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  2. DOT sau FMVSS 218 este standardul de siguranță pe care orice cască vândută în SUA trebuie să-l respecte. Este dacă vreți un set minim de parametri de siguranță pe care o cască trebuie să-i respecte. Este o problemă însă, modul în care se obține această certificare. Fiecare producător desfășoară propriile teste în urma cărora își asumă că respectă standardul, urmând ca după aplicarea stickerului DOT Certified să poată fi comercializată. Abia apoi Național Highway Safety Administration (NHTSA), care este organizația care asigură respectarea standardului, poate solicită testarea oricărei căști vândute. Practic NHTSA face o listă cu modele de căști pe care vrea să le testeze și o asigneaza unui laborator individual. Aceștia cumpără căștile dorite din comerț și le testează. Începând cu Decembrie 2018, ACT Labs California sunt firma însărcinată de NHTSA să facă aceste testări, în trecut testele făcându-se la laboratoarele celor de la Southwest Research Institute din Texas. În metodologia standardului DOT nu este specificat numărul de căști/mostre, care trebuiesc testate. Atfel si dacă o singură cască cumpărată de pe raft și testată, nu respectă parametrii, atunci îi este retras titlul de DOT Certified, căștile sunt retrase de pe piață, iar amenzile pot ajunge până la 5,000$ per cască comercializată pentru producător. Raționamentul acestei abordări este să evite ca producătorii să facă special un lot pentru testare. Totuși această abordare lasă loc la greșeli. O dată, producătorul făcând propriile teste, poate interpreta rezultatele sau le poate influență, iar a doua oară, până în momentul în care testarea unei căști din comerț confirmă că avem o cască nesigură, deja mai mulți motocicliști pot să fi achiziționat acea cască. Rezumatul testarilor NHTSA 2014-2018 Anul Total testate Total Neconforme Nu au trecut controlul Etichetarea eșuată numai Investigari Rechemari 2018 2 1 1 0 0 0 2017 34 17 10 7 14 0 2016 24 13 9 4 12 3 2015 33 19 16 3 14 6 2014 31 19 16 3 3 1 Total: 124 69 52 (41.9% din total) 17 43 10 Sursa acestui raport : https://icsw.nhtsa.gov/cars/problems/comply/index.cfm Pentru a vedea exact marca si modelul castilor ce au picat testele accesati acelasi link selectati Equipment si FMVSS , faceti click pe „Submit Search”, dupa care selectati „218” (numarul standardului DOT) si apoi anul dorit. Nu știu ce este mai îngrijorător, faptul că peste 40% au picat testele sau că din 2014 până acum doar 124 de căști/modele au fost testate. Faptul că o cască a fost testată în 2018, nu arată de câți ani era comercializată aceasca cască care a picat testele sau câte unități din modelul respectiv au fost deja vândute. Testele care sunt necesare pentru o cască să fie certificată DOT Standardul american DOT folosește 3 dimensiuni și greutăți pentru capetele de test. Mărimea S de 3,5Kg, mărimea L de 5Kg și XL de 6,1Kg.Acestea sunt introduse în interiorul căștilor, urmând prin intermediul unor senzori să înregistreze forțele ce acționează în timpul unui impact capacitatea castii de absorbție si atenuare a impactului. Primu test de impact este un test de cădere liberă. DOT utilizează un sistem cu ghidaj cu șină, astfel încât casca cade exact în aceeași poziție de la o înălțime de 1.83m, fiind realizate două teste de cădere liberă cu fiecare cască, pentru a se vedea capacitatea de disipa energia unui impact secundar în același loc. DOT utilizează o nicovală cu o suprafață plată și una semisferică ca zona de contact. Pentru DOT limita acceptată este de 400G ( cea mai mare, comparativ cu celelalte standarde). Apoi este testul de străpungere care utilizează un corp metalic ascuțit de 3Kg, care este lăsat să cadă liber spre cască de la 3m. Corpul ascuțit poate pătrunde în cască, dar nu trebuie să atingă capul metalic de test din interior.Standardul necesită doar carcasa castii sa reziste la strapungere, singura cerinta pentru viziera fiind ca vizibilitatea periferică să nu fie mai mică de 105 ° față de linia mediană a căștii. De asemenea proiecțiile de pe suprafața căștii (aerisiri, nituri etc.) nu trebuie să depășească 5 mm. Pentru verificarea sistemului de prindere, DOT utilizează doar un test static. Se agață de cureaua de prindere a căștii un corp cu greutatea de 22.7kg pentru 30 de secunde, apoi se aplică o greutate de 113,4Kg timp de 120 de secunde, după care se verifică dacă cureaua s-a întins cu mai mult de 2.5cm față de primul test. Detalii mai multe despre aceste teste găsiți aici Dacă toate aceste teste au fost trecute, atunci casca este certificată DOT. Noi trăind în Europa, ar trebui să fim feriți de această problemă, toate căștile vândute în UE trebuind să fie conforme cu ECE.22.05, care în opinia noastră (comparând în parte fiecare standard), oferă un grad mai ridicat de protecție decât DOT. Acum nu se știe niciodată cum s-a “pierdut”o cască făcută pentru USA și a ajuns la noi, mai ales că OLX este plin de tot felul de căști.Totuși pentru a verifica faptul dacă casca dvs. a picat testele și a fost inițiat un proces de rechemare puteti folosi acest link https://www.nhtsa.gov/recalls Continue Reading Articol preluat de pe motoroute.ro
  3. Ana Carrasco a schimbat toate vechile concepte și a demonstrat că o femeie poate câștiga o competiție în care bărbații făceau legea. Am întâlnit-o pe Ana Carrasco în noiembrie 2018, la cea de-a 76-a ediție a expoziției internaționale de motociclete de la Milano, EICMA. Împreună cu Jonathan Rea, campionul clasei SBK, se afla în standul Kawasaki, în zona de protocol, răspunzând întrebărilor jurnaliștilor. Probabil că nu puteam pătrunde acolo și, mai mult ca sigur, nu aș fi avut cum să obțin un interviu, dacă nu aș fi fost sprijinit de prietenul meu Tudor, cel care coordonează activitatea companiei United Motors, importatorul Kawasaki în România. La toate marile expoziții la care ne-am întâlnit, Tudor a făcut toate diligențele ca să fiu primit de oficialitățile firmei Kawasaki și să obțin interviurile pe care mi le doream. Trebuie să recunosc că nu Ana era omul pe care îl vânam, ci colegul ei de echipă, Jonathan Rea, pentru că performața reușită de el, patru titluri de campion mondial SBK consecutive, reprezintă un adevărat record și cântărește mult mai mult decât reușita tinerei sportive. Cu toate astea, după ce am terminat interviul cu Jonathan, nu puteam să scap ocazia și am rugat-o pe Ana să stăm de vorbă, fără să fiu nevoit să insist prea mult. Tiberiu Troia – În primul rând felicitări pentru victoria în campionat, ai câștigat primul titlul de campioană mondială la o clasă rezervată până acum bărbaților. Ana Carrasco: Mulțumesc ! Sunt foarte fericită pentru acest rezultat și încă nu-mi dau seama cât de mult înseamnă reușita mea. TT: Ai condus campionatul încă din etapa a treia, când ai obținut și prima victorie, la Imola. AC: Da, a fost o cursă fantastică și nu-mi venea să cred că am câștigat și am preluat conducerea campionatului, în același timp. TT: Ești singurul pilot de la clasa Supersport 300 care ai reușit două victorii în acest an și probabil că asta ți-a asigurat victoria în campionat. AC: E adevărat, celelalte șase curse din campionat au fost câștigate de tot atâția piloți, nici unul dintre ei nu a reușit să păstreze locul doi prea mult timp, iar eu nu am abandonat nici o cursă. TT: Toate acestea au dus la o premieră în sportul considerat până acum exclusiv masculin, ești prima femeie campioană mondială la o clasă la care aproape toți ceilalți piloți au fost bărbați. AC: În afară de mine a luat startul la această clasă și Maria Herrera, o sportivă extraordinară, dar care, în acest campionat, a avut trei curse la care nu a punctat, în final clasându-se pe locul 13, fără nici un podium. TT: Ai fi crezut la începutul anului că vei termina învingătoare ? AC: Nu. Visam, speram, dar nu credeam. După prima victorie, lucrurile s-au schimbat și am început să cred că pot învinge și am reușit să îmi păstrez poziția de lider până la sfârșit. TT: Ce vei face în sezonul viitor, mergi la aceeași clasă, sau încerci să treci la nivelul următor ? AC: Rămân la Supersport 300, ar fi prea devreme să încerc altceva și voi lupta să-mi păstrez titlul. TT: Ești conștientă ca toți ochii sunt asupra ta și toti ceilalți vor să te depășească, ai rănit ceva orgolii masculine… AC: Știu că nu va fi ușor, dar cred că sunt în stare să merg la același nivel. TT: Cât la sută din decizia de a trece la altă clasă îți aparține și cat va fi hotărât de conducerea echipei pentru tine ? AC: E o decizie comună, nu e exclusiv a mea, sau a conducerii și am fost sprijinită tot timpul, m-am simțit ca într-o familie. TT: Îți doresc mult succes în sezonul următor, te voi urmări cu mult interes, lafel ca toți ceilalți pe care i-ai surprins cu victoria în campionat și poate ne vom revedea anul viitor cu un nou interviu în care am putea discuta despre un nou titlu de campioană mondială. AC: Mulțumesc mult, ar fi o mare bucurie pentru mine să reușesc din nou victoria și voi face tot ce pot pentru asta. După scurta noastră întâlnire, am citit în diferite articole publicate în ultima vreme că Ana Carrasco visează să participe în viitor la clasa MotoGP și vrea să câștige curse acolo. Ar fi o realizare, dar nivelul este cu totul altul și e greu de crezut că vom asista în următorii ani la o astfel de performanță. Dovadă este comportarea lui Alvaro Bautista, care a încheiat azi antrenamentele libere ale primei etape din WSBK pe primul loc, dominând la prima participare cea mai puternică clasă, venind de la MotoGP, unde nu văzuse podiumul de ceva vreme. Pentru cei care nu au citit interviurile luate piloților Kawasaki în ultimii ani, am postat mai jos câteva articole. Fiecare zi din viață este câte o poveste, iar poveștile mele sunt, de cele mai multe ori, cu și despre motociclete şi sunt postate pe blogul POVEŞTI CU MOTOARE, dar pot fi citite și pe Facebook, LinkedIn, Twitter și Google+, iar filmele sunt postate pe YouTube. Sursa
  4. When the Africa Twin was first introduced, it was touted as the ideal big-bore adventure bike – a perfect balance between small dual sports and touring behemoths. Since then, the adventure bike class has expanded rapidly with options and even more promise (KTM 790 Adventure & Yamaha Tenere 700 I’m looking at you!). And yet, even with challengers, the AT still has a place and definite purpose. As hype for the new Honda cascaded through the adventure community before its release in 2016, Cory Hanson, owner of Camel ADV, knew that it was the logical next bike to focus his company’s product development efforts on. Not only would it be vital for research & development in producing aftermarket parts but also for progressing his personal racing and travel aspirations. As the joke goes: How do you know that someone rode around the world? Don’t worry, they’ll tell you… This could not be further from the truth with Cory Hanson, who has been designing parts for adventure motorcycles since completing a RTW trip in 2009. Cory is a seasoned adventure rider who has traversed routes around the globe that most of us will only ever dream of. Each year, he also competes in large-displacement off-road racing events, attends many of the top adventure rallies, and still finds time to run his rapidly expanding business. ADVERTISEMENT When the Camel ADV team took delivery of their 2016 Africa Twin (Manual), they immediately started taking steps to make it live up to its full potential off-road. This was done to bring effective products to market and also out of necessity for the thrashing they had in store for this particular bike. The following are products Camel ADV has developed for the Africa Twin to turn it into a more durable and capable adventure machine: Identified early on in testing of the CRF1000L was the real danger of shearing off the right foot peg on a rock. This might sound trivial enough, but it is, in fact, a severe liability. For one, losing a foot peg in a remote area and not being able to stand can present a real challenge if not a safety issue. Secondly, replacing a broken peg on this side of the bike is not a simple procedure, it requires removing the exhaust header and is quite labor intensive. The solution that the team came up with is what they named the Camel Brace. This small skid plate made of ¼” thick aluminum protects the vulnerable aluminum peg perch from impacts while also providing much-needed reinforcement. This was not a simple equation since the part does quadruple duty as a peg mount, an exhaust hanger, center stand stop, and rear brake pedal pivot. Camel ADV are confident enough in this product that a money back guarantee is offered if you manage to break a peg with the Camel Brace installed. Through customer interaction and online feedback, it was discovered that the factory windscreen brackets were regularly cracking. The other common complaint about the windscreen bracket is that it’s the perfect place to mount a GPS unit or phone, but a lack of support means vibration is a problem. Like the right side foot peg on this bike, it seems like replacement of the windscreen bracket would be a snap, but it too is a significant undertaking that requires nearly the whole front end be disassembled. With no solution on the market, the collective mind of Camel ADV set about creating what would become the Africa Twin Windscreen Brace. This innovative product supports the stock bracket to prevent failure and provides an even better place for mounting GPS units or other electronics. While competing in the 24-hour endurance race at Starvation Ridge, the Camel ADV Africa Twin was immobilized by mud that accumulated in the front fender and wholly prohibited the wheel from turning. After an extraction that involved a flatbed trailer, a side-by-side, and ridiculous frustration, development began on a high fender kit almost immediately. This too turned out to be a complex product to generate and was not a simple matter of slapping on a motocross style fender. It required designing a new brake manifold, custom stainless braided brake lines, brackets, and mounting hardware. The end product is a very tidy solution that is easy to install and gives you the ability to mount a wide variety of fenders. Most importantly it removes the risk of rendering your Africa Twin motionless due to packed mud between the tire & fender. This was the first and most natural addition to the Camel ADV Africa Twin, since it was the product that launched the brand. It also made a whole lot of sense since the usable fuel range on an Africa Twin is less than ideal for true adventure travel. This auxiliary fuel tank occupies otherwise unused space between the body of the bike and inside of the luggage rack. It provides 1.7 gallons of extra capacity that translates to 62-93 additional miles of adventuring! The Camel Tank is vacuum fed, requiring no auxiliary pump and no permanent changes to your motorcycle. It is vacuum supplied through the main tank vent and empties itself as the level of the stock tank lowers. With a seamless roto-molded body made of extra tough XLPE plastic, it’s adventure ready and built to last the life of your motorcycle. Worry less about where the next fueling station is and focus more on the road (or trail) ahead! The OEM side stand is another known weak point established by several cases of snapped or bent units. The stock aluminum kickstand has brittle tendencies that render it mostly useless for pivoting the bike in close quarters or breaking the bead on a tire. The Camel Toe replaces the cast aluminum OEM stand with a robust steel assembly that won’t fail under normal riding conditions. It also negates the need for an aftermarket side stand foot by coming equipped with a sizable pad welded in place. Like all of his products, it has been tested under extreme conditions to ensure that it would never let any customer down. Any Africa Twin owner that ventures off pavement will tell you the stock pegs aren’t suitable for real off-road use. Camel ADV’s goal with this product was to make pegs that were beneficial for all riders improving traction and providing more square footage for long stretches on your feet. They accomplished both goals doubling the surface area over stock Honda pegs and drastically enhancing grip with 17 stainless steel cleats. Another useful feature is the large cut-outs surrounding the cleats to make sure they stay free of mud. The BigFoot Pegs are one of Camel ADV’s coolest looking products which is a bonus considering their functionality. Their size makes it very easy to transfer weight at your feet and control the bike off-road. Also, your boots have a better chance of staying where you want them during water crossings or when things get rough. Beyond the parts offered by Camel ADV, this Africa Twin also features several products by other top manufactures to round out its adventure prowess: Stock suspension just wasn’t up to snuff for what the Camel ADV crew had planned for this AT. The front forks were swapped with custom tuned (by Al Dyck at Too Trick Racing) 48mm KYB SSS forks from a Yamaha YZ450F, increasing the travel to 10.2 inches (260mm). Camel ADV tailor made a billet axial to radial mounting bracket for the stock front brake caliper, along with a billet speed sensor mounting bracket for the front wheel. The rear shock was custom built by TFX Suspension utilizing an oversized reservoir to reduce heat fade during aggressive riding, and an extended piston for improved damping. An extended shaft also increased travel to 10.0 inches (255mm). The result of all this witchcraft is one of the most off-road capable Africa Twin’s in circulation; with the kind of plush ride usually reserved for rally bikes. Constructed of superior materials with the off-road rider in mind, the Seat Concepts Rally Seat was an obvious upgrade from the OEM saddle. Its tall h; ergonomic shape and improved comfort make it ideal for long hauls. Another benefit of the tall seat is that it is equal in h to the rear seat allowing for more surface area and unimpeded movement in rough conditions. Red stitching is a nice touch with a subtle nod to the AT’s original color scheme. The OEM headlights on the CRF1000L only go so far in the dead of night, so Cyclops Pegasus LED’s were mounted neatly on the upper crash bars. These compact and rugged auxiliary lights put out 4,800 lumens with a 300-foot range. Perfect for garnering attention from distracted drivers during the day and being able to see the terrain ahead at night. No product used on this bike has seen more abuse than the SW Motech skid plate. Time and time again, it has taken a beating then come back for more, demonstrating its importance each time. This particular belly pan was chosen due to its simple design, ability to remove & install quickly for maintenance, and comprehensive coverage. Dirt naps are inevitable when you are riding on the edge, in those instances, Cory didn’t want to destroy expensive plastics or worse. With protection in mind, AltRider upper and lower crash bars were selected. Built from 1 ¼’’ thick stainless steel lowers and 1’’ uppers secured to optimal mounting points, makes this one of the most comprehensive protection options available for the Africa Twin. With multiple crash tests at speed and no broken body panels or engine cases yet, it’s safe to say they were the right choice. Camel ADV Africa Twin Build List Photos by Spencer Hill and Camel ADV Author: Spencer Hill “The Gear Dude” has been fueling his motorcycle addiction with adventure since first swinging his leg over a bike in 2010. Whether he’s exploring his own backyard in the Pacific Northwest or crisscrossing the United States, Spencer is always in search of scenic off-road routes, epic camping locations and the best gear possible. He began writing shortly after taking up two-wheel travel to share his experiences and offer insight with his extensive backpacking, camping and overland background.
  5. When the Africa Twin was first introduced, it was touted as the ideal big-bore adventure bike – a perfect balance between small dual sports and touring behemoths. Since then, the adventure bike class has expanded rapidly with options and even more promise (KTM 790 Adventure & Yamaha Tenere 700 I’m looking at you!). And yet, even with challengers, the AT still has a place and definite purpose. As hype for the new Honda cascaded through the adventure community before its release in 2016, Cory Hanson, owner of Camel ADV, knew that it was the logical next bike to focus his company’s product development efforts on. Not only would it be vital for research & development in producing aftermarket parts but also for progressing his personal racing and travel aspirations. As the joke goes: How do you know that someone rode around the world? Don’t worry, they’ll tell you… This could not be further from the truth with Cory Hanson, who has been designing parts for adventure motorcycles since completing a RTW trip in 2009. Cory is a seasoned adventure rider who has traversed routes around the globe that most of us will only ever dream of. Each year, he also competes in large-displacement off-road racing events, attends many of the top adventure rallies, and still finds time to run his rapidly expanding business. ADVERTISEMENT When the Camel ADV team took delivery of their 2016 Africa Twin (Manual), they immediately started taking steps to make it live up to its full potential off-road. This was done to bring effective products to market and also out of necessity for the thrashing they had in store for this particular bike. The following are products Camel ADV has developed for the Africa Twin to turn it into a more durable and capable adventure machine: Identified early on in testing of the CRF1000L was the real danger of shearing off the right foot peg on a rock. This might sound trivial enough, but it is, in fact, a severe liability. For one, losing a foot peg in a remote area and not being able to stand can present a real challenge if not a safety issue. Secondly, replacing a broken peg on this side of the bike is not a simple procedure, it requires removing the exhaust header and is quite labor intensive. The solution that the team came up with is what they named the Camel Brace. This small skid plate made of ¼” thick aluminum protects the vulnerable aluminum peg perch from impacts while also providing much-needed reinforcement. This was not a simple equation since the part does quadruple duty as a peg mount, an exhaust hanger, center stand stop, and rear brake pedal pivot. Camel ADV are confident enough in this product that a money back guarantee is offered if you manage to break a peg with the Camel Brace installed. Through customer interaction and online feedback, it was discovered that the factory windscreen brackets were regularly cracking. The other common complaint about the windscreen bracket is that it’s the perfect place to mount a GPS unit or phone, but a lack of support means vibration is a problem. Like the right side foot peg on this bike, it seems like replacement of the windscreen bracket would be a snap, but it too is a significant undertaking that requires nearly the whole front end be disassembled. With no solution on the market, the collective mind of Camel ADV set about creating what would become the Africa Twin Windscreen Brace. This innovative product supports the stock bracket to prevent failure and provides an even better place for mounting GPS units or other electronics. While competing in the 24-hour endurance race at Starvation Ridge, the Camel ADV Africa Twin was immobilized by mud that accumulated in the front fender and wholly prohibited the wheel from turning. After an extraction that involved a flatbed trailer, a side-by-side, and ridiculous frustration, development began on a high fender kit almost immediately. This too turned out to be a complex product to generate and was not a simple matter of slapping on a motocross style fender. It required designing a new brake manifold, custom stainless braided brake lines, brackets, and mounting hardware. The end product is a very tidy solution that is easy to install and gives you the ability to mount a wide variety of fenders. Most importantly it removes the risk of rendering your Africa Twin motionless due to packed mud between the tire & fender. This was the first and most natural addition to the Camel ADV Africa Twin, since it was the product that launched the brand. It also made a whole lot of sense since the usable fuel range on an Africa Twin is less than ideal for true adventure travel. This auxiliary fuel tank occupies otherwise unused space between the body of the bike and inside of the luggage rack. It provides 1.7 gallons of extra capacity that translates to 62-93 additional miles of adventuring! The Camel Tank is vacuum fed, requiring no auxiliary pump and no permanent changes to your motorcycle. It is vacuum supplied through the main tank vent and empties itself as the level of the stock tank lowers. With a seamless roto-molded body made of extra tough XLPE plastic, it’s adventure ready and built to last the life of your motorcycle. Worry less about where the next fueling station is and focus more on the road (or trail) ahead! The OEM side stand is another known weak point established by several cases of snapped or bent units. The stock aluminum kickstand has brittle tendencies that render it mostly useless for pivoting the bike in close quarters or breaking the bead on a tire. The Camel Toe replaces the cast aluminum OEM stand with a robust steel assembly that won’t fail under normal riding conditions. It also negates the need for an aftermarket side stand foot by coming equipped with a sizable pad welded in place. Like all of his products, it has been tested under extreme conditions to ensure that it would never let any customer down. Any Africa Twin owner that ventures off pavement will tell you the stock pegs aren’t suitable for real off-road use. Camel ADV’s goal with this product was to make pegs that were beneficial for all riders improving traction and providing more square footage for long stretches on your feet. They accomplished both goals doubling the surface area over stock Honda pegs and drastically enhancing grip with 17 stainless steel cleats. Another useful feature is the large cut-outs surrounding the cleats to make sure they stay free of mud. The BigFoot Pegs are one of Camel ADV’s coolest looking products which is a bonus considering their functionality. Their size makes it very easy to transfer weight at your feet and control the bike off-road. Also, your boots have a better chance of staying where you want them during water crossings or when things get rough. Beyond the parts offered by Camel ADV, this Africa Twin also features several products by other top manufactures to round out its adventure prowess: Stock suspension just wasn’t up to snuff for what the Camel ADV crew had planned for this AT. The front forks were swapped with custom tuned (by Al Dyck at Too Trick Racing) 48mm KYB SSS forks from a Yamaha YZ450F, increasing the travel to 10.2 inches (260mm). Camel ADV tailor made a billet axial to radial mounting bracket for the stock front brake caliper, along with a billet speed sensor mounting bracket for the front wheel. The rear shock was custom built by TFX Suspension utilizing an oversized reservoir to reduce heat fade during aggressive riding, and an extended piston for improved damping. An extended shaft also increased travel to 10.0 inches (255mm). The result of all this witchcraft is one of the most off-road capable Africa Twin’s in circulation; with the kind of plush ride usually reserved for rally bikes. Constructed of superior materials with the off-road rider in mind, the Seat Concepts Rally Seat was an obvious upgrade from the OEM saddle. Its tall h; ergonomic shape and improved comfort make it ideal for long hauls. Another benefit of the tall seat is that it is equal in h to the rear seat allowing for more surface area and unimpeded movement in rough conditions. Red stitching is a nice touch with a subtle nod to the AT’s original color scheme. The OEM headlights on the CRF1000L only go so far in the dead of night, so Cyclops Pegasus LED’s were mounted neatly on the upper crash bars. These compact and rugged auxiliary lights put out 4,800 lumens with a 300-foot range. Perfect for garnering attention from distracted drivers during the day and being able to see the terrain ahead at night. No product used on this bike has seen more abuse than the SW Motech skid plate. Time and time again, it has taken a beating then come back for more, demonstrating its importance each time. This particular belly pan was chosen due to its simple design, ability to remove & install quickly for maintenance, and comprehensive coverage. Dirt naps are inevitable when you are riding on the edge, in those instances, Cory didn’t want to destroy expensive plastics or worse. With protection in mind, AltRider upper and lower crash bars were selected. Built from 1 ¼’’ thick stainless steel lowers and 1’’ uppers secured to optimal mounting points, makes this one of the most comprehensive protection options available for the Africa Twin. With multiple crash tests at speed and no broken body panels or engine cases yet, it’s safe to say they were the right choice. Camel ADV Africa Twin Build List Photos by Spencer Hill and Camel ADV Author: Spencer Hill “The Gear Dude” has been fueling his motorcycle addiction with adventure since first swinging his leg over a bike in 2010. Whether he’s exploring his own backyard in the Pacific Northwest or crisscrossing the United States, Spencer is always in search of scenic off-road routes, epic camping locations and the best gear possible. He began writing shortly after taking up two-wheel travel to share his experiences and offer insight with his extensive backpacking, camping and overland background.
  6. When the Africa Twin was first introduced, it was touted as the ideal big-bore adventure bike – a perfect balance between small dual sports and touring behemoths. Since then, the adventure bike class has expanded rapidly with options and even more promise (KTM 790 Adventure & Yamaha Tenere 700 I’m looking at you!). And yet, even with challengers, the AT still has a place and definite purpose. As hype for the new Honda cascaded through the adventure community before its release in 2016, Cory Hanson, owner of Camel ADV, knew that it was the logical next bike to focus his company’s product development efforts on. Not only would it be vital for research & development in producing aftermarket parts but also for progressing his personal racing and travel aspirations. As the joke goes: How do you know that someone rode around the world? Don’t worry, they’ll tell you… This could not be further from the truth with Cory Hanson, who has been designing parts for adventure motorcycles since completing a RTW trip in 2009. Cory is a seasoned adventure rider who has traversed routes around the globe that most of us will only ever dream of. Each year, he also competes in large-displacement off-road racing events, attends many of the top adventure rallies, and still finds time to run his rapidly expanding business. ADVERTISEMENT When the Camel ADV team took delivery of their 2016 Africa Twin (Manual), they immediately started taking steps to make it live up to its full potential off-road. This was done to bring effective products to market and also out of necessity for the thrashing they had in store for this particular bike. The following are products Camel ADV has developed for the Africa Twin to turn it into a more durable and capable adventure machine: Identified early on in testing of the CRF1000L was the real danger of shearing off the right foot peg on a rock. This might sound trivial enough, but it is, in fact, a severe liability. For one, losing a foot peg in a remote area and not being able to stand can present a real challenge if not a safety issue. Secondly, replacing a broken peg on this side of the bike is not a simple procedure, it requires removing the exhaust header and is quite labor intensive. The solution that the team came up with is what they named the Camel Brace. This small skid plate made of ¼” thick aluminum protects the vulnerable aluminum peg perch from impacts while also providing much-needed reinforcement. This was not a simple equation since the part does quadruple duty as a peg mount, an exhaust hanger, center stand stop, and rear brake pedal pivot. Camel ADV are confident enough in this product that a money back guarantee is offered if you manage to break a peg with the Camel Brace installed. Through customer interaction and online feedback, it was discovered that the factory windscreen brackets were regularly cracking. The other common complaint about the windscreen bracket is that it’s the perfect place to mount a GPS unit or phone, but a lack of support means vibration is a problem. Like the right side foot peg on this bike, it seems like replacement of the windscreen bracket would be a snap, but it too is a significant undertaking that requires nearly the whole front end be disassembled. With no solution on the market, the collective mind of Camel ADV set about creating what would become the Africa Twin Windscreen Brace. This innovative product supports the stock bracket to prevent failure and provides an even better place for mounting GPS units or other electronics. While competing in the 24-hour endurance race at Starvation Ridge, the Camel ADV Africa Twin was immobilized by mud that accumulated in the front fender and wholly prohibited the wheel from turning. After an extraction that involved a flatbed trailer, a side-by-side, and ridiculous frustration, development began on a high fender kit almost immediately. This too turned out to be a complex product to generate and was not a simple matter of slapping on a motocross style fender. It required designing a new brake manifold, custom stainless braided brake lines, brackets, and mounting hardware. The end product is a very tidy solution that is easy to install and gives you the ability to mount a wide variety of fenders. Most importantly it removes the risk of rendering your Africa Twin motionless due to packed mud between the tire & fender. This was the first and most natural addition to the Camel ADV Africa Twin, since it was the product that launched the brand. It also made a whole lot of sense since the usable fuel range on an Africa Twin is less than ideal for true adventure travel. This auxiliary fuel tank occupies otherwise unused space between the body of the bike and inside of the luggage rack. It provides 1.7 gallons of extra capacity that translates to 62-93 additional miles of adventuring! The Camel Tank is vacuum fed, requiring no auxiliary pump and no permanent changes to your motorcycle. It is vacuum supplied through the main tank vent and empties itself as the level of the stock tank lowers. With a seamless roto-molded body made of extra tough XLPE plastic, it’s adventure ready and built to last the life of your motorcycle. Worry less about where the next fueling station is and focus more on the road (or trail) ahead! The OEM side stand is another known weak point established by several cases of snapped or bent units. The stock aluminum kickstand has brittle tendencies that render it mostly useless for pivoting the bike in close quarters or breaking the bead on a tire. The Camel Toe replaces the cast aluminum OEM stand with a robust steel assembly that won’t fail under normal riding conditions. It also negates the need for an aftermarket side stand foot by coming equipped with a sizable pad welded in place. Like all of his products, it has been tested under extreme conditions to ensure that it would never let any customer down. Any Africa Twin owner that ventures off pavement will tell you the stock pegs aren’t suitable for real off-road use. Camel ADV’s goal with this product was to make pegs that were beneficial for all riders improving traction and providing more square footage for long stretches on your feet. They accomplished both goals doubling the surface area over stock Honda pegs and drastically enhancing grip with 17 stainless steel cleats. Another useful feature is the large cut-outs surrounding the cleats to make sure they stay free of mud. The BigFoot Pegs are one of Camel ADV’s coolest looking products which is a bonus considering their functionality. Their size makes it very easy to transfer weight at your feet and control the bike off-road. Also, your boots have a better chance of staying where you want them during water crossings or when things get rough. Beyond the parts offered by Camel ADV, this Africa Twin also features several products by other top manufactures to round out its adventure prowess: Stock suspension just wasn’t up to snuff for what the Camel ADV crew had planned for this AT. The front forks were swapped with custom tuned (by Al Dyck at Too Trick Racing) 48mm KYB SSS forks from a Yamaha YZ450F, increasing the travel to 10.2 inches (260mm). Camel ADV tailor made a billet axial to radial mounting bracket for the stock front brake caliper, along with a billet speed sensor mounting bracket for the front wheel. The rear shock was custom built by TFX Suspension utilizing an oversized reservoir to reduce heat fade during aggressive riding, and an extended piston for improved damping. An extended shaft also increased travel to 10.0 inches (255mm). The result of all this witchcraft is one of the most off-road capable Africa Twin’s in circulation; with the kind of plush ride usually reserved for rally bikes. Constructed of superior materials with the off-road rider in mind, the Seat Concepts Rally Seat was an obvious upgrade from the OEM saddle. Its tall h; ergonomic shape and improved comfort make it ideal for long hauls. Another benefit of the tall seat is that it is equal in h to the rear seat allowing for more surface area and unimpeded movement in rough conditions. Red stitching is a nice touch with a subtle nod to the AT’s original color scheme. The OEM headlights on the CRF1000L only go so far in the dead of night, so Cyclops Pegasus LED’s were mounted neatly on the upper crash bars. These compact and rugged auxiliary lights put out 4,800 lumens with a 300-foot range. Perfect for garnering attention from distracted drivers during the day and being able to see the terrain ahead at night. No product used on this bike has seen more abuse than the SW Motech skid plate. Time and time again, it has taken a beating then come back for more, demonstrating its importance each time. This particular belly pan was chosen due to its simple design, ability to remove & install quickly for maintenance, and comprehensive coverage. Dirt naps are inevitable when you are riding on the edge, in those instances, Cory didn’t want to destroy expensive plastics or worse. With protection in mind, AltRider upper and lower crash bars were selected. Built from 1 ¼’’ thick stainless steel lowers and 1’’ uppers secured to optimal mounting points, makes this one of the most comprehensive protection options available for the Africa Twin. With multiple crash tests at speed and no broken body panels or engine cases yet, it’s safe to say they were the right choice. Camel ADV Africa Twin Build List Photos by Spencer Hill and Camel ADV Author: Spencer Hill “The Gear Dude” has been fueling his motorcycle addiction with adventure since first swinging his leg over a bike in 2010. Whether he’s exploring his own backyard in the Pacific Northwest or crisscrossing the United States, Spencer is always in search of scenic off-road routes, epic camping locations and the best gear possible. He began writing shortly after taking up two-wheel travel to share his experiences and offer insight with his extensive backpacking, camping and overland background.
  7. Marca de biciclete cu vânzare directă Vitus continuă să facă produse din ce în ce mai performante. Anul trecut au lansat modelul gravel din oțel Substance care a devenit foarte popular, anul acesta modelul primind și o variantă cu cadru din carbon Substance CRX, precum și opțiunea de ghidon drept pe modelul din oțel. Bazându-se pe succesul modelului original Substance, Vitus au dezvoltat CRX, o versiune mai ușoară și mai rigidă cu cadru din carbon pentru cei ce caută un gravel bike performant dar accesibil ca preț. Design-ul bicicletei rămâne în mare parte neschimbat, folosește în continuare roți 650B plus sau 700c cu volum mare, are un toptube înclinat, chainstay-uri coborâte, toate pentru spațiu imens pentru anvelope. Bicicleta a primit și o furcă mai subțire din carbon, cu prinderi de portbagaje. Cadrul din carbon Hi-Mod T700 TOray are headtube conic, furci complet din carbon, fiind ușoară și rezistentă. Bicicleta poate merge atât de tare și de dur cât i se cere. Adăugarea multor puncte de prindere pentru bagaje, aripi și bidoane o fac capabilă să facă față la cele mai lungi și provocatoare ture de aventură. Noua CRX este optimizată pentru transmisii 1x, dar există rutare internă și posibilitatea de a instala un adaptor și pentru deraiorul față pentru a monta o transmisie 2x. Bicicleta e construită pentru a fi versatilă, utilizabilă pe orice drum și în orice aventură gravel, având multe prinderi de accesorii. Se pot monta aripi complete, portbagaje față și spate și există prinderi pentru trei bidoane pe triunghiul față plus încă două pe brațele furcii. Bicicleta a mai primit ax thru de 12 mm la ambele roți, prinderi de etrier flat mount și tijă de șa de 27.2 mm standard. Modelul din carbon e oferit în 5 mărimi standard, între XS 47 cm și XL 58 cm. Echiparea disponibilă pentru Substance CRX costă 2000 Euro și folosește o transmisie SRAM Apex 1 cu casetă 10-42t, ghidon din aluminiu de tip drop cu brațe curbate în exterior, roți din aluminiu cu jante WTB Frequency i23 tubeless și anvelopele excelente Horizon de 47 mm, fiind incluse și valvele tubeless. Modelul Substance din oțel rămâne neschimbat, dar primește și o opțiune de ghidon drept, ambele modele folosind roți mari de 700c. Ambele au prinderi de portbagaj în spate, aripi complete și pentru 3 bidoane, ax thru de 12 mm la ambele roți și prinderi de etrier flat mount. La prețul de 1100 Euro Substance vine cu roți 700c tubeless ready cu anvelope WTB Riddler de 37 mm, transmisie Shimano Sora R3000 2×9, frâne pe disc TRP Spyre și componente proprii VItus, tot cu ghidon lățit tip adventure. Modelul Substance FB costă 1000 Euro și are tot echipare Sora cu frâne Spyre, dar ghidonul e un model drept cu backsweep de 5 grade. Roțile sunt mai ieftine, cu jante Alex și butuci Joytech, anvelopele fiind modelul mai potrivit pentru oraș Schwalbe Little Big Ben de 38 mm cu margini reflectorizante. Ambele variante din oțel sunt disponibile în șase mărimi, între XS – 50 cm și XXL – 60 cm. Toate versiunile Substnce din carbon și oțel sunt deja disponibile la magazinele online Wiggle și Chain Reaction Cycles. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
  8. Marca de biciclete cu vânzare directă Vitus continuă să facă produse din ce în ce mai performante. Anul trecut au lansat modelul gravel din oțel Substance care a devenit foarte popular, anul acesta modelul primind și o variantă cu cadru din carbon Substance CRX, precum și opțiunea de ghidon drept pe modelul din oțel. Bazându-se pe succesul modelului original Substance, Vitus au dezvoltat CRX, o versiune mai ușoară și mai rigidă cu cadru din carbon pentru cei ce caută un gravel bike performant dar accesibil ca preț. Design-ul bicicletei rămâne în mare parte neschimbat, folosește în continuare roți 650B plus sau 700c cu volum mare, are un toptube înclinat, chainstay-uri coborâte, toate pentru spațiu imens pentru anvelope. Bicicleta a primit și o furcă mai subțire din carbon, cu prinderi de portbagaje. Cadrul din carbon Hi-Mod T700 TOray are headtube conic, furci complet din carbon, fiind ușoară și rezistentă. Bicicleta poate merge atât de tare și de dur cât i se cere. Adăugarea multor puncte de prindere pentru bagaje, aripi și bidoane o fac capabilă să facă față la cele mai lungi și provocatoare ture de aventură. Noua CRX este optimizată pentru transmisii 1x, dar există rutare internă și posibilitatea de a instala un adaptor și pentru deraiorul față pentru a monta o transmisie 2x. Bicicleta e construită pentru a fi versatilă, utilizabilă pe orice drum și în orice aventură gravel, având multe prinderi de accesorii. Se pot monta aripi complete, portbagaje față și spate și există prinderi pentru trei bidoane pe triunghiul față plus încă două pe brațele furcii. Bicicleta a mai primit ax thru de 12 mm la ambele roți, prinderi de etrier flat mount și tijă de șa de 27.2 mm standard. Modelul din carbon e oferit în 5 mărimi standard, între XS 47 cm și XL 58 cm. Echiparea disponibilă pentru Substance CRX costă 2000 Euro și folosește o transmisie SRAM Apex 1 cu casetă 10-42t, ghidon din aluminiu de tip drop cu brațe curbate în exterior, roți din aluminiu cu jante WTB Frequency i23 tubeless și anvelopele excelente Horizon de 47 mm, fiind incluse și valvele tubeless. Modelul Substance din oțel rămâne neschimbat, dar primește și o opțiune de ghidon drept, ambele modele folosind roți mari de 700c. Ambele au prinderi de portbagaj în spate, aripi complete și pentru 3 bidoane, ax thru de 12 mm la ambele roți și prinderi de etrier flat mount. La prețul de 1100 Euro Substance vine cu roți 700c tubeless ready cu anvelope WTB Riddler de 37 mm, transmisie Shimano Sora R3000 2×9, frâne pe disc TRP Spyre și componente proprii VItus, tot cu ghidon lățit tip adventure. Modelul Substance FB costă 1000 Euro și are tot echipare Sora cu frâne Spyre, dar ghidonul e un model drept cu backsweep de 5 grade. Roțile sunt mai ieftine, cu jante Alex și butuci Joytech, anvelopele fiind modelul mai potrivit pentru oraș Schwalbe Little Big Ben de 38 mm cu margini reflectorizante. Ambele variante din oțel sunt disponibile în șase mărimi, între XS – 50 cm și XXL – 60 cm. Toate versiunile Substnce din carbon și oțel sunt deja disponibile la magazinele online Wiggle și Chain Reaction Cycles. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
  9. In a press release dated February 20, 2019 the American Motorcyclist Association announced its 2019 Supermoto National Championship Series schedule. 2 new venues This year, the series will include races at two new venues. The first round will kick off at a new venue in Primm, Nevada on April 6th and 7th. The other new event venue will take place in Grand Junction, Colorado between May 18th and 19th. Supermoto dirt section with a jump. Supermoto racing includes a mix of paved circuit racing and motocross. Tight turns and jumps are also part of the racing. With venues that range from football stadiums to closed-course streets or parking lots, there’s a very significant variation in circuit design and complexity. AMA Track Racing Manager Ken Saillant commented on the series saying: The AMA Supermoto National Championship Series represents the pinnacle of the sport in the United States. It is a sport that borrows elements from multiple disciplines to challenge riders, and we are looking forward to another season of intense competition.” A paved section of an AMA Supermoto event. FIM Component The AMA series when coupled with an event at Trios-Rivieres, Quebec, and Sturgis, South Dakota comprise the FIM North America Supermoto Championship. The AMA Supermoto National Championship’s promoter DRT racing President Alex Mock had this to say about the series: “We are excited to announce the 2019 AMA Supermoto National Championship Series schedule, especially the Anthony Hart Memorial Race as our season opener. In addition to the new venues we’ve added to the schedule, we’ve also secured manufacturer contingency programs for the teams and privateers, and select rounds will also feature a learn to ride program for new riders of all ages.” 2019 Schedule Below is the 2019 AMA Supermoto National Championship Series Schedule: April 6-7: Primm, Nev., Anthony Hart Memorial Race May 18-19: Grand Junction, Colo. June 14-15: Austin, Texas, 24th Annual ROT Rally Aug. 3-4: Trois-Rivieres, Quebec, Canada, 50th Grand Prix of Trois-Rivières (CMA/FIM North America sanctioned) Sept. 6-7: Sturgis, S.D., 7th Annual Streets of Sturgis (AMA/FIM North America sanctioned) Oct. 4-5: Tucson, Ariz., 5th Annual Musselman Honda Circuit For more information about the 2019 AMA Supermoto National Championship Series, visit DRT’s website. Vezi sursa
  10. In a press release dated February 20, 2019 the American Motorcyclist Association announced its 2019 Supermoto National Championship Series schedule. 2 new venues This year, the series will include races at two new venues. The first round will kick off at a new venue in Primm, Nevada on April 6th and 7th. The other new event venue will take place in Grand Junction, Colorado between May 18th and 19th. Supermoto dirt section with a jump. Supermoto racing includes a mix of paved circuit racing and motocross. Tight turns and jumps are also part of the racing. With venues that range from football stadiums to closed-course streets or parking lots, there’s a very significant variation in circuit design and complexity. AMA Track Racing Manager Ken Saillant commented on the series saying: The AMA Supermoto National Championship Series represents the pinnacle of the sport in the United States. It is a sport that borrows elements from multiple disciplines to challenge riders, and we are looking forward to another season of intense competition.” A paved section of an AMA Supermoto event. FIM Component The AMA series when coupled with an event at Trios-Rivieres, Quebec, and Sturgis, South Dakota comprise the FIM North America Supermoto Championship. The AMA Supermoto National Championship’s promoter DRT racing President Alex Mock had this to say about the series: “We are excited to announce the 2019 AMA Supermoto National Championship Series schedule, especially the Anthony Hart Memorial Race as our season opener. In addition to the new venues we’ve added to the schedule, we’ve also secured manufacturer contingency programs for the teams and privateers, and select rounds will also feature a learn to ride program for new riders of all ages.” 2019 Schedule Below is the 2019 AMA Supermoto National Championship Series Schedule: April 6-7: Primm, Nev., Anthony Hart Memorial Race May 18-19: Grand Junction, Colo. June 14-15: Austin, Texas, 24th Annual ROT Rally Aug. 3-4: Trois-Rivieres, Quebec, Canada, 50th Grand Prix of Trois-Rivières (CMA/FIM North America sanctioned) Sept. 6-7: Sturgis, S.D., 7th Annual Streets of Sturgis (AMA/FIM North America sanctioned) Oct. 4-5: Tucson, Ariz., 5th Annual Musselman Honda Circuit For more information about the 2019 AMA Supermoto National Championship Series, visit DRT’s website. Vezi sursa
  11. BRP Buys Selected Assets From Defunct Alta Motors

    BRP announced that it has purchased selected assets from the now-defunct Alta Motors. Alta had been one of the USA’s electric motorcycle manufacturers. A lack of funding forced Alta to close its doors in October 2018. It’s electric dirt bikes were received well, but according to some reports, sold at a loss. An Alta electric motorcycle going through its paces. At one time, Alta had entered into a partnership agreement with Harley-Davidson. Under the agreement, the two companies would work together to bring two motorcycles to market under the Harley-Davidson brand and give Alta the necessary funds to continue. Unfortunately, 6 months later, the agreement was terminated and left Alta without the funding it needed. In a press release, BRP says that it has acquired the Alta assets as part of “BRP’s longstanding interest in new technologies and alternate energy sources for the powersports industry.” The purchase includes specified intellectual property, patents, and some limited physical assets. BRP also said that purchased assets are an opportunity for BRP to complement its ongoing research and development into what BRP called a burgeoning area of expertise. Unfortunately, BRP does not plan to resurrect the Alta brand. Their press release made it very clear that they were not interested. “BRP has no interest in restarting operations of Alta Motors and assumes no liabilities.” So now the Alta brand is dead. But perhaps some of their technologies and expertise will continue the BRP products of the future. BRP’s products include the powersports vehicle brands Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Can-Am -on and off-road vehicles, Alumacraft and Manitou boats, Evinrude and Rotax marine propulsion systems, as well Rotax engines for carts, motorcycles and recreational aircraft. Vezi sursa
  12. BRP announced that it has purchased selected assets from the now-defunct Alta Motors. Alta had been one of the USA’s electric motorcycle manufacturers. A lack of funding forced Alta to close its doors in October 2018. It’s electric dirt bikes were received well, but according to some reports, sold at a loss. An Alta electric motorcycle going through its paces. At one time, Alta had entered into a partnership agreement with Harley-Davidson. Under the agreement, the two companies would work together to bring two motorcycles to market under the Harley-Davidson brand and give Alta the necessary funds to continue. Unfortunately, 6 months later, the agreement was terminated and left Alta without the funding it needed. In a press release, BRP says that it has acquired the Alta assets as part of “BRP’s longstanding interest in new technologies and alternate energy sources for the powersports industry.” The purchase includes specified intellectual property, patents, and some limited physical assets. BRP also said that purchased assets are an opportunity for BRP to complement its ongoing research and development into what BRP called a burgeoning area of expertise. Unfortunately, BRP does not plan to resurrect the Alta brand. Their press release made it very clear that they were not interested. “BRP has no interest in restarting operations of Alta Motors and assumes no liabilities.” So now the Alta brand is dead. But perhaps some of their technologies and expertise will continue the BRP products of the future. BRP’s products include the powersports vehicle brands Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Can-Am -on and off-road vehicles, Alumacraft and Manitou boats, Evinrude and Rotax marine propulsion systems, as well Rotax engines for carts, motorcycles and recreational aircraft. Vezi sursa
  13. The team behind the (Dakar) team or five short stories of love and passion – Part 1 The Dakar Rally is a massive operation, therefore it requires more working hands and ingenious minds than any other cross-country rally of the season. This year, the team backing up the Red Bull KTM Factory Riders included 33 members, achieving a historical result under the command of new team leader, Jordi Viladoms. We talked to five of those who joined the orange family only for Dakar. They came to Lima to take care of riders, team, trucks, motorhomes, and KTM customers. How did they join KTM´s Dakar operation, and what are their roles? How was it once upon a time in Africa, what has changed, what has remained exactly the same, and what’s love got to do with it? Everything! Red Bull KTM Rally Factory Racing Team Dakar 2019 © Marcin Kin August Linortner, truck driver “I did my first Dakar in 1997. We had a satellite phone the size of luggage we would use only as a last resort. We were travelling without much information, yet that was not our main concern. The truck was too heavy, and it was the truck driver’s first Dakar,” he laughs, pointing at himself. “We were learning how to survive the Dakar as we were doing it. Several times in Mauritania, it took 24 hours from bivouac to bivouac. It was unreal! That place sure wasn’t gentle on our truck; it’s the most arid, unforgiving country you can imagine. We broke everything possible, finishing the African Dakars with completely destroyed trucks. When it came to big repairs, we mostly relied on miracles. Surprise, surprise – they do happen in Africa!” Even though Africa was tough, his eyes light up: “Africa gave us all a feeling of complete freedom. Nothing was granted, nothing was easy, and communication was a real challenge. But people inside and outside the bivouacs were all incredibly friendly. Of course, the Dakar has changed a lot recently. Distances have shortened considerably, motorhomes are now loaded with fresh fruits, the coffee machine is always within reach and assistance always on time. On the other hand, the Dakar will never be easy. I still feel the sense of adventure, and working for such a team is a dream come true.” Before he ventured offroad, the ex-road racer was working for Mike Leitner. Later on, he changed disciplines, yet his work remained more or less the same. “I am taking care of the motorsport fleet trucks, all together there are 15 trucks under my watch. Besides that, I am the handy man of the motorsport building. I solve practically everything,” says a life-long Dakar university student. “I left school at 15, I got my hands dirty and my passion for bikes brought me to the Dakar. This is the university I am still enrolled at, collecting the craziest memories of my life, like all students do.” Red Bull KTM Team Truck Dakar 2019 © Marcin Kin Tom Haider, personal assistant “This is the third Dakar of my life,” says Tom, preparing the motorhome for Hiasi, nickname for Matthias, and Luciano, the two riders sharing the Dakar home for 10 days. “I’ve known Hiasi for a very long time. We met on the motocross track, where else? We love the same sport, but he is obviously from a different league. I started late, but still competed on national level. Well, occasionally I still put on my riding gear if I am not doing up some old car,” laughs the 34-year-old IT specialist from Salzburg. His story of how he became a mechanic specialized for hard cases, is full of wisdom and therefore, worth sharing. “I was 19 and I´d just bought my first car. It was an old Audi Quattro, with some issues, of course. I took it to the workshop where they were supposed to repair it, but I wasn’t happy with the work done. And even less pleased with the huge amount of money they wanted from me! I was discussing it with the workshop owner, trying to negotiate and lower the price, because I didn’t want to pay for their mistake, when the owner had enough and said to me: ‘Ok, go, but if you don’t like our work, you will have to do it on your own.’ And I did it. Years later, I was thinking about what he said to me and realized how valuable that was. It gave me the power to think that nothing is too difficult for me, and that I can learn all by myself,” remembers Tom. So, he did repair his car. He repaired other people’s cars, mostly old ones with complicated issues. He even built himself a racecar. And all that knowledge brought him all the way to rally sport. For his first race, he prepared during the flight. “I had 40, 50 pages of car instructions and the flight was long enough to study them,” laughs Tom, but admits it was no walk in the park; rally cars are super expensive and you need to be very precise. In contrast to his job where he dealt with rally cars, he didn’t need to study much for the Dakar. Matthias needed somebody to help him, and Tom was perfect for the job. Still, to take care of a rider 24 hours a day: to wake him up, bring him breakfast, help him dress, assist him to get started, and then repeat everything in reverse order when he returns to the bivouac, is not his “only” job. Tom is also the on-duty handy man, responsible for all the motorhomes. “I am here for the whole team,” explains Tom. “Though my main priority is Matthias. I have a lot of work with him, because he knows very well what he wants, but that’s also a reason why working for him is easy.” Matthias Walkner (AUT) Dakar 2019 © Marcin Kin Miquel Pujol, responsible for spare parts Miquel’s Dakar journey begins on the Lisboa-Dakar route in 2006. He was 23 when the invitation arrived, and caught him eager to explore the Dark Continent. He comes from the same village as the Dakar legend Marc Coma, so the path to the rally was a short one. “Basically, Marc recruited me and introduced me to the rally team. At the time, Trunkenpolz was running the team, and 2006 was also the year when our team manager made his debut. That year, Andy Caldecott replaced the injured Jordi Duran, so I took care of his bike. We all know what happened to Andy on January 9, 2006. My first Dakar! I felt completely devastated. The next year, Jordi Viladoms had a big crash, and we again returned home with a bitter taste in our mouths. But that was Africa, it always took its toll. Fortunately, nowadays it happens less,” he says with relief, and adds: “But the most incredible thing is that the core of the team has stuck together all these years. Stefan is still here, as are Rolli, August, Miki and Jordi.” After a break of several years, Miquel made his comeback to the team, and to the Dakar, which in 2009 had switched continents. A few years ago, he would make his own switch from mechanic to spare parts manager, now having approximately 1000 spare parts under his wing. Happy to be part of the KTM Dakar team, he explains: “I didn’t study to work as a mechanic, I am an industrial engineer, but when Marc offered me a job, I grabbed the opportunity to enter motorsports with both hands. The greatest power of KTM is the team spirit. We work like a family, you can feel it. Sure, in the past there was a big rivalry between the French and Spanish teams. Fights between Cyril and Marc were also difficult for the team. Now the air we breathe is lighter, even if the Dakar is always tough. It doesn’t matter how long it is or where we race, it’s still the most unpredictable race in the world.” When the nights are extremely short, Miquel sleeps on the truck, under the stars. When the nights are a bit longer, he might put up the tent. Sometimes, during the night, he would also become nostalgic. Speaking of the joy of being part of the orange family, during the rally expeditions he misses his own. “Sure I want to be a good dad, but it’s not easy with this job. We are away a lot, and this is the major downside. My son is almost three years old and starts to feel my absence.” It’s not the best consolation, but to live your life with two families? Tools & spare parts Dakar 2019 © Marcin Kin Photos: Marcin Kin
  14. The team behind the (Dakar) team or five short stories of love and passion – Part 1 The Dakar Rally is a massive operation, therefore it requires more working hands and ingenious minds than any other cross-country rally of the season. This year, the team backing up the Red Bull KTM Factory Riders included 33 members, achieving a historical result under the command of new team leader, Jordi Viladoms. We talked to five of those who joined the orange family only for Dakar. They came to Lima to take care of riders, team, trucks, motorhomes, and KTM customers. How did they join KTM´s Dakar operation, and what are their roles? How was it once upon a time in Africa, what has changed, what has remained exactly the same, and what’s love got to do with it? Everything! Red Bull KTM Rally Factory Racing Team Dakar 2019 © Marcin Kin August Linortner, truck driver “I did my first Dakar in 1997. We had a satellite phone the size of luggage we would use only as a last resort. We were travelling without much information, yet that was not our main concern. The truck was too heavy, and it was the truck driver’s first Dakar,” he laughs, pointing at himself. “We were learning how to survive the Dakar as we were doing it. Several times in Mauritania, it took 24 hours from bivouac to bivouac. It was unreal! That place sure wasn’t gentle on our truck; it’s the most arid, unforgiving country you can imagine. We broke everything possible, finishing the African Dakars with completely destroyed trucks. When it came to big repairs, we mostly relied on miracles. Surprise, surprise – they do happen in Africa!” Even though Africa was tough, his eyes light up: “Africa gave us all a feeling of complete freedom. Nothing was granted, nothing was easy, and communication was a real challenge. But people inside and outside the bivouacs were all incredibly friendly. Of course, the Dakar has changed a lot recently. Distances have shortened considerably, motorhomes are now loaded with fresh fruits, the coffee machine is always within reach and assistance always on time. On the other hand, the Dakar will never be easy. I still feel the sense of adventure, and working for such a team is a dream come true.” Before he ventured offroad, the ex-road racer was working for Mike Leitner. Later on, he changed disciplines, yet his work remained more or less the same. “I am taking care of the motorsport fleet trucks, all together there are 15 trucks under my watch. Besides that, I am the handy man of the motorsport building. I solve practically everything,” says a life-long Dakar university student. “I left school at 15, I got my hands dirty and my passion for bikes brought me to the Dakar. This is the university I am still enrolled at, collecting the craziest memories of my life, like all students do.” Red Bull KTM Team Truck Dakar 2019 © Marcin Kin Tom Haider, personal assistant “This is the third Dakar of my life,” says Tom, preparing the motorhome for Hiasi, nickname for Matthias, and Luciano, the two riders sharing the Dakar home for 10 days. “I’ve known Hiasi for a very long time. We met on the motocross track, where else? We love the same sport, but he is obviously from a different league. I started late, but still competed on national level. Well, occasionally I still put on my riding gear if I am not doing up some old car,” laughs the 34-year-old IT specialist from Salzburg. His story of how he became a mechanic specialized for hard cases, is full of wisdom and therefore, worth sharing. “I was 19 and I´d just bought my first car. It was an old Audi Quattro, with some issues, of course. I took it to the workshop where they were supposed to repair it, but I wasn’t happy with the work done. And even less pleased with the huge amount of money they wanted from me! I was discussing it with the workshop owner, trying to negotiate and lower the price, because I didn’t want to pay for their mistake, when the owner had enough and said to me: ‘Ok, go, but if you don’t like our work, you will have to do it on your own.’ And I did it. Years later, I was thinking about what he said to me and realized how valuable that was. It gave me the power to think that nothing is too difficult for me, and that I can learn all by myself,” remembers Tom. So, he did repair his car. He repaired other people’s cars, mostly old ones with complicated issues. He even built himself a racecar. And all that knowledge brought him all the way to rally sport. For his first race, he prepared during the flight. “I had 40, 50 pages of car instructions and the flight was long enough to study them,” laughs Tom, but admits it was no walk in the park; rally cars are super expensive and you need to be very precise. In contrast to his job where he dealt with rally cars, he didn’t need to study much for the Dakar. Matthias needed somebody to help him, and Tom was perfect for the job. Still, to take care of a rider 24 hours a day: to wake him up, bring him breakfast, help him dress, assist him to get started, and then repeat everything in reverse order when he returns to the bivouac, is not his “only” job. Tom is also the on-duty handy man, responsible for all the motorhomes. “I am here for the whole team,” explains Tom. “Though my main priority is Matthias. I have a lot of work with him, because he knows very well what he wants, but that’s also a reason why working for him is easy.” Matthias Walkner (AUT) Dakar 2019 © Marcin Kin Miquel Pujol, responsible for spare parts Miquel’s Dakar journey begins on the Lisboa-Dakar route in 2006. He was 23 when the invitation arrived, and caught him eager to explore the Dark Continent. He comes from the same village as the Dakar legend Marc Coma, so the path to the rally was a short one. “Basically, Marc recruited me and introduced me to the rally team. At the time, Trunkenpolz was running the team, and 2006 was also the year when our team manager made his debut. That year, Andy Caldecott replaced the injured Jordi Duran, so I took care of his bike. We all know what happened to Andy on January 9, 2006. My first Dakar! I felt completely devastated. The next year, Jordi Viladoms had a big crash, and we again returned home with a bitter taste in our mouths. But that was Africa, it always took its toll. Fortunately, nowadays it happens less,” he says with relief, and adds: “But the most incredible thing is that the core of the team has stuck together all these years. Stefan is still here, as are Rolli, August, Miki and Jordi.” After a break of several years, Miquel made his comeback to the team, and to the Dakar, which in 2009 had switched continents. A few years ago, he would make his own switch from mechanic to spare parts manager, now having approximately 1000 spare parts under his wing. Happy to be part of the KTM Dakar team, he explains: “I didn’t study to work as a mechanic, I am an industrial engineer, but when Marc offered me a job, I grabbed the opportunity to enter motorsports with both hands. The greatest power of KTM is the team spirit. We work like a family, you can feel it. Sure, in the past there was a big rivalry between the French and Spanish teams. Fights between Cyril and Marc were also difficult for the team. Now the air we breathe is lighter, even if the Dakar is always tough. It doesn’t matter how long it is or where we race, it’s still the most unpredictable race in the world.” When the nights are extremely short, Miquel sleeps on the truck, under the stars. When the nights are a bit longer, he might put up the tent. Sometimes, during the night, he would also become nostalgic. Speaking of the joy of being part of the orange family, during the rally expeditions he misses his own. “Sure I want to be a good dad, but it’s not easy with this job. We are away a lot, and this is the major downside. My son is almost three years old and starts to feel my absence.” It’s not the best consolation, but to live your life with two families? Tools & spare parts Dakar 2019 © Marcin Kin Photos: Marcin Kin
  15. Ieri
  16. Roți pe Gheață 2019

    Roţi pe gheaţă a ajuns la a 8a ediţie. RECcreativ a fost pe traseul de lângă aeroport din Iași şi vă prezintă imagini de la primul concurs din Moldova, în 2019. (foto coperta Ionuț Apopei) [embedded content] Sursa: Freerider
  17. video Roți pe Gheață 2019

    Roţi pe gheaţă a ajuns la a 8a ediţie. RECcreativ a fost pe traseul de lângă aeroport din Iași şi vă prezintă imagini de la primul concurs din Moldova, în 2019. (foto coperta Ionuț Apopei) [embedded content] Sursa: Freerider
  18. Gunn-Rita Dahle Flesja va concura în 2019 la Prima Evadare

    Gunn-Rita Dahle Flesja nu ar trebui să mai aibă nevoie de nicio introducere. Este cea mai de succes ciclistă din lumea mtb-ului, din toate vremurile. 30 victorii de Cupă Mondială, nouă medalii de aur la Campionatele Mondiale, opt medalii de aur la Campionatele Europene, Aur Olimpic. Timp de 20 de ani norvegianca a concurat la cel mai înalt nivel posibil făcând parte din cunoscuta echipă de mtb Multivan Merida Biking Team, în 2018 ea retrăgându-se din viața competițională. Însă pasiunea pentru mtb nu s-a stins așa că ori de câte ori are ocazia, participă la concursurile care îi plac. foto Pedro Cury – pinkbike.comAșa se face că anul acesta Gunn-Rita ne va vizita țara și va lua startul la Prima Evadare, unul din cele mai cunoscute și populare maratoane de ciclism off-road din România. Este cu adevărat o onoare pentru noi, că o astfel de personalitate și vedetă a mtb-ului mondial, ne vizitează și concurează alături de noi. Am luat legătura cu Gunn-Rita pentru a afla ce planuri are la concurs. Am întrebat-o desigur și dacă are de gând să câștige. foto Merida„Mă bucur că voi concura în România, este pentru prima oară. Nu am studiat încă profilul cursei ca să-mi dau seama cu ce am de a face, dar mă voi uita cu câteva zile înainte să ajung. Însă nu voi concura la categoria Elite, voi participa alături de amatori și voi considera concursul o nouă aventură și provocare.” Gunn-Rita va concura la Prima Evadare pe bicicleta ei full suspension Merida Ninety Six, pe care o consideră a avea greutatea perfectă. „Greutatea bicicletei nu mai este așa de importantă pentru mine acum”, spune ea. „Acum mă gândesc doar care este cea mai potrivită bicicletă pentru fiecare concurs în parte”. foto Cory Benson – bikerumor.comPrima Evadare este cel mai mare concurs de acest tip din România, dar și din Europa de est. Anul acesta are loc pe 19 mai. Lungime traseului este de aproximativ 54 km, profilul este plat, iar specificul este „de fugă”. Traseul dintre București și Snagov se desfășoară prin păduri, poteci și drumuri de țară, dar conține și porțiuni de asfalt, acest specific făcându-l să fie un concurs relativ ușor și potrivit pentru foarte multă lume, chiar și cu puțină experiență pe bicicletă. Faptul că o personalitate precum Gunn-Rita Dahle Flesja participă la un concurs la noi în țară, înseamnă o promovare excelentă internațională nu doar pentru concursul respectiv ci și pentru România în general. Sursa: Freerider
  19. Gunn-Rita Dahle Flesja nu ar trebui să mai aibă nevoie de nicio introducere. Este cea mai de succes ciclistă din lumea mtb-ului, din toate vremurile. 30 victorii de Cupă Mondială, nouă medalii de aur la Campionatele Mondiale, opt medalii de aur la Campionatele Europene, Aur Olimpic. Timp de 20 de ani norvegianca a concurat la cel mai înalt nivel posibil făcând parte din cunoscuta echipă de mtb Multivan Merida Biking Team, în 2018 ea retrăgându-se din viața competițională. Însă pasiunea pentru mtb nu s-a stins așa că ori de câte ori are ocazia, participă la concursurile care îi plac. foto Pedro Cury – pinkbike.comAșa se face că anul acesta Gunn-Rita ne va vizita țara și va lua startul la Prima Evadare, unul din cele mai cunoscute și populare maratoane de ciclism off-road din România. Este cu adevărat o onoare pentru noi, că o astfel de personalitate și vedetă a mtb-ului mondial, ne vizitează și concurează alături de noi. Am luat legătura cu Gunn-Rita pentru a afla ce planuri are la concurs. Am întrebat-o desigur și dacă are de gând să câștige. foto Merida„Mă bucur că voi concura în România, este pentru prima oară. Nu am studiat încă profilul cursei ca să-mi dau seama cu ce am de a face, dar mă voi uita cu câteva zile înainte să ajung. Însă nu voi concura la categoria Elite, voi participa alături de amatori și voi considera concursul o nouă aventură și provocare.” Gunn-Rita va concura la Prima Evadare pe bicicleta ei full suspension Merida Ninety Six, pe care o consideră a avea greutatea perfectă. „Greutatea bicicletei nu mai este așa de importantă pentru mine acum”, spune ea. „Acum mă gândesc doar care este cea mai potrivită bicicletă pentru fiecare concurs în parte”. foto Cory Benson – bikerumor.comPrima Evadare este cel mai mare concurs de acest tip din România, dar și din Europa de est. Anul acesta are loc pe 19 mai. Lungime traseului este de aproximativ 54 km, profilul este plat, iar specificul este „de fugă”. Traseul dintre București și Snagov se desfășoară prin păduri, poteci și drumuri de țară, dar conține și porțiuni de asfalt, acest specific făcându-l să fie un concurs relativ ușor și potrivit pentru foarte multă lume, chiar și cu puțină experiență pe bicicletă. Faptul că o personalitate precum Gunn-Rita Dahle Flesja participă la un concurs la noi în țară, înseamnă o promovare excelentă internațională nu doar pentru concursul respectiv ci și pentru România în general. Sursa: Freerider
  20. Cezar Băjenaru (Ace of Spanners//PlanetBike) revine anul acesta cu o serie de articole legate de cele mai utilizate furci de pe piață. Fie că este vorba despre durabilitatea lor sau service, Cezar a văzut multe astfel de exemplare, așadar vine cu o părere obiectivă și pertinentă, săptămâna aceasta despre Suntour XCM 2018. Mergand mai sus in gama inferioara a modelelor Suntour, avem urmatorul canditat pe lista: SrSuntour XCR. Specificații tehnice Dimensiune furca: 27.5 Cursa: 120mm sau 100mm (100 modelul de fata) Diametru tuburi (upper): 32mm Greutate: 2417 grame pe cantarul nostru (2408g la producator) Prindere roata: Quick Release 9mm Material Steertube: Otel Tip Steertube: 1/1/8 Inch (drept) Diametru maxim disc: 180mm HLO – Hidraulic Lockout R – Reglaj Rebound Hidraulic Constructia furcii “Sasiul” furcii este unul la fel de robust ca si la modelul anterior mai jos in gama. Gatul si bratele sunt din otel, iar pod-ul furcii este din aluminiu. Greutatea este foarte apropiata de modelul XCM, iar tuburile au diametru mai mare de data aceasta, de 32mm pentru o rigiditate crescuta. Daca mai mult material inseamna greutate mai mare, Suntour a trebuit sa apeleze la un mic schimb de materiale. Au ales un aliaj de aluminiu cu mangeziu, aliaj care predomina toate gamele de furci din clasa medie si high-end (diverse variatiuni de aliaje). Ce face acest aliaj intre alumiu si magneziu? Magneziu este unul dintre cele mai usoare materiale care, adaugat la turnare intr-un procentaj mic restructureaza la nivel molecular aluminiul in asa fel incat greutatea poate scadea semnificativ. Maneta pentru blocaj se poate pune pe oricare parte a ghidonului, ea avand o forma simetrica (partea stanga cu dreapta). In cazul in care vrei sa faci mutare, vei avea neaparat nevoie de un imbus de 3mm care sa aiba capat cu bila. Din cauza suprapunerii cabului cu surubul nu vei putea ajunge foarte bine la surub si risti sa ii rotunjesti hexagonul. Ca si forma, nu putem spune ca este cea mai realizata maneta, deoarece este destul de inalta si expusa. Speram ca pe viitor, Suntour sa gandeasca o maneta cat mai ascunsa printre manetele ghidonului, ci nu una protuberanta cum este cea actuala. In cazul in care doresti sa schimbi cablul si camasa, vei avea putin de “gadilat” la acest sistem. Din exterior arata simplu insa, dupa ce dai capacul jos, s-ar putea sa fie mai greu de inteles ce se intampla. Cablul este fixat cu ajutorul unui surub cu imbus de 2mm. Ca sa ajungi la acel surub va trebui sa tragi afara piesa argintie din poza. Atentie sa nu pierzi arculetul care tine in tensiune tot sistemul! Partea mai grea este sa scoti cablul, pe urma este usor sa il introduci pe cel nou. Performante Probabil componenta cea mai definitorie pentru comportamentul unei furci este cartusul care da taria furcii, in cazul nostru cartusul cu aer. Acesta dicteaza miscarea de baza a unei furci. Suntour a adoptat un sistem pe care l-am regasit in trecut la Fox, si este alcatuit dintr-o camera pozitiva (+, adica unde presurizezi cu pompa) iar partea negativa (cea din spatele pistonului) pretensionata cu arc. Acesta este un sistem relativ simplu care nu necesita intretinere foarte mare, insa are la randul lui anumite minusuri. Un minus ar fi greutatea deoarece arcurile sunt din otel. Al doilea ar fi faptul ca desi presiunea din camera pozitiva se poate modifica oricand, taria camerei negative (arcurile) nu se pot modifica din exterior decat daca schimbam arcul cu unul mai tare sau mai moale. De exemplu, daca biciclistul este greu si avem nevoie de o presiune mare in furca iar acele arcuri sunt moi, sunt sanse mari sa simtim o lovitura din interior atunci cand furca s-a destins complet (indifierent de viteza de rebound reglata). Reglajul vitezei de revenire (rebound) este prezent pe acest model permitant un control mai precis asupra comportamentului furcii tale. Grija doar sa nu il lovesti, este din plastic si se poate sparge destul de usor. Acele bucse teflonate despre care va vorbeam, vor fi regasite pe toate modelele noi Suntour. S-a terminat cu cele de plastic! Durabilitate si service Toate, una peste alta, XCR-ul este o furca modesta, rezistenta si durabila daca ai grija sa ii faci un simplu service pe an. Pentru a face o simpla curatare, este nevoie de un imbus de 5mm, unul de 3mm, o tubulara de 28mm, vaselina fina si o solutie de curatare care sa nu atace plasticul sau cauciucul. Nu uitati sa dezumflati furca inainte de orice operatiune!!! Cartusul hidraulic din pacate nici la acest model nu se poate servisa, iar daca sunt probleme cu el va trebui inlocuit deoarece este sigilat la fel ca si la modelul XCM. Plusuri: ● Pretul scazut pentru o furca pe aer cu simeringuri si bucse de o calitate chiar buna. ● Faptul ca are un cartus pe aer iar plaja de reglat pentru greutate este mare. ● Simplu de servisat. ● Are maneta de blocaj pe ghidon. Minusuri: ● Greutatea Material redactat de către Cezar Băjenaru // Ace of Spanners // PlanetBike Sursa: Freerider
  21. Cezar Băjenaru (Ace of Spanners//PlanetBike) revine anul acesta cu o serie de articole legate de cele mai utilizate furci de pe piață. Fie că este vorba despre durabilitatea lor sau service, Cezar a văzut multe astfel de exemplare, așadar vine cu o părere obiectivă și pertinentă, săptămâna aceasta despre Suntour XCM 2018. Mergand mai sus in gama inferioara a modelelor Suntour, avem urmatorul canditat pe lista: SrSuntour XCR. Specificații tehnice Dimensiune furca: 27.5 Cursa: 120mm sau 100mm (100 modelul de fata) Diametru tuburi (upper): 32mm Greutate: 2417 grame pe cantarul nostru (2408g la producator) Prindere roata: Quick Release 9mm Material Steertube: Otel Tip Steertube: 1/1/8 Inch (drept) Diametru maxim disc: 180mm HLO – Hidraulic Lockout R – Reglaj Rebound Hidraulic Constructia furcii “Sasiul” furcii este unul la fel de robust ca si la modelul anterior mai jos in gama. Gatul si bratele sunt din otel, iar pod-ul furcii este din aluminiu. Greutatea este foarte apropiata de modelul XCM, iar tuburile au diametru mai mare de data aceasta, de 32mm pentru o rigiditate crescuta. Daca mai mult material inseamna greutate mai mare, Suntour a trebuit sa apeleze la un mic schimb de materiale. Au ales un aliaj de aluminiu cu mangeziu, aliaj care predomina toate gamele de furci din clasa medie si high-end (diverse variatiuni de aliaje). Ce face acest aliaj intre alumiu si magneziu? Magneziu este unul dintre cele mai usoare materiale care, adaugat la turnare intr-un procentaj mic restructureaza la nivel molecular aluminiul in asa fel incat greutatea poate scadea semnificativ. Maneta pentru blocaj se poate pune pe oricare parte a ghidonului, ea avand o forma simetrica (partea stanga cu dreapta). In cazul in care vrei sa faci mutare, vei avea neaparat nevoie de un imbus de 3mm care sa aiba capat cu bila. Din cauza suprapunerii cabului cu surubul nu vei putea ajunge foarte bine la surub si risti sa ii rotunjesti hexagonul. Ca si forma, nu putem spune ca este cea mai realizata maneta, deoarece este destul de inalta si expusa. Speram ca pe viitor, Suntour sa gandeasca o maneta cat mai ascunsa printre manetele ghidonului, ci nu una protuberanta cum este cea actuala. In cazul in care doresti sa schimbi cablul si camasa, vei avea putin de “gadilat” la acest sistem. Din exterior arata simplu insa, dupa ce dai capacul jos, s-ar putea sa fie mai greu de inteles ce se intampla. Cablul este fixat cu ajutorul unui surub cu imbus de 2mm. Ca sa ajungi la acel surub va trebui sa tragi afara piesa argintie din poza. Atentie sa nu pierzi arculetul care tine in tensiune tot sistemul! Partea mai grea este sa scoti cablul, pe urma este usor sa il introduci pe cel nou. Performante Probabil componenta cea mai definitorie pentru comportamentul unei furci este cartusul care da taria furcii, in cazul nostru cartusul cu aer. Acesta dicteaza miscarea de baza a unei furci. Suntour a adoptat un sistem pe care l-am regasit in trecut la Fox, si este alcatuit dintr-o camera pozitiva (+, adica unde presurizezi cu pompa) iar partea negativa (cea din spatele pistonului) pretensionata cu arc. Acesta este un sistem relativ simplu care nu necesita intretinere foarte mare, insa are la randul lui anumite minusuri. Un minus ar fi greutatea deoarece arcurile sunt din otel. Al doilea ar fi faptul ca desi presiunea din camera pozitiva se poate modifica oricand, taria camerei negative (arcurile) nu se pot modifica din exterior decat daca schimbam arcul cu unul mai tare sau mai moale. De exemplu, daca biciclistul este greu si avem nevoie de o presiune mare in furca iar acele arcuri sunt moi, sunt sanse mari sa simtim o lovitura din interior atunci cand furca s-a destins complet (indifierent de viteza de rebound reglata). Reglajul vitezei de revenire (rebound) este prezent pe acest model permitant un control mai precis asupra comportamentului furcii tale. Grija doar sa nu il lovesti, este din plastic si se poate sparge destul de usor. Acele bucse teflonate despre care va vorbeam, vor fi regasite pe toate modelele noi Suntour. S-a terminat cu cele de plastic! Durabilitate si service Toate, una peste alta, XCR-ul este o furca modesta, rezistenta si durabila daca ai grija sa ii faci un simplu service pe an. Pentru a face o simpla curatare, este nevoie de un imbus de 5mm, unul de 3mm, o tubulara de 28mm, vaselina fina si o solutie de curatare care sa nu atace plasticul sau cauciucul. Nu uitati sa dezumflati furca inainte de orice operatiune!!! Cartusul hidraulic din pacate nici la acest model nu se poate servisa, iar daca sunt probleme cu el va trebui inlocuit deoarece este sigilat la fel ca si la modelul XCM. Plusuri: ● Pretul scazut pentru o furca pe aer cu simeringuri si bucse de o calitate chiar buna. ● Faptul ca are un cartus pe aer iar plaja de reglat pentru greutate este mare. ● Simplu de servisat. ● Are maneta de blocaj pe ghidon. Minusuri: ● Greutatea Material redactat de către Cezar Băjenaru // Ace of Spanners // PlanetBike Sursa: freerider.ro
  22. A HUSKY MAN FULL OF SMILES

    A 10-year Husqvarna career started in 1965 when Uno Palm made his debut in the junior national championship in Sweden. Palm had a 250cc Husqvarna, a brand he cherished with a passion until his two-wheel professional years ended in 1978. By that time Uno Palm had entered the 250cc world championship in nine seasons with his best performance coming in 1972 where he scored fifth place in the final standings. Uno Palm raced for almost 20 years before leaving the MX expert stage. Uno Palm was born in Ulricehamn, mid-Sweden on the 3rd of May, 1944. As a young kid he was very interested in motorcycle sports and closely followed his idols in the motocross game. He bought his first moped at the age of 15 and then followed it up by taking his riding license a year later. He then bought a 200cc Husqvarna ‘Guldpil’, but soon got tired of riding on roads and instead looked at motocross. Uno started to practice as a teenager and entered his very first race at the age of 18. He also tried enduro riding and entered the famous ‘Novemberkasan’ - the November Trophy - both in 1962 and the following year. In 1963 Uno bought his first motocross machine, a 250cc Lindström. After three seasons in the saddle he was ready for the national junior championship race, which was arranged nearby in the town of Eksjö. There were two qualification legs and Palm had no difficulties advancing to the final stint of the day. Here he dominated together with another competitor and they changed positions during a well-fought battle. In the end Palm tangled with his fellow rider, which caused him to lose position. Palm had to be content with second place, 13 seconds away from the winner's time. This result made him advance from a junior to a senior class rider in 1966. “This was quite a leap forward,” Uno Palm remembered. “But it also meant that competition suddenly became more intense. I managed to win one run in the national 250 championship in 1967 and was also part of the team in the national series - coming second after having scored well in the season. It took me two full years before I was ready for the next big step in my motocross career.” The year 1968 was very successful for Uno Palm, who won several big races during the season. Not only did he conquer in individual races, but he was also part of a winning team that scored in the Nordic championship. He was third overall in the Swedish championship and Uno Palm also did his debut in the 250cc world championship in 1968. However, during this season, he had limited progress and only managed to finish 25th in the final 250cc chart. In 1969 Uno Palm improved in the world mx series and finished 17th overall while he was second in the national 250 series at home. The rider belonging to the motoring club in Ulricehamn, UMK, took a giant leap in his career in 1970. Not only did he win the Swedish 250cc championship on his Husqvarna, but he was also well ahead in the world motocross venues, being the best 250cc Swede coming home in 6th overall. No other Swedish 250-rider was as successful as Uno Palm was in 1970. But let's start at the beginning of this triumphant season. The year began in mid-April with the first world championship round in Spain. Uno Palm came well prepared but did not score. It wasn't until the second round in France that he took his first 1970 championship points. Here Palm came seventh, clinching four valuable points. May was a good month when Palm received points at home and on the continent. But it was in June that his best moment arrived - Uno competed in Poland and had a stunning ride, coming third overall at the finish line. In the national championship the same month he also came third, to lead the Swedish 250cc series after two rounds. By the end of August, Palm came fourth in the Swiss 250cc round which secured him the sixth spot overall. After a strong spurt Palm hit the top step on the podium in the local scene, winning his maiden national championship on his Husqvarna. Yeah, 1970 was really good and despite blisters on his palms, mister Palm was indeed very satisfied with his achievements. Uno Palm continued to be backed by Husqvarna in 1971, together with 250cc riders Hakan Andersson and Thorleif Hansen. Palm and Andersson rejected the new five-speed version and stuck to the four-speed from the previous season. Mister Palm spent his pre-season days by training harder than ever before – both practicing on his bike and by working-out physically. In better shape than ever, Uno Palm did well and was placing third in the championship before an incident that spoilt his world championship series. He was hurt and missed several rounds before re-joining. In the end Palm came sixth yet again. Palm was third in the national championship, and also took part in the Trophée des Nations - 250cc - in Holice, Czechoslovakia. The five members of the Swedish squad finished second overall behind the winning Belgian team. The following year became even more successful for Palm, who now went through the 250 series without injuries. He had a lot of confidence and was happy with his machine which resulted in his best world championship stint ever. With several podiums finishes, the ace finished fifth overall, being the best Swede in his class. The 1973 year was a turning-point for Palm after leaving Husqvarna for one season. But he came back to the Swedish factory in 1974, albeit with meagre results compared to his previous performances. Palm finished in 30th place in the motocross championship. The two following years were not much better although Uno P once again finished third in the 250 series at home. In a national championship chart of the 70s, Uno Palm turned out to be the fourth best rider of Sweden. Palm had clearly done his best before he decided to end his career after nearly 20 years of racing. On the 25th of August in 1980, Palm rode his last motocross race on his Ulricehamn home turf. On a muddy and soaked track, the 36-year old star left the scene on top of the podium. The crowd cheered and was pleased to see him conquer one last time. Thirty years later, in 2010, Uno Palm tragically left us way too soon, suffering from cancer, at only 66 years young.
  23. Six motorcycle manufacturers have joined forces with a vision to increase safety for on-road motorcycle riders in the US. The six companies, American Honda Motor Company, BMW Motorrad, Harley-Davidson Motor Company, Indian Motorcycle Company, Kawasaki Motors Corp., USA and Yamaha Motor Corporation, USA have formed a 501(c)(6) non-profit entity called the Safer Motorcycling Research Consortium (SMRC). The SMRC will work to develop strategies aimed at advancing and integrating on-road motorcyclist safety. The SMRC says they will attempt to accomplish their goals through data-driven research and collaboration with “relevant stakeholders”. According to SMRC’s press release: The a Board of Directors appointed by the founding member companies, will coordinate and facilitate pre-competitive research activities in collaboration with the interests of relevant federal agencies.” Translated, the above means that they will work together and with the US government to increase safety. The SMRC says as an OEM oriented organization, they will cooperate on pre-competitve research focusing on: The integration of motorcycling into the modern transportation ecosystem. Enhancing and improving infrastructure and operations to advance traffic safety and protect the motorcycle rider and passenger. Improving Human Factor elements that affect motorcyclist safety. The SMRC also said that they will include input from associate members. Associate members consist of other OEMs, motorcycle industry suppliers and technical or scientific organizations engaged in the field of on-road motorcycle safety. For more info, you can go to the SMRC’s website. Vezi sursa
  24. Six motorcycle manufacturers have joined forces with a vision to increase safety for on-road motorcycle riders in the US. The six companies, American Honda Motor Company, BMW Motorrad, Harley-Davidson Motor Company, Indian Motorcycle Company, Kawasaki Motors Corp., USA and Yamaha Motor Corporation, USA have formed a 501(c)(6) non-profit entity called the Safer Motorcycling Research Consortium (SMRC). The SMRC will work to develop strategies aimed at advancing and integrating on-road motorcyclist safety. The SMRC says they will attempt to accomplish their goals through data-driven research and collaboration with “relevant stakeholders”. According to SMRC’s press release: The a Board of Directors appointed by the founding member companies, will coordinate and facilitate pre-competitive research activities in collaboration with the interests of relevant federal agencies.” Translated, the above means that they will work together and with the US government to increase safety. The SMRC says as an OEM oriented organization, they will cooperate on pre-competitve research focusing on: The integration of motorcycling into the modern transportation ecosystem. Enhancing and improving infrastructure and operations to advance traffic safety and protect the motorcycle rider and passenger. Improving Human Factor elements that affect motorcyclist safety. The SMRC also said that they will include input from associate members. Associate members consist of other OEMs, motorcycle industry suppliers and technical or scientific organizations engaged in the field of on-road motorcycle safety. For more info, you can go to the SMRC’s website. Vezi sursa
  25. [unable to retrieve full-text content] Mâine începe oficial Campionatul Mondial de Superbike, cu tradiționala etapă de la Phillip Island, din Australia. Tot acolo s-au desfășurat și ultimele teste înainte de start, la începutul acestei săptămâni. Teoretic, rezultatele celor două zile de teste de la antipozi ar trebui să ne bucure pe noi, fanii mondialului de Superbike, și să-l îngrijoreze puțin pe Jonathan Rea, cvadruplul campion mondial care începe sezonul 2019 ca mare favorit. Asta pentru că Alvaro Bautista, pe Ducati Panigale V4R, a dominat ambele zile de teste, arătând un ritm îngrijorător. În același timp, Rea, care a dominat autoritar testele anterioare, de la Jerez, […] Articolul S-au încheiat ultimele teste oficiale pentru World Superbike. În weekend începe prima etapă. apare prima dată în Motobikes.
  26. După ce în ultimii ani au apărut tot mai multe biciclete, nu doar MTB-uri ci și cursiere, care au renunțat total la ideea de deraior față și sunt compatibile doar cu transmisii 1x, iată că a venit momentul ca porturile sau prinderile pentru cablurile de schimbător să dispară complet, bicicletele respective fiind compatibile doar cu transmisii wireless, respectiv cu SRAM eTap. Why Cycles au creat de la lansarea pe piață în 2016 câteva biciclete din titan fantastice, dar încă nu aveau în ofertă o cursieră adevărată. Au deja un gravel bike numit R+, dar nimic orientat doar pentru asfalt. Dar cum marca produce biciclete premium dintr-un material exclusivist, s-au gândit să spargă gheața și să lanseze ceva ce clar nu e pentru oricine: Pure Road, o cursieră ce nu mai are porturi pentru cabluri de transmisie, fiind compatibilă doar cu schimbătoarele wireless SRAM eTap. Cadrul nu mai are deci niciun fel de prindere sau port pentru cablurile de schimbător, doar tuburi curate din titan Grade 9 3/2.5. Există doar minimul de porturi necesare pentru rutarea internă a conductei frânei din spate, prin downtube și chainstay… Logica spune că dacă Shimano sau Campagnolo ar scoate pe piață o transmisie wireless, cadrul ar fi compatibil și cu aceasta, dar în acest moment lipsa oricăror porturi fac bicicleta compatibilă doar cu SRAM eTap. Cadrul mai are cuvete integrate de 42/52 mm, monobloc filetat BSA de 68 mm, prindere de etrier flat mount pentru disc de 160 mm și ax thru spate de 142×12 mm. Pure Road a fost creată ca o cursieră pură, dar are totuși loc pentru anvelope de maxim 700c x 32 mm. În schimb cadrul e curat și nu mai are alte prinderi în afara celor pentru două bidoane în interiorul triunghiului principal. Nu există prinderi de aripi, portbagaj sau orice altceva. Greutatea anunțată pentru un cadru mărimea M este de 1550 g. Cadrul compatibil doar cu eTap face să existe puține versiuni de echipare, cu SRAM Red eTap AXS în versiune 1x sau 2x și cu prețuri începând de la 9499 $, incluse fiind și componente și roți de la ENVE. Cadrul e disponibil și separat la prețul de 2600 $, dar vine fără furcă. Pure Road este deja disponibilă pentru comandă în 4 mărimi. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
  27. După ce în ultimii ani au apărut tot mai multe biciclete, nu doar MTB-uri ci și cursiere, care au renunțat total la ideea de deraior față și sunt compatibile doar cu transmisii 1x, iată că a venit momentul ca porturile sau prinderile pentru cablurile de schimbător să dispară complet, bicicletele respective fiind compatibile doar cu transmisii wireless, respectiv cu SRAM eTap. Why Cycles au creat de la lansarea pe piață în 2016 câteva biciclete din titan fantastice, dar încă nu aveau în ofertă o cursieră adevărată. Au deja un gravel bike numit R+, dar nimic orientat doar pentru asfalt. Dar cum marca produce biciclete premium dintr-un material exclusivist, s-au gândit să spargă gheața și să lanseze ceva ce clar nu e pentru oricine: Pure Road, o cursieră ce nu mai are porturi pentru cabluri de transmisie, fiind compatibilă doar cu schimbătoarele wireless SRAM eTap. Cadrul nu mai are deci niciun fel de prindere sau port pentru cablurile de schimbător, doar tuburi curate din titan Grade 9 3/2.5. Există doar minimul de porturi necesare pentru rutarea internă a conductei frânei din spate, prin downtube și chainstay… Logica spune că dacă Shimano sau Campagnolo ar scoate pe piață o transmisie wireless, cadrul ar fi compatibil și cu aceasta, dar în acest moment lipsa oricăror porturi fac bicicleta compatibilă doar cu SRAM eTap. Cadrul mai are cuvete integrate de 42/52 mm, monobloc filetat BSA de 68 mm, prindere de etrier flat mount pentru disc de 160 mm și ax thru spate de 142×12 mm. Pure Road a fost creată ca o cursieră pură, dar are totuși loc pentru anvelope de maxim 700c x 32 mm. În schimb cadrul e curat și nu mai are alte prinderi în afara celor pentru două bidoane în interiorul triunghiului principal. Nu există prinderi de aripi, portbagaj sau orice altceva. Greutatea anunțată pentru un cadru mărimea M este de 1550 g. Cadrul compatibil doar cu eTap face să existe puține versiuni de echipare, cu SRAM Red eTap AXS în versiune 1x sau 2x și cu prețuri începând de la 9499 $, incluse fiind și componente și roți de la ENVE. Cadrul e disponibil și separat la prețul de 2600 $, dar vine fără furcă. Pure Road este deja disponibilă pentru comandă în 4 mărimi. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
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