20 de ani după ce a început această carieră. La 17 ani, a fost cel mai tânăr european care a aterizat un backflip lung de peste 25 de metri. Au urmat apoi numeroase participări la Red Bull X-Fighters, XGames, Nitro Circus, Night of the Jumps, Freestyle des Nations (2013) și numeroase spectacole internaționale de freestyle. Iată modificările aduse motocicletei: Eliminarea a 1,5 cm din spuma care compune șaua; deschiderea carenelor laterale; gruparea componentelor electronice sub șa pentru a economisi spațiu și pentru a ușura manevra tip „seat grab”. demontarea oglinzilor, indicatoarelor, a suportului plăcuței de înmatriculare, apărătoarele pentru mâini, scărițelor pasagerului, a întrerupătorului de circuit pentru cric, eliminarea cricului, a unității de control ABS și montarea unei baterie cu litiu mai ușoare (minus 2-3 kg). Din cauza modificărilor, este de la sine înțeles că această motocicletă special pregătită nu este legală pentru uzul pe drumuri publice. Iată și accesoriile GYTR: scărițe din titan (GYTF74000000) capac amortizor (GYTE51000000) cutie filtru aer (GYTE44010000) kit filtru de aer (GYTE41C00000) ECU Stage 1 (GYTH591A0000) Jug furcă (GYTF34050000) Furcă KYB 48 mm (GYTF31000000) Kit Akrapovič (907983310400) Set grafic auto-colante Alte componente instalate: jante KYTE, încălțate cu anvelope Michelin Desert, amortizor TracTive. [embedded content]

Suzuki’s just confirmed the rest of its V-Strom lineup for the US market in 2025, with no real surprises, but maybe a disappointment. While the 800 and 1050 models are confirmed for 2025, and the 650 was confirmed earlier this year, we wonder why there’s no V-Strom 250? Suzuki is bringing their 250 GSX sportbike into the States in 2025, which uses the same engine. Given the renewed interest in smallbore, affordable machines, now would be a good time to also bring in the small V-Strom, we’d think. Here are the other models we’ll see returning next year: 2025 Suzuki V-Strom 800 ($10,109 MSRP) The bare-bones version of the parallel twin Strom. That means Showa SFF-BP fork with less travel than the more offroad-oriented version, and a set of cast rims (19-inch front, 17-inch rear). This is the base model 800 Strom, but still comes with the Suzuki Intelligent Ride System with adjustable traction control and ABS, a quickshifter, TFT dash, and other modern electronics. See our original coverage when this bike was released here, and see Suzuki’s specs and more photos here. 2025 Suzuki V-Strom 800DE ($11,709 MSRP)/2025 Suzuki V-Strom 800 DE Adventure ($13,159 MSRP) The DE and Adventure variants of the Suzuki V-Strom 800 platform are intended for off-road riding, coming with 21-inch front wheel and 18-inch rear wheel, both shod in more dirt-friendly rubber. The tires are still street-oriented, though. We test-rode the V-Strom 800DE here. A new black paint job available for the Suzuki V-Strom 800DE in 2025. Photo: Suzuki The V-Strom 800DE comes with your choice of a new black paint job or recycled yellow paint. It has an $11,709 MSRP in 2025. More info here. Add on a set of hard luggage (37 liters per side), an aluminum skid plate, and you get the V-Strom 800DE Adventure. Ready for adventure travel. Photo: Suzuki MSRP for this machine is $13,159 in 2025. More details here. 2025 Suzuki V-Strom 1050 ($15,409 MSRP) Nothing has been mechanically changed on the 1050 Strom. Photo: Suzuki No changes to this stalwart foundation of the Suzuki lineup, except paint. Same 1037 cc V-twin engine, and this version of the bike has a 19-inch front wheel, 17-inch rear, rolling on cast rims, and a big, adjustable windshield, all aimed at making it long-distance-friendly on the street. MSRP is $15,409 for 2025. 2025 Suzuki V-Strom 1050DE ($16,299) The Suzuki V-Strom 1050DE is offroad-ready, or at least, more offroad-ready than the standard 1050 model. Photo: Suzuki Suzuki offers a boatload of accessories for the 1050, but if you want some of them pre-installed, you can buy the V-Strom 1050DE, which comes with a skid plate, crash bars and a 21-inch front wheel. The rims are spoked, for more flex when you’re off-roading. MSRP is $16,299 for 2025; it appears there are no changes on the new model. Vezi sursa

Leatt continues to expand its product offerings for adventure and dual-sport riders. Hot on the heels of their first ADV helmets, Leatt has announced Flexmesh, a newly developed armor technology that looks like it will combine everything an adventure rider wants. As the name implies, Flexmesh is a specially designed polymer material that is flexible and has a lightweight mesh design. It comes in two varieties: standard Flexmesh, which offers CE level 1 protection, and Flexmesh Pro, which offers CE level 2 protection. The construction of each type is different, but the general principles are the same. Flexmesh is a high-density, single-polymer cell structure that attaches directly to the outer protector. The wide open spaces between the ribs provide a great deal of ventilation and keep the weight down as well. Photo: Leatt Flexmesh Pro has a similar construction but with a dual-density polymer structure, contributing to its CE level 2 rating. The harder red layer absorbs the larger high-speed impacts you experience in a crash. This polymer attaches to an ergonomically designed hard outer shell to protect against roost and sharp objects. The inner, thinner black layer is designed for low-speed impact protection, such as a simple tip-over while riding slowly over treacherous terrain. It’s also a softer comfort layer against the body. Like the standard Flexmesh, the highly perforated design provides good ventilation and excellent flexibility, both of which lead to improved comfort. Photo: Leatt Photo: Leatt Although Leatt hasn’t yet provided details on exactly what new products will feature Flexmesh technology, they have said that it will feature in seven new motorcycle products: four chest protectors and three body protectors. This is in addition to their existing 3DF foam and Reaflex gel armor. Flexmesh seems to solve the potential weight and ventilation issues of these other types of armor, and we look forward to seeing where else Leatt will use it. Vezi sursa

http://www.frm.ro/wp-content/uploads/Gala-Campionilor-FRM-2024-landscape1-300x200.jpgSuntem onorati sa va adresam invitatia de a participa la Gala Campionilor FRM 2024 și Gala Campionilor BMU 2024 în data de 14 decembrie 2024. Gazdele noastre de la Nordica Moto promit un eveniment cu adevărat special în Sala AREO din Odorheiu Secuiesc (accesul este permis de la ora 14:00). Adresa completă este: Strada Beclean 302, Odorheiu Secuiesc 535600, județul Harghita. În urma validării de către Biroul Federal întrunit în 03.12.2024 podiumurile finale sunt acestea: Campionii Federatiei Romane de Motociclism 2024 Accesul în sala se va face începand cu ora 14:00. Cocktail-ul se va servi între orele 14:30-15:30. Ținutele tuturor sportivilor invitati vor fi de gala, costumul, camasa si cravata/papionul fiind obligatorii. http://www.frm.ro/wp-content/uploads/Gala-Campionilor-FRM-2024-portret1-206x300.jpgSportivii premiati care au confirmat participarea pana la 06.12.2024 pe e-mail la larisa@frm.ro, vor avea acces gratuit. De asemenea, reprezentantii media acreditati de FRM pană la data 06.12.2024 vor avea acces gratuit. Lista Campionilor Federatiei Romane de Motociclism 2024 a fost trimisa tuturor cluburilor afiliate si este disponibila si pe site-ul nostru www.frm.ro, aici. Însotitorii sportivilor vor avea acces în sala doar daca se vor înregistra si ei la adresa de e-mail larisa@frm.ro (specificand obligatoriu numele sportivului pe care il insotesc), pana la data de 06.12.2024, avand de achitat în contul organizatorului 150 lei/persoana (Nordica Recreation SRL : RO55RZBR0000060026281747 – pana la data 06.12.2024). Cluburile si sportivii pot expune motocicletele de concurs pe mochete de 2 mp/motocicletă; ATV, Quad, etc., doar cu acordul si în conditiile stabilite cu organizatorul Nordica la telefon 0742 963 224 (data limita este 06.12.2024). Sponsori ai evenimentului: Nordica Moto, BKT, Lactate De Colțești și Mr.BIG *** Intrarea în sală se va face doar pe baza înscrierilor prealabile pe adresa de email larisa@frm.ro . Sportivii și însoțitorii care nu s-au înregistrat pană la data 06.12.2024 vor plăti la intrare o taxă în valoare De 250 lei/persoană, în limita locurilor disponibile. Invitatie la Gala Campionilor 2024 Postat si in : Articole Dirt-Track, Articole Enduro, Articole Endurocross, Articole Hard Enduro, Articole Motocros, Articole Rally Raid, Articole Skijet, Articole SuperEnduro, Articole Supermoto, Articole Viteza,

Suzuki has just revealed the final machines in its 2025 lineup for the US, mostly a list of street tourers. And yes, we see the Hayabusa live on for another year… with Bold New Graphics. Well, actually, there is a bit more to the 2025 changes than the new paint schemes. Suzuki says the Suzuki Intelligent Ride System (S.I.R.S) was tweaked a bit: The S.I.R.S. has an updated Launch Control system and a new Smart Cruise Control system. The engine speeds of the Launch Control modes are revised for increased effectiveness. The Hayabusa’s new Smart Cruise Control will not cancel if the rider changes gears by using the Bi-directional Quick Shift system. This brings a higher level of rider convenience over the Hayabusa’s original cruise control system. MSRP for the 2025 Suzuki Hayabusa is $19,399. More info here. 2025 Suzuki GSX-S1000GT+, with some tweaks to the electric bits. Photo: Suzuki The GSX-S1000GT+ sport tourer also returns. There are some changes to the electronics here as well: Right-hand comfort is increased with the hybrid throttle system and the new-for-2025 Smart Cruise Control continues to operate when using the Bi-directional Quick Shift system’s clutch-free shifting, making the GT easier to operate on long rides. Mostly, though, it sounds like it’s pretty much the same machine that we’ve tested previously here at ADVrider. MSRP is $14,299 in 2025; see more info here. It seems there are no hard parts or electronics changing on the 2025 Suzuki GSX-S1000GX+. Photo: Suzuki The GSX-S1000GX crossover tourer (write-up here) also comes back, very similar to the GT+ but with long-travel suspension using Suzuki’s electronic damping management system. This drives the price up a lot over the GT, to $18,599. See more details here. Other returning bikes Suzuki’s GSX-S1000S, GSX-R250R and GSX-8S are all back. And guess who else returns? The SV650, for its 25th anniversary. The SV650 debuted in 1999, spawning the V-Strom 650 lineup a few years later as well, and indirectly influencing the other Strom models. It looks like Suzuki will keep this in the lineup as long as it can, at this point. Vezi sursa

Moto Morini a prezentat patru modele noi cu ocazia EICMA: Moto Morini 3 ½, Alltrhike, Corsaro 750 GT și Rumble. Reprezentanții companiei au vorbit despre „un semnificativ pas înainte în strategia și poziționarea mărcii”. Toate bune și frumoase, la fel ca și noile modele, atât doar că în urmă cu un an, povestea a fost aceeași la EICMA. Tot patru modele, despre care am scris, chiar cu suficient entuziasm: aventuriera X-Cape 1200, naked-ul de mare cilindree Milano, sportiva Corsaro Sport și o variantă naked a sa. Un an mai târziu, site-ul Moto Morini ne informează: X-Cape 1200 – „coming soon”, Corsaro – „coming soon”, Corsaro Sport, ai ghicit, „coming soon”! Cât despre Milano, motocicleta este încă de negăsit! Apare însă Moto Morini 3 ½, o reinterpretare modernă a unuia dintre legendarele modele ale mărcii, lansat inițial în 1974. Versiunea sa modernă dispune de propulsor V2 la 60 de grade, de 350.3 cmc, care oferă 32 de cai putere și un cuplu de 31 Nm. Moștenirea clasică se îmbină cu tehnologiile și cerințele motocicliștilor de astăzi, motocicleta fiind dotată cu faruri LED, bord TFT, sistem ABS cu două canale. Alltrhike este un bicilindru paralel de 450 cmc și roată față de 21 inch, care „scoate” 44 cai și 44 Nm. Greutatea anunțată la gol este de 170 de kilograme, iar rezervorul poate primi 18 litri de benzină. Corsaro GT este o motocicletă foarte interesantă, un cross-over propulsat de un V-Twin la 90 de grade, de 750 cmc. Modelul este descris drept „premium” de către italieni, dar din datele tehnice aflăm deocamdată doar că furca USD este complet reglabilă sau că etrierii monobloc sunt de la Brembo. Bascula este din aluminiu. În fine, Rumble este un bobber de 350 cmc, propulsat de un V2 la 60 de grade și dotat cu furcă inversată. Cu o greutate la gol de sub 175 de kilograme, italienii promit ca motocicleta va avea un caracter agil, fiind potrivită atât pentru serpentine cât și pentru drumurile prin oraș. Am lăsat anume la urmă cea mai importantă noutate, X-Cape, cel mai bine vândut Moto Morini. Aventuriera beneficiază de un nou motor, bicilindrul având acum o capacitate de 693 cmc.Puterea a ajuns la 71 de cai,cu zece mai mult decât versiunea anterioară. O alegere interesantă, chiar dacă roțile vin în dimensiunile 19 inch față și 17 spate, ele nu sunt turnate ci au spițe. Italienii nu s-au zgârcit la anvelope, alegând Pirelli Scorpion Rally STR. Furca USD Marzzochhi este complet reglabilă și oferă o cursă de 175 mm, iar monoamortizorul vine de la KYB. Există două discuri de frână pe față, cu etriere flotante Brembo, ABS Bosch care se poate deconecta, bord TFT de 7 inch. Nu știm cât va mai rămâne pe site eticheta „Coming Soon” pentru noile modele (și cele de anul trecut), dar, în ce îl privește pe X-Cape 700, Moto Morini nu au cum să îl țină prea mult ascuns și trebuie să-i dea drumul pe piață. Prea este best-seller!

When is a V-Strom not a V-Strom? Some might say that when Suzuki moved away from the V-twin engine, its Stroms were no longer V-Stroms; instead, the 800 model introduced a couple of years back should be a “P-Strom” as it has a parallel twin engine. In that case, perhaps the new Suzuki V-Strom 160 should be called an “S-Strom,” since it only has a single-cylinder engine. If this sounds like a big departure from the standard V-Strom formula, remember that markets outside the US have already had access to a small-bore V-Strom for years, based off the made-in-China GW250 engine. The new V-Strom 160 is made in Brazil, to be sold in the South American market. It also has a Chinese connection, as it’s based off the Haojue DL160. Haojue is one of Suzuki’s Chinese partners, and the DL160 has surprisingly good spec for a smallbore bike. It’s a bit difficult to parse through the marketeering, but it seems to have EFI and dual-channel Bosch ABS included as standard, a choice of five colors (including some bright hues outside the normal boring palettes currently favored by Japanese OEMs in the US), all-round LED lighting and a KYB shock. As for the Suzuki V-Strom 160, it appears to be basically the same thing, if you peruse their Instagram channel seen above. Surprisingly, it appears we cannot access the Colombian website for Suzuki (where this bike was recently launched), so you’ll have to make do with the info from social media. This indicates the single-cylinder engine in the new 160 makes 14 horsepower at 8,000 rpm and 10 pound-feet of torque at 6,500 rpm. The gearbox is a five-speed, with a chain final drive as you’d expect. Curb weight is a claimed 326 pounds, with a 3.4-gallon (14-liter) fuel tank. Incredibly, that fuel tank is supposed to offer as much as 385 miles of range, due to the fuel-efficient engine sipping gas very conservatively. That seems hard to believe, but no doubt this little bike will stretch your dollar further, if you’re OK with riding a smaller machine. However, with 17-inch cast wheels standard, don’t plan on flogging this thing too hard off-road, if you get one. Vezi sursa

It’s a big week for Can-Am, with the Quebec-based manufacturer showing off the first electric motorcycle that’s an official production model, rolling out the factory doors in Mexico. Earlier this fall, Will Roberson had a chance to ride Can-Am’s new electric motorcycles for us, but those were pre-pro models. This week, Can-Am’s first production-series bike was revealed—a dual-sport Origin model. Plenty of ADVriders will remember Can-Am motorcycles from their first tour of duty, in the late 1970s and early 1980s. Those were powerful off-road bikes (some were also street-legal) made to compete in the toughest races of their day… with varying success, as the competition evolved and Can-Am didn’t. Now, four decades later, the new Can-Am electric motorcycles are built to enter the EV world, with the Pulse as a street tracker-style model and the Origin as more of a dual sport. Josee Perreault, chief marketeer for Can-Am, said it was a big day for the company as they took back their history: Today, we are celebrating the first Can-Am electric motorcycles coming off the assembly line. With this milestone, Can-Am is bringing new energy to the global electric motorcycle market. Built on 80+ years of powersports ingenuity, these all-new, all-electric bikes are proof once again that innovation is at the core of what we do. Today marks the day we reclaim our two-wheel heritage. Can-Am motorcycles are officially here! Sandy Scullion, president of BRP’s powersports and marine division, echoed those thoughts: The first Can-Am electric motorcycle coming off of the assembly line is a huge milestone for BRP as we position ourselves to be a global leader in the electric motorcycle industry. In addition to the incredible riding experience the Can-Am Pulse and Origin offers, one of our core advantages is our extensive global dealer network that will be selling and servicing Can-Am motorcycles. We can’t wait to start getting these bikes in the hands of riders all over the world. That’s a good point—Can-Am’s dealer network is something that many other competitors in the battery bike space, even long-running companies like Zero, do not have. While that does not automatically equate to success for the new battery bikes, it might make some customers more interested, especially when they are able to easily see the bikes in person. Vezi sursa

YouTuber Staci Wilt is back with a new video in her Ride To Food series, and this time, she’s out of the Southwest! Instead of the Rockies, she is exploring the Upper Peninsula of Michigan, and it’s a good way to learn your way around. In an era where YouTube videos have become the media equivalent of junk food, with constant poor-quality uploads and remixes spamming the video site (and every other video site), the Ride To Food channel stands out with much better production quality than a lot of the stuff out there, and a genuine interest in the areas that Staci travels through. Some of her videos are the only decent footage of some of the best riding areas in the continental US. Having said that, this episode seems to be a bit lighter on the riding footage than most of her previous videos, or at least it feels that way. Maybe the weather didn’t cooperate—that happens in the fall, with rain, clouds and cold air draining batteries. But the footage is gorgeous nevertheless, and makes me want to go back myself. I have long felt that the American Midwest is overlooked by travelers, and the UP seems particularly historic and interesting. The last (and only) time I rode the UP was more than 10 years back, on my way from a stop at Aerostich HQ in Duluth, Minnesota, en route to the Canadian border at Sarnia. I rode on a cold spring evening until I couldn’t even feel my feet when I stopped at a gas station by the Mackinac Bridge. When I almost dropped the bike at the pumps as a result, I decided it was time to pack it in for the day, and pitched my tent behind the gas station for the night. Fun times. I’d definitely like to return and see more of the wilderness up there, and the Great Lakes… maybe I can carve out some time for the UPAT? Vezi sursa

Continental is slightly changing the design of the TKC80, one of the most popular tires on the market—but don’t worry, the changes seem minor. The TKC80 tire has been around for a long, long time; for nearly 40 years, it’s been a go-to big block tire that ADVers choose if they want good grip on asphalt and dirt. But a recall in 2022 left the company with the a chance to update the design and manufacturing process (new machines, new compound mixing, new molds, and more). Now we have a new version of this popular tire. The tread pattern remains the same, but the carcass is updated with a new sidewall, and the compound is also updated. The new TKC80 offers more grip in wet conditions, and Continental says the knobs will resist the chunking-apart damage that the previous version was recalled for. That’s good—that’s the confidence riders are looking for. Photo: Continental Speaking of which: Continental has well-known adventure riding coach Jocelin Snow promoting the tire, saying “It gave me me controlled grip off-road like I’d never had before,” with on-road traction to match. Her opinion will certainly matter to a lot of riders who’ve attended her courses, or seen her in action in the BDR film series. We haven’t tested the tires ourselves here at ADVrider, but when we get a chance to do so, we’ll let you know how they work. Continental says there are new sizes available for the TKC80. Here’s what to expect: The Continental TKC80 will be available January 1st, 2025 in the following dimensions; • 120/70-19 M/C 60Q TL (Front) • 90/90-21 M/C 54T TL (Front) • 120/90-18 M/C 72Q TL (Rear) • 140/80-18 M/C 70R TL (Rear) • 150/70 B 18 M/C 70Q TL (Rear) • 170/60 B 17 M/C 72Q TL (Rear) The Continental TKC80 will be available in two new dimensions in the second half of 2025; • 110/80-19 M/C 59Q TL (Front) • 150/70 B 17 M/C 69Q TL (Rear) MSRP starts at $174.95 and runs as high as $329.95 for the most expensive sizes. Note that tire life hasn’t been extended with the new compound, but as before, Continental recommends pairing a TKC70 Rocks rear tire with a TKC80 front as a life-extending combo. Vezi sursa

SYM, producatorul taiwanez prezent si in Romania, a lansat cu ocazia EICMA un scuter ce poate face linistit oficiile unei motociclete sport-touring. Este vorba despre TTLBT, pozitionat peste actualul Maxsym TL, care in Romania poate fi cumparat pentru mai putin de 9000 de euro, cu tot cu TVA. SYM TTLBT se bazeaza pe acelasi propulsor bicilindric de 508 cmc, care acum respecta normele Euro 5+ . Noul scuter pluseaza si cu un caracter touring impins, dupa cum se poate vedea la maximum. Potrivit jurnalistilor francezi, TTLBT ar veni de la „Tartaluga”, cuvantul italian pentru testoasa. Daca e sa privim caroseria sa, mai ales de sus, ar trebui sa intelegem de ce. Acest scuter poate primi la bord nu mai putin de 65 de litri de bagaje. Sub sa exista un spatiu de depozitare cu o capacitate de 37 de litri, iar in cele doua valize laterale mai intra un volum de 14.4 si 13.6 litri. Cat despre performante, in mod clar, TTLBT nu este o testoasa. Dimpotriva. Cei aproape 50 de cai putere si 50 de Nm se lasa exploatati prin acceleratie ride by wire, moduri de condus – Normal si Rain, sistem Cruise Control si control al tractiunii. Bordul TFT are 7 inch si ofera conectivitate Apple Car Play, existand si o centrala de masurare inertiala Bosch, ceea ce ne face sa presupunem ca maxi-scuterul beenficiaza si de cornering ABS. Dotarile sunt premium: parbriz electric, mansoane incalzite in patru trepte, far LED adaptiv, priza USB-C, reglaj pentru inaltimea seii. Se estimeaza ca SYM TTLBT se va vinde pentru aproximativ 10.500 de euro, ceea ce il poate face o propune interesanta comparativ cu Honda Forza 750 sau Yamaha TMAX 560.

The Honda Super Cub C50 is kaput. Or at least, it will be in May, 2025. That’s when Honda says it will cease production of one of the best-selling bikes of all time—not just from its own lineup, but from any motorcycle manufacturer, ever. The Honda Super Cub C50 went into production in 1966; the Super Cub lineup actually started with the C100 model in 1958. The C50 had a smaller OHC engine, an updated light kit and bodywork that looked the same as the full-sized C100 model. Over the decades, the 90, 100 and 110 models were the most popular and successful machines in Honda’s Super Cub lineup—especially when you consider the CT-series variants, like the CT110 “postie bike.” The OG 1966 Honda Super Cub C60 model. The new Final Edition looks very similar. Photo: Honda But because of government legislation that encouraged buyers to purchase the smaller C50 models, or because of a lower price tag, the littlest Cub still sold in big numbers, especially in its home market of Japan and nearby developing countries. These underbone bikes served as a modern-day replacement for the mule, and are everywhere in Asia, often modified to make them even more effective beasts of burden. See below for an example: [embedded content] This little workhorse will end production in Japan in May, 2025. Emissions regulations are pushing small bikes out of production worldwide, and the Super Cub C50 is no exception; changes to the Japanese regs mean it’s time to go. Honda plans to make 2,000 units of the Super Cub 50 Final Edition before that deadline, with retro looks commemorating the nearly-60-year production run. Honda is also building 300-unit run of a Hello Kitty version of the scooter because, well, it’s Japan. The chances you’ll ever see either of these late-production bikes outside of Japan is pretty low, but maybe at a bike show someday, or if you’re friends with a collector… ? Just the thing for cruising the boulevard by your local biker bar… maybe. Photo: Honda And if you’re worried about the future of the Super Cub lineup, fear not. Honda says larger Cub models will remain in production for now… but the Specter of Electrification Mandates is looming, and if you want to buy one of these bikes new, you’d be wise to not wait too long. Vezi sursa

A while back, we told you about Olivier de Vaulx’s new photography book Adventure Riding In The American West—see our review here. And now, we’ve got news that de Vaulx has a special offer on his book in the run-up to Christmas, and is also doing some giveaways. First up, the free stuff. Create an account, enter your email address to enter the giveaway, and you can win a canvas poster, a signed book or a calendar featuring de Vaulx’s art. Did we mention earlier that his photos are stunning? Yes, I believe we did… More details on that offer here, and there are no obligations to purchase anything. The book is chock full of scenery like this. Photo: Olivier de Vaulx Second, the discount. Specifically, ADVrider members can get $10 off any book purchase by using the code “ADVRIDER24” when they check out. Normal price is $55, so this drops the price tag to $45. Order here. Both of these offers offers are valid from December 1-31, but obviously, if you’re looking to bag something for Christmas, you have to act very quickly. [embedded content] What you’re getting We’ve already reviewed the book, but in a nutshell, you’re getting a 200-page photobook that gives you gorgeous views of the American west, all while exploring on two wheels. These are professional photographs, not grainy, IG-filtered snaps that are best left to the dustbin of social media, and the art will inspire you to go on travels of your own—or in some cases (at least for me), remind you of your own travels in the Wild West in the past. It’s a gorgeous read for a mid-winter evening, if you live in a snowy place like I do, with bike stored away for months at a time. Vezi sursa

BMW Motorrad își extinde gama Heritage cu R 12 S, un omagiu adus emblematicului R 90 S. Lansată în 1973, motocicleta avea o putere de 67 de cai și putea atinge o viteză maximă de 200 km/h. Desigur, jumătate de secol mai târziu aceste cifre nu au cum să mai impresioneze, dar, la acea vreme, R 90 S era o adevărată superbike. Și nu doar atât. R 90 S este prima motocicletă de producție din lume, cu un carenaj pentru far și ghidon proiectat după principiile aerodinamicii. Au urmat succesele la curse. La Isle of Man TT, clasa Production, Hans-Otto Butenuth și Helmut Dähne au obținut victoria în 1976. În același an, Steve McLaughlin a câștigat și prestigioasa 200 Miles of Daytona, iar coechipierul său Reg Pridmore a devenit primul campion AMA Superbike din istorie. Suficient ca astăzi, R 90 S să fie una dintre motocicletele BMW cele mai căutate de colecționari. Noul BMW R 12 S preia spiritul lui R 90 S și îl transferă cu pricepere în zilele noastre. Bazat pe R 12 nineT, acesta întruchipează o motocicletă retro autentică și sportivă, utilizând mai multe ingrediente pentru a evoca R 90 S. „Elementele de design definitorii sunt carenajul cockpit-ului, montat pe ghidon, parbrizul colorat, șaua cu cusături contrastante și vopseaua metalizată Lavaorange, ca o trimitere la legendarul R 90 S Daytona Orange din 1975. Alte detalii sunt acel „S” roșu de pe capacele laterale, linia dublă roșie și suprafețele din aluminiu lustruit, cu lac transparent ale rezervorului și ale codiței.” explică Alexander Buckan, șeful BMW Motorrad Design. Caracterul retro-sportiv al R 12 S este subliniat de dotări standard precum roțile cu spițe și jante din aluminiu anodizat natural Option 719 Classic II, precum și alte componente de înaltă calitate. Surubul de umplere cu ulei și capacele chiulasei sunt tratate cu Avus negru metalic mat. Ghidonul și tuburile furcii sunt de culoare neagră, iar capacele bobinelor de aprindere, ansamblul scărițelor și pârghiile de frână și de schimbător, capacele rezervorului de expansiune pentru frâna față și ambreiajul, precum și oglinzile din capătul ghidonului fac parte din pachetul Billet Shadow. Alte caracteristici standard includ Pachetul Confort, care include Controlul pornirii în rampă, Shift Assistant Pro, manșoane încălzite și Cruise Control. Cu siguranță, în 1973, farul Headlight Pro care asigură o mai bună iluminare a drumului în viraje ar fi stârnit senzație pe R 90 S,dar el se regăsește pe R 12 S. Întrucât BMW R 12 S se bazează pe BMW R 12 nineT, toate componentele și accesoriile dedicate acestui model, precum sisteme de evacuare din titan, genți soft sau pregătirea pentru navigație pot fi folosite și pentru această motocicletă. O codiță și un suport negru al plăcuței de înmatriculare atașat la basculă sunt disponibile ca accesorii originale BMW Motorrad. Alte opțiuni suplimentare includ controlul presiunii în anvelope (RDC), sistemul de alarmă antifurt (DWA), apelul de urgență inteligent, și afișajul digital cu micro-TFT ca alternativă la clasicele ceasuri rotunde.

It looks like Kove Italia is not kidding around with this whole rally raid racing thing, with news that they are planning to race teams in both the Dakar Rally and the Africa Eco Race this year. Kove Italia is the Italian subsidiary of Chinese manufacturer Kove, the OEM that surprised everyone at the 2023 Dakar Rally, and then brought rally raid race bikes to the consumer market in the months afterwards. While Kove itself is running a factory race team at Dakar as far as we know this year, Kove Italia is also keen on fielding its own team, and has been sponsoring racers in rally raid basically ever since it set up shop. In the upcoming 2025 rally raid season, Kove Italia is going to sponsor Cesare Zacchetti at the Dakar race in Saudi Arabia as they did in 2024. Zacchetti is once again running in the so-called malle moto class (officially known now as Original By Motul class, since corporate sponsors must apparently tack their name onto everything these days). The rules in this class mean Zacchetti must perform his own motorcycle maintenance every night, with no team to help him. In 2025, Kove Italia will also sponsor Ottavio Missoni in Dakar’s malle moto class. It’s Missoni’s second Dakar; he last raced the event in 2023 in the Rally2 category. Both Missoni and Zacchetti will ride the Kove 450 Rally EX model, the company’s latest version of its desert racing platform. Meanwhile, at the same time that Missioni and Zacchetti are running around the Saudi desert, Kove Italia is also sponsoring a rider in the Africa Eco Race. In 2025, Matteo Bottino is running a racebike based off the Kove 800X. The Eco Race has much less stringent class rules than the Dakar, and bigger twins like this 800 have their own slot to race there. Bottino won the FIM Motorally European title in 2023 and is also ahead in the 2024 standings, so he may make things pretty interesting in the African race. Pol Tarres and Jacopo Cerutti seem to have the big-bore bike standings nailed down for Yamaha and Aprilia respectively, but luck plays a big part in the desert too, and Bottino may play the role of a spoiler if nothing else… Vezi sursa

If you were to ask a broad swath of the moto-population what the most attractive BMW motorcycle ever made was, you’d get a lot of answers. But the bike that would probably win by percentage would be the R90 S. Now, 51 years after the original R90 S debuted, BMW is paying tribute with its gorgeous new R12 S model. Mechanically speaking, the R12 S is based on BMW’s air/oil-cooled flat twin from the RnineT series. But it looks like a direct descendent of the 1973 R90 S, one of the most desirable airheads of all time. With 67 horsepower on-tap for a top speed of 124 mph (big numbers for the early ’70s), the R90 S had the muscle to back up the good looks that designer Hans Muth built in. The R90 S proved successful at the Daytona 200, the Isle of Man TT, and won the first AMA Superbike title, proving the design excellence went beyond the visuals and the spec sheet. The original R90 S was a successful racer, not just a styling statement. Photo: BMW The R12 S is not going to challenge any of those races, but BMW says it was built to honor that original machine, as a modern-day-built sporty retro. Alexander Buckan, BMW Motorrad’s new design bigwig, said “The defining design elements of our R 12 S include the handlebar-mounted cockpit fairing with the tinted windshield, the seat with contrast stitching, and the Lava Orange Metallic paint finish as a nod to the legendary R90 S Daytona Orange from 1975. The design is perfectly complemented by details such as the red-laid ‘S’ on the side covers, the red double coach line, and the brushed and clear-lacquered aluminum surfaces of the tank and seat hump.” Photo: BMW To which we reply—in an era where modern homage bikes from the big OEMs look shockingly dissimilar to the machines that allegedly inspired them (cough cough, Yamaha XSR series, cough cough), this is indeed a lovely tribute to one of BMW’s most desirable machines in its century of history, although it would be difficult to top the classic lines of the original, especially the lovely airbrushed fade on the two-tone tank. The new bike’s tank is just not as attractive. From the factory, the new BMW R12 S will come with the 1170 cc R12-series boxer (expect about 95 horsepower), along with Paralever rear end/USD fork, a steering stabilizer, dual front discs with radial brake calipers, adjustable handbrake/clutch levers, keyless ride function, aluminum fuel tank, cast wheels and LED lights. Leaning-sensitive ABS Pro is standard, as is Dynamic Traction Control, with multiple ride modes to choose from. Euro customers will also get the Intelligent Emergency Call feature, which rings up emergency services if the bike detects a crash. Lots of add-ons available if you want to pay extra for more features. Photo: BMW From there, you can choose from BMW’s usual assortment of add-on packages with machined billet trim, added electronic options, flashy paint and more. See the official spec sheet below, and talk to your dealer if you think you’d like to buy one; they’re expected to hit the market in early 2025 with an MSRP of $21,590. Technical Data R 12 S Engine Capacity cc 1,170 Bore/stroke mm 101.0 x 73.0 Output hp 109 @ 7,000 rpm Torque ft-lbs. 85 @ 6,500 rpm Type Air/oil-cooled two cylinder boxer motor Compression 12.0:1 Fuel Premium unleaded 95 RON Valves per cylinder 4 Ø intake / exhaust valve dia. mm 39.0 / 33.0 Ø throttle valve mm 50 Engine control BMS-O with throttle-by-wire Emission control Closed loop 3-way catalytic converter EU5+ Electrical system Generator W 660 Battery V/Ah 12 / 10 Headlight LED Headlight Pro Rear light LED Starter W 1,200 Power transmission Clutch Single-disk dry clutch, hydraulically operated Gearbox Constant-mesh 6-speed manual, cardan drive shaft Transmission ratios I 2.375 II 1.696 III 1.296 IV 1.065 V 0.939 VI 0.848 Primary ratio 1.737 Secondary ratio 2.910 Chassis Frame construction type Steel trellis frame Front wheel suspension Upside-down 45 mm forks, compression, rebound and spring preload adjustable Rear wheel suspension Cast aluminum single-sided swingarm with Paralever brace, central progressive shock, rebound and spring pre-load adjustable Spring travel, front/rear inches 4.7 / 4.7 Wheel castor inches 4.35 Wheelbase inches 59.5 Steering head angle degrees 27.7 Brakes, front Twin 310 mm floating disks with 4-piston monobloc radial brake calipers Brakes, rear Single 265 mm disk with 2-piston floating caliper ABS BMW Motorrad ABS Pro, partial integral Wheels Option 719 Classic II aluminum spoked Wheel size front / rear inches 3.50 x 17 / 5.50 x 17 Tire size front / rear inches 120/70 ZR17 / 180/55 ZR17 Dimensions and weights Total length inches 83.8 Total width incl. bar end mirrors inches Seat height inches 31.3 DIN unladen weight, road ready lbs. 485 Permitted total weight lbs. 948 Fuel tank capacity gallons 4.2 Performance figures Acceleration 0-62 mph seconds 3.6 Top speed mph 134 mph Vezi sursa

It has been a rough week for the motorcycle racing community in North America. Along with the sad news of Malcolm Smith’s passing, we also see that pioneering racer Mary McGee, aka “Motorcycle Mary,” has died as well. Born in Alaska in 1936, McGee’s family moved to the continental US during World War II because of concerns over Japanese invasion. She started her racing career on four wheels but switched to motorcycles in her mid-20s. From there, she raced on motocross tracks, roadracing circuits (she was the first female motorcyclist to hold an FIM license in the US)—and perhaps most impressively, the deserts. McGee was actually steered towards desert racing by her friend Steve McQueen, and she adapted well to the challenge. She was the first person, male or female, to ironman (ironwoman?) the Baja 500. She ran that event solo in 1975. In 1976, Motorcycle Mary retired from bike racing for about 25 years. In the early 2000s, she began riding vintage off-road events. In the past year, a 30-minute documentary on McGee’s life, appropriately titled Motorcycle Mary, started making the film festival circuit and then very recently hit ESPN’s streaming service as well. [embedded content] McGee’s family posted this message to social media after she died on on November 27, 2024: Dear friends, Mary Bernice McGee (nee Connor) better known as Motorcycle Mary, passed away on November 27 at her home in Gardnerville, Nevada surrounded by family and friends. We would like to take a moment to extend a thank you to the healthcare providers, caregivers, friends, and family members who made Mary’s transition peaceful. However you may have come to know her, Mary embodied resilience, grace, and optimism. She was a historic athlete and a motorsports pioneer who embraced life’s challenges, cared deeply for others, and made time to brighten the lives of those around her. While we are deeply saddened by this loss, we are comforted knowing that her light will continue to shine in everyone she touched. She particularly enjoyed the last few months meeting those who learned her story through the documentary, Motorcycle Mary. We welcome you to share your memories so that Mary’s great spirit continues to resonate as we celebrate the extraordinary life she lived. Vezi sursa

When the Himalayan 450 debuted in 2023, we asked: Is Royal Enfield about to kill the oil/air-cooled 410 platform? And now we know the answer—”Kind of.” Royal Enfield has revealed a new big-bore version of the engine, powering a next-generation Scram 440. If you’re a bit confused, well—so are we. When the Scram 411 hit the market back in 2022, it was a scramblerized take on the Himalayan 410; same air-cooled single-cylinder engine, mostly the same chassis, but a 19-inch front wheel and a 17-inch rear, for more street-based riding. And when the Himalayan 450 came to market, we saw the Guerrilla 450 scrambler follow closely after. We assumed that was the end of the original Scram model. [embedded content] Well, in the words of Lana Kane—”Nooooope!” It turns out Royal Enfield wants to keep the Scram series alive, but with a bigger engine. They just showed off a new Scram 440 at India’s Motoverse show, say reports in that country’s moto-press. Reportedly, the chassis is mostly the same, but the subframe is beefed-up for strength, and the front brake gets beefed-up pistons for more grabbing power. As well, the ABS system is now switchable, allowing for more hoonery once you’re off-pavement. Huzzah! Of course there are Bold New Graphics as well, but that’s to be expected on an updated model. There will be an upscale Trail model with spoked wheels (see below) and the standard Force variant has cast wheels. Or, so says the moto-press in India. We haven’t seen an official statement on the changes to the engine, so we can’t tell you if it’s stroked, bored, or if the displacement bump is due to a combination of both. What we can tell you is that the 440 single has a six-speed gearbox, and the muscle-up is very modest. Horsepower only jumps about a single pony, to 25ish horsepower at 6,250 rpm. Torque also sees a very small increase, from about 23 pound-feet of torque to 25ish pound-feet. In other words: These changes will make the bike a bit more hairy-chested, but it’s not a rocket ship. However, if that sixth gear is taller, riders will certainly benefit from lower highway rpm at least. Presumably, more information will come out in the near future, so when we see official deets on the Scram 440, we’ll get them to you then. Vezi sursa

Ranked Ball in Black Ops 6 is accustomed to anatomy aloft anterior systems, alms enhancements in several areas including COD BO6 Boosting: Enhanced Ladder System: A complete baronial acclimation that emphasizes abandoned abecedarian performance, as able as accretion contributions. Competitive Modes: Diverse adventuresome modes that babyish to altered ball styles, ensuring that players can accredit in animosity in their adopted formats. Balanced Gameplay: Continuous abutment for map acclimation and weapon tuning, aimed at ensuring a fair advancing environment. Rewards and Incentives: Altered rewards, including cosmetics and titles, to activate players to accredit in Ranked Ball and arise the ranks. Community Tools: A focus on community-driven features, such as advertisement systems for alarmist behavior and added able matchmaking algorithms to enhance abecedarian experiences. Conclusion As we accessory avant-garde to the battery of Call of Duty: Black Ops 6, accepting grows applicable the absolution of Ranked Play. While an official date has yet to be confirmed, players can about apprehend to see it aeon out afresh afterwards the game’s anterior release bo6 boost services. In the meantime, the activity surrounding the new title, alternating with the affiance of activation advancing play, has larboard admirers counting bottomward the canicule until they can dive into activity and vie for supremacy in the acclaimed Ranked Ball mode.