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Salutare, am cumpărat o husaberg te 125 2 timpi și după curățarea carburatorului și a muzicutei acesta tot nu pornește. In concluzie benzina ajunge in carburator și nu trece mai departe și iese pe supraplin. Un ajutor m-ar ajuta foarte mult.Mulțumesc anticipat!

MT-07, popularul naked de clasă de mijlocie de la Yamaha, ar putea să fie dotat în viitor cu o transmisie automată. Să fie acesta noul trend în ce privește motocicletele de cilindree mijlocie? Honda a instalat sistemul E-Clutch pe versiunile actuale ale CBR650R și CB650R iar Kawasaki Z 7 Hybrid și Ninja 7 Hybrid sunt echipate cu cutii de viteze semi-automate. MT-07 dar și alte modele care utilizează propulsorul CP2 de la Yamaha ar putea să li se alăture în curând, deoarece producătorul japonez a patentat un sistem de transmisie semi-automată pentru acesta. În sine acesta nu este nici nou și nici revoluționar, folosindu-se soluția înlocuirii manetei de ambreiaj cu un set de butoane, care fac ca pedala schimbătorului de viteze să nu mai fie necesară. Mai mult, acest sistem a fost folosit pe modelul sport touring Yamaha FJR1300AE/AS, sub denumirea YCC-S (Yamaha Chip Controlled Shift). Ce este însă extrem de interesant este faptul că din puținele rezultate furnizate de Google pentru termenul de căutare YCC-S, unul singur face referire la MT-09 , iar site-ul pe care apare este, surpriză, din România. Să pregătească oare Yamaha mutarea pentru MT-09 și să o acopere integrând patentul pe un MT-07? Mai ales că motocicleta din imagine are o furcă inversată, ceea ce ne poate face să ne gândim și la o posibilă schimbare de generație pentru MT-07. Complicat. Cert este că Yamaha a prezentat și un patent în cara apare un R7. Până una alta jurnaliștii occidentali observă că motocicleta naked din imagini sau e un MT-07 mai stilizat, pus acolo doar să existe ceva care să ilustreze transmisia sau că, așa cum spuneam, urmează schimbări. Pe baza noilor informații, putem specula și noi, spunând că de fapt această transmisie semi-automată este păstrată pentru MT-09 și cumva asta mai are legătură cu … România! De ce singurul MT YCCS se găsește în România?

MT-07, popularul naked de clasă de mijlocie de la Yamaha, ar putea să fie dotat în viitor cu o transmisie automată. Să fie acesta noul trend în ce privește motocicletele de cilindree mijlocie? Honda a instalat sistemul E-Clutch pe versiunile actuale ale CBR650R și CB650R iar Kawasaki Z 7 Hybrid și Ninja 7 Hybrid sunt echipate cu cutii de viteze semi-automate. MT-07 dar și alte modele care utilizează propulsorul CP2 de la Yamaha ar putea să li se alăture în curând, deoarece producătorul japonez a patentat un sistem de transmisie semi-automată pentru acesta. În sine acesta nu este nici nou și nici revoluționar, folosindu-se soluția înlocuirii manetei de ambreiaj cu un set de butoane, care fac ca pedala schimbătorului de viteze să nu mai fie necesară. Mai mult, acest sistem a fost folosit pe modelul sport touring Yamaha FJR1300AE/AS, sub denumirea YCC-S (Yamaha Chip Controlled Shift). Ce este însă extrem de interesant este faptul că din puținele rezultate furnizate de Google pentru termenul de căutare YCC-S, unul singur face referire la MT-09 , iar site-ul pe care apare este, surpriză, din România. Să pregătească oare Yamaha mutarea pentru MT-09 și să o acopere integrând patentul pe un MT-07? Mai ales că motocicleta din imagine are o furcă inversată, ceea ce ne poate face să ne gândim și la o posibilă schimbare de generație pentru MT-07. Complicat. Cert este că Yamaha a prezentat și un patent în cara apare un R7. Până una alta jurnaliștii occidentali observă că motocicleta naked din imagini sau e un MT-07 mai stilizat, pus acolo doar să existe ceva care să ilustreze transmisia sau că, așa cum spuneam, urmează schimbări. Pe baza noilor informații, putem specula și noi, spunând că de fapt această transmisie semi-automată este păstrată pentru MT-09 și cumva asta mai are legătură cu … România! De ce singurul MT YCCS se găsește în România? Sursa

New Zealand is home to snow-capped peaks, vast fjords, picture-perfect beaches and dense virgin forests. There are vibrant cities as well, though the island nation’s biggest draw is its glorious landscapes and the adventures they promise. For adventure bike riders this country is a paradise of opportunity, and perhaps even more so for KTM owners, who come each year to participate in the manufacturer’s Adventure Rally series, a ride fest that explores a new region of the country’s North and South Islands each year. The 2024 event, named Three Coasts, took place in February on the “bottom side” of North Island, where riders explored the southern, western and eastern coastlines. The 150 participants of the sold out event were promised “a different challenge every day” as they rode five days on a 1,500-kilometer journey through 4 regions and a vast array of scenery. For those of us who reside a long plane ride away from New Zealand, we’re in luck. Pro photographer Simon Cudby, renowned for his MX and Adventure Bike coverage, got a chance to ride along with the group this year, coming away with striking images that perfectly sum up the New Zealand KTM Adventure Rally experience. Riding With Pros There were experts on hand in New Zealand riding shoulder to shoulder with the Rally participants, including everyone’s favorite big bike riding tipster Chris Birch, and also Joey Evans. Joey has an especially inspiring story, having suffered a severe crash back in 2007 while racing in South Africa. After colliding with another bike, he was left with a crushed spinal cord and was paralyzed from the chest down. Doctors said he would never walk or even feel his legs again. ADVERTISEMENT Ten years later, Joey was racing in the Dakar Rally in Paraguay. He made it 9000 km into the race when on the second to last stage his bike was crushed by a rally car. Undaunted, Joey went on to ride and race in 30 countries on 6 continents, eventually penning a book, “From Para to Dakar,” which documents his comeback. In addition to the celebrity riders, the experienced KTM staff ensure every detail goes off without a hitch. Rally organizer and KTM’s AU/NZ Marketing Manager, Rosie Lalonde, feels the most pressure, despite having planned and supervised four successful KTM owner experiences in New Zealand, four in Australia and one Husky 701 Enduro Trek. Rosie, an accomplished adventure bike rider herself, says her goal with these trips is to give customers a chance to “get away from the stresses of their everyday lives and have an amazing experience on a bike, with friends, seeing cool new things.” How Much Spice Can You Handle? This year’s 150 riders launched from New Plymouth at the start of their 5-day adventure. One of the coolest things about the Rally’s routing is KTM’s “something for everyone” approach. There is a main route, and then there are extra “Breakouts” routes rated using chili peppers to indicate their level of spiciness. For example on Day One, the riders’ main route was a 375 km loop from and back to New Plymouth, but more adventurous types could add in as many as three Breakout routes for a total of 475 km for the day. The types of terrain thrown at riders in the 1-5 chili-rated sections include descriptions of washouts, bumpy and rutted tracks, mud bogs and steep, wet climbs. One chili “will require riders to stand up to negotiate rocks, rain ruts, inclines and declines.” Two chilis and riders are “definitely standing, throttle/clutch control essential, steeper hills, creek crossings and ruts.” A three chili Breakout is described at super challenging terrain that might make you wish you were on an enduro bike instead of an adventure bike. “Kiwi adventure riders love a challenge,” says Rosie. As an example, she says when it rained for the first couple days of the trip the local riders thought it made the riding better, “whereas normal people — mere mortals — think it’s too slippery to walk.” Photographer, Cudby, who has covered KTM Rallies in the States says the trails were much “more gnarly” than anything he’d seen in the US routing, and he was riding a 690 Adventure in New Zealand, when most participants were aboard 890/1090/1290 Adventure Rs. There is no requirement for how the group travels, so there are solo riders and small cliques, but everyone stops and helps out when someone gets stuck, as they often did on the sandy beach portions of the rides. Routing Is The Secret Sauce Rosie says the key to successful routing for these events is hiring local experts to map out the rides. This kind of grassroots involvement also opened gates to private land use, areas she says provide some of the most memorable scenery. That way even riders who live near to the Rally site are also seeing cool new things for the first time. The first day brought highlights that included three dark, drippy hand-dug tunnels, a road through the “Last Samurai” film set as well as sweeping coastal and river views. Lunch, dinner and accommodations are included in the NZ event’s fee, as is tech and tire support. Detailed road notes and gps tracks set riders up to hit ideal fuel stops and scenic overlooks. For Days Two and Three the overall routes were drawn for either “wet” or “dry” weather, an advanced planning strategy that made things run more smoothly. The morning of the second riding day saw the group leaving New Plymouth for Wanganui, known for its black sand beaches. Riders who stayed on the main route covered 329 km that was a mixture of twisty paved roads and gravel tracks that passed through more narrow tunnels hand dug into New Zealand’s abundant mudstone rock, referred to as papa. Depending on the weather, there were either three special sections or five, with a wide range of spice ratings. As is often the case, taking the bonus legs delivered some of the day’s best views and interesting highlights of the day. Riders left Wanganui the next morning headed for Palmerston North, on a short but winding route into the mountains. On this day, with all the riders warmed up and honing their off-road skills, the main route featured more challenging dirt tracks than offered in previous days. Two of the three Breakout routes were three chili affairs with “sharper” climbs and descents, but taking on all three only added a couple kilometers to the overall distance. Day Four led the riders from Palmerston North to Masterton which lies on the midline of North Island’s southern end. On this segment the group was provided with the first sightings of North Island’s East Coast. Mileages for the main route were almost the exact same distance as the mileage for those who opted to include all five of the day’s Breakout routes (286/285). On the final day riders were in store for a treat, crossing through exciting landscapes on challenging surfaces that are normally locked behind gates, so that even regulars to the region experienced something completely new. Highlights of the 236/260 km route were a stop at Cape Palliser where huge surf regularly pounds the rocky coastline. Riding the edge of Lake Wairarapa and the Wainuiomata coastline were also memorable sights. No doubt the participants of the KTM Three Coasts Adventure Rally were pleased with the outcome, having made new friends and ridden so much exciting terrain. One thing that makes these KTM Rallies stand out is the passion behind the route planning. Liam Ellis, 27, one of the lead route planners, gets it, explaining how he fell hard for adventure riding after realizing you could cover so much ground on a motorcycle, reaching places you couldn’t get by car, by foot or by mountain bike. “The serenity of it sometimes is unbelievable,” he says of the places ADV bikes have taken him. Want To Take The Plunge? If you’re just learning about the KTM Adventure Rally series, you’ll find events happening each year in seven different parts of the world: Europe, Australia, New Zealand, South Africa, Canada, USA and China. Many of the starting points are near establishments that rent KTM bikes, just as Ultimate Adventure Moto NZ supplied bikes for some riders in this Three Shores event. If you’re interested in attending a future KTM Adventure Rally, eligible bikes for these events outside of the US and Canada include KTM’s 390 Adventure, 640, 690, 790, 790R, 890, 890R, 950, 990, 1050, 1090, 1090R, 1190, 1190R, 1290 & 1290R models. The US and Canada KTM Rallies are open to other brands of street-legal adventure motorcyclesKTM designs the routes for a wide range of abilities with “the larger capacity KTM adventure range in mind.” But don’t drag your feet as these events often sell out early. Each of the KTM Adventure Rallies vary both in the number of days, number of participants, and equipment requirements. For more info about upcoming opportunities, visit KTM’s Adventure Rally page. Photos by Simon Cudby Author: Jamie ElvidgeJamie has been a motorcycle journalist for more than 30 years, testing the entire range of bikes for the major print magazines and specializing in adventure-travel related stories. To date she’s written and supplied photography for articles describing what it’s like to ride in all 50 states and 43 foreign countries, receiving two Lowell Thomas Society of American Travel Writer’s Awards along the way. Her most-challenging adventure yet has been riding in the 2018 GS Trophy in Mongolia as Team AusAmerica’s embedded journalist.

BMW has just taken the wraps off its new Automated Shift Assistant technology, which offers users a choice. They can either continue to shift with their boot, but without using the clutch. Or, they can choose to let the motorcycle do the shifting for them and just ride with twist-and-go ease like a scooter. BMW already has quickshifter technology available for most bikes in its lineup. Those shift-assist designs still require a clutch at stops and starts, and the rider must still shift the gearbox—it’s not an automatic. The new Automated Shift Assistant has two electromechanical actuators that actually automate the clutch and transmission for the rider. The system changes gear based on the engine’s rpm, load, lean angle and other dynamics, and it’s supposed to make for a smoother ride. The ASA system comes with two modes. D mode is twist-and-go. Whichever mode you’re in, BMW says the ASA system makes for slick shifts that are less jerky. M mode allows the riders to still control the gearbox via shifter on left-hand side of the engine, same as almost all current models. However, if rpms drop and the bike is about to stall, the ASA system will auto-downshift for you in M mode as well. All very interesting stuff, and while BMW hasn’t confirmed it will appear on any current models, no doubt we will see it appear on upcoming 1300-series boxers in the very near future. Left-hand switchgear lets you easily switch between twist-and-go riding or shift-with-your-foot riding. Photo: BMW Will it be an option for the GS series? Almost certainly. Will it be popular? Look at Honda’s history with the DCT-equipped Africa Twin. While many riders who’ve switched to twist-and-go riding say they like the system, others prefer the control afforded by a clutch. On its part, BMW’s PR says the ASA system much improves the riding experience—see their release below. Press release BMW Motorrad presents the Automated Shift Assistant (ASA) Munich. With the new Automated Shift Assistant (ASA), BMW Motorrad presents an innovative technical solution that makes riding simpler and more comfortable. True to the motto “Simplify your ride”, the riding experience is further enhanced by the automation of the clutch and gearshifting, without sacrificing the emotionally important dynamics of shifting. The Automated Shift Assistant features a clever functional design in which two electromechanical actuators automate the clutch and gearshift of the six-speed transmission, which is the main difference to a conventional shift assistant. There is no need for a hand lever to operate the clutch manually. Starting, stopping and manoeuvring are made easy with the Automated Shift Assistant. Riding with the Automated Shift Assistant also becomes more enjoyable thanks to fast, rev- and load-adapted shift sequences and the resulting precise gear changes. The rider’s workload is reduced, which makes riding even more enjoyable. In addition, the Automated Shift Assistant creates an even more direct connection with the powerful boxer engine, as the precise clutch actuation makes it even easier to control the riding experience via the throttle grip and gearshift lever. In ‘M’ shift mode, gear changes can still be made by foot control, allowing the rider to decide when to change gears. In ‘D’ shift mode, the Automatic Shift Assistant really comes into its own. Shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from perfectly executed gear changes with a smooth interruption of traction. The result is efficient motorcycle acceleration and increased riding stability. When shifting up, for example, the jolt associated with a classic manual transmission with a manual clutch is largely eliminated, as is the risk of helmet contact between rider and passenger. Downshifts are also designed to be as smooth as possible, minimising chassis disturbances. Specific characteristics of the automated shift function are assigned to the different riding modes to ensure perfect shift behaviour in each riding situation. In combination with Active Cruise Control or front collision warning, the networking of functions also brings the future of motorcycling to life. Automated clutch and gear shifting for a new riding experience. In difficult riding situations, using the clutch and throttle takes a lot of concentration. If you are travelling with luggage and perhaps a passenger, using the clutch and gearshift takes up resources. The rider remains in control and has more freedom in every riding situation with the Automated Shift Assistant. Riding becomes a more relaxed and enjoyable experience. The powerful boxer engine enables almost effortless pulling away on uphill gradients, for example, thanks to automated clutch operation, which also pays dividends in terms of better vehicle control off-road or on difficult surfaces. Riding pleasure takes on a whole new meaning when you choose the automated D mode. Optimally selected gear changes create a new riding sensation with a more intense driving experience. The right gear is automatically selected according to the rider’s individual riding needs, resulting in a harmonious and extremely smooth driving experience. Electromechanical clutch and gearshift actuators combined with sophisticated electronic controls. The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electronically controlled electromechanical actuators operate the clutch and gearshift, enabling easy starting and automated gear changes.The rider’s shift request is transmitted to the control unit via a gearshift lever sensor, which is actuated by the conventional foot-operated gearshift lever. Additional sensors determine the revs of the transmission input shaft and the clutch position. These values are transmitted to the TCU (Transmission Control Unit), which is closely linked to the engine control unit, for modelling and control of the clutch, shift actuation and status. The clutch is operated by an electro-mechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gear and disengages it when stopping. In manual shift mode “M”, the rider can move the gearshift lever in the desired direction in the usual way. If the revs in the desired target gear are within the maximum or minimum rev range, the shift is made directly. If the engine revs fall below a gear-dependent minimum speed, downshifts are also performed automatically in manual mode. This prevents the engine from stalling. In shift mode “D” the gears are changed automatically depending on the riding mode, engine revs, throttle position and lean angle parameters. Gears are shifted according to the riding situation and dynamic requirements. The benefits of the Automatic Shift Assistant (ASA) can be summarised as follows · Completely eliminates the need for the rider to operate the clutch. · Dynamic and comfortable gear changes for more riding pleasure. · Choice of manual or automatic gear shifting. · Automatically adapts gear shifts to the rider’s dynamic preferences in automated D mode. · Eliminates the possibility of engine stalling due to unfavourable gear shifts. Vezi sursa

BMW has just taken the wraps off its new Automated Shift Assistant technology, which offers users a choice. They can either continue to shift with their boot, but without using the clutch. Or, they can choose to let the motorcycle do the shifting for them and just ride with twist-and-go ease like a scooter. BMW already has quickshifter technology available for most bikes in its lineup. Those shift-assist designs still require a clutch at stops and starts, and the rider must still shift the gearbox—it’s not an automatic. The new Automated Shift Assistant has two electromechanical actuators that actually automate the clutch and transmission for the rider. The system changes gear based on the engine’s rpm, load, lean angle and other dynamics, and it’s supposed to make for a smoother ride. The ASA system comes with two modes. D mode is twist-and-go. Whichever mode you’re in, BMW says the ASA system makes for slick shifts that are less jerky. M mode allows the riders to still control the gearbox via shifter on left-hand side of the engine, same as almost all current models. However, if rpms drop and the bike is about to stall, the ASA system will auto-downshift for you in M mode as well. All very interesting stuff, and while BMW hasn’t confirmed it will appear on any current models, no doubt we will see it appear on upcoming 1300-series boxers in the very near future. Left-hand switchgear lets you easily switch between twist-and-go riding or shift-with-your-foot riding. Photo: BMW Will it be an option for the GS series? Almost certainly. Will it be popular? Look at Honda’s history with the DCT-equipped Africa Twin. While many riders who’ve switched to twist-and-go riding say they like the system, others prefer the control afforded by a clutch. On its part, BMW’s PR says the ASA system much improves the riding experience—see their release below. Press release BMW Motorrad presents the Automated Shift Assistant (ASA) Munich. With the new Automated Shift Assistant (ASA), BMW Motorrad presents an innovative technical solution that makes riding simpler and more comfortable. True to the motto “Simplify your ride”, the riding experience is further enhanced by the automation of the clutch and gearshifting, without sacrificing the emotionally important dynamics of shifting. The Automated Shift Assistant features a clever functional design in which two electromechanical actuators automate the clutch and gearshift of the six-speed transmission, which is the main difference to a conventional shift assistant. There is no need for a hand lever to operate the clutch manually. Starting, stopping and manoeuvring are made easy with the Automated Shift Assistant. Riding with the Automated Shift Assistant also becomes more enjoyable thanks to fast, rev- and load-adapted shift sequences and the resulting precise gear changes. The rider’s workload is reduced, which makes riding even more enjoyable. In addition, the Automated Shift Assistant creates an even more direct connection with the powerful boxer engine, as the precise clutch actuation makes it even easier to control the riding experience via the throttle grip and gearshift lever. In ‘M’ shift mode, gear changes can still be made by foot control, allowing the rider to decide when to change gears. In ‘D’ shift mode, the Automatic Shift Assistant really comes into its own. Shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from perfectly executed gear changes with a smooth interruption of traction. The result is efficient motorcycle acceleration and increased riding stability. When shifting up, for example, the jolt associated with a classic manual transmission with a manual clutch is largely eliminated, as is the risk of helmet contact between rider and passenger. Downshifts are also designed to be as smooth as possible, minimising chassis disturbances. Specific characteristics of the automated shift function are assigned to the different riding modes to ensure perfect shift behaviour in each riding situation. In combination with Active Cruise Control or front collision warning, the networking of functions also brings the future of motorcycling to life. Automated clutch and gear shifting for a new riding experience. In difficult riding situations, using the clutch and throttle takes a lot of concentration. If you are travelling with luggage and perhaps a passenger, using the clutch and gearshift takes up resources. The rider remains in control and has more freedom in every riding situation with the Automated Shift Assistant. Riding becomes a more relaxed and enjoyable experience. The powerful boxer engine enables almost effortless pulling away on uphill gradients, for example, thanks to automated clutch operation, which also pays dividends in terms of better vehicle control off-road or on difficult surfaces. Riding pleasure takes on a whole new meaning when you choose the automated D mode. Optimally selected gear changes create a new riding sensation with a more intense driving experience. The right gear is automatically selected according to the rider’s individual riding needs, resulting in a harmonious and extremely smooth driving experience. Electromechanical clutch and gearshift actuators combined with sophisticated electronic controls. The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electronically controlled electromechanical actuators operate the clutch and gearshift, enabling easy starting and automated gear changes.The rider’s shift request is transmitted to the control unit via a gearshift lever sensor, which is actuated by the conventional foot-operated gearshift lever. Additional sensors determine the revs of the transmission input shaft and the clutch position. These values are transmitted to the TCU (Transmission Control Unit), which is closely linked to the engine control unit, for modelling and control of the clutch, shift actuation and status. The clutch is operated by an electro-mechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gear and disengages it when stopping. In manual shift mode “M”, the rider can move the gearshift lever in the desired direction in the usual way. If the revs in the desired target gear are within the maximum or minimum rev range, the shift is made directly. If the engine revs fall below a gear-dependent minimum speed, downshifts are also performed automatically in manual mode. This prevents the engine from stalling. In shift mode “D” the gears are changed automatically depending on the riding mode, engine revs, throttle position and lean angle parameters. Gears are shifted according to the riding situation and dynamic requirements. The benefits of the Automatic Shift Assistant (ASA) can be summarised as follows · Completely eliminates the need for the rider to operate the clutch. · Dynamic and comfortable gear changes for more riding pleasure. · Choice of manual or automatic gear shifting. · Automatically adapts gear shifts to the rider’s dynamic preferences in automated D mode. · Eliminates the possibility of engine stalling due to unfavourable gear shifts. Vezi sursa

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Anii’50 au fost un adevărat carusel pentru BMW Motorrad. Pe de o parte, la începutul anilor ’50, bavarezii au revenit cu succes în lumea curselor, au lansat noi modele de motociclete, dar, în a doua parte a decadei, compania evitat la mustață o fuziune cu Daimler Benz. Să cercetăm așadar mai în detaliu acest palpitant deceniu. BMW R 25 debutează în forță în 1950, înlocuind R 24 ca model cu un singur cilindru. Cadrul tubular sudat permite în continuare montarea unui ataș, aripa față este lată și rotunjită, protejând pilotul de stropii de apă și noroi. Cea mai importanta inovație, anterior rezervată motocicletelor cu doi cilindri, roata spate beneficiază de o suspensie cu două pistoane plonjoare. Nu e de mirare că BMW R 25 s-a dovedit a fi extrem de popular într-o epocă în care puțini își permiteau o mașină, vânzându-se în 23.400 de unități. BMW R 25/2. Peste 100.000 de unități ale R 25 și modelele sale succesoare, R 25/2 și R 25/3, au ieșit de pe linia de asamblare! Dacă R 25/2 avea doar șaua diferită și o altă formă a aripii față, R 25/3 a fost în mod amănunțit revizuit. Cele mai importante noutăți erau rezervorul modificat, furca, butucii din aluminiu care integrau frânele cu tambur și jantele din aliaj de aluminiu. Cu peste 47.000 de unități produse, R25/3 va rămâne până în anii’ 90, cea mai vândută motocicleta BMW ! În 1950, Boxerul a reintrat în producţie , grație lui R 51. Acesta era practic modelul de dinainte de război, cu câteva modificări, şi se numea R 51/2. Doar un an mai târziu, R 51/2 evolua în R 51/3, care avea un propulsor radical diferit, cu arbore cu came central. Motocicleta ridica ștacheta în ceea ce privea manevrabilitatea, finețea funcționării motorului și se impunea și ca un model sportiv, demonstrându-și competitivitatea la International Six Days. BMW R 51/2 Pe baza șasiului R 51/2, la Amsterdam Motor Show , BMW prezintă modelul R67, înzestrat cu un propulsor mai mare, de 600 cmc, primul de această capacitate, în epoca postbelică. BMW R 67: o motocicletă care la vremea ei putea fi întâlnită peste tot în Germania de Vest, de la autostrăzi, la drumuri de țară! Se observă cât este de „încăpătoare”. Un adevărat SUV al unor vremuri în care puțini oameni își permiteau o mașină de familie! Apoi, în 1952, BMW prezintă R68, mult așteptatul model sportiv, capabil să treacă de pragul magic de 100 de mile pe oră (160 km/h)! Aceasta este și una din cele mai rare motociclete BMW, produsă în doar 1.452 de exemplare. Motorul producea 35 de cai, principalul obiectiv al bavarezilor fiind să domine concurența din Marea Britanie. R68 putea fi echipat cu un sistem de evacuare 2 în 1, iar aripa față îngustă sublinia caracterul sportiv al motocicletei, care cu un preț de aproape 4.000 de mărci, rămânea accesibilă unui cerc select de rideri. O serie foarte limitată BMW RS a fost produsă exclusiv pentru curse, controlul supapelor realizându-se prin intermediul unui arbore vertical. Motocicleta atingea 200 km/h, pilotii privați obținând nenumărate victorii pe circuitele din ​​Germania și nu numai. În 1954, BMW s-a bucurat de o serie de victorii în campionatele mondiale pentru motociclete cu ataș. Wilhelm Noll și Fritz Cron au fost primii care au devenit campioni mondial cu o motocicletă cu ataș BMW. Apoi, Noll a folosit varianta cu ataș și pentru a stabili un record de viteză pentru BMW, ajungând la 280 km/h. Lansat în 1955, R 50 este primul model dintr-o nouă generație de motociclete BMW. Pe măsură ce traumele războiului se vindecau, din ce în ce mai mulți oameni începeau să își permită o mașină. Multe mărci de motociclete s-au reorientat către producţia de mopede sau scutere, dar BMW a ales să continue pe propriul drum, mizând pe noile modele realizate. R 50 avea un cu șasiu complet amortizat, roata spate rulând într-un braț oscilant lung, echipat cu lonjeroane cu arc. Suspensia roții față avea punctul de pivotare decalat, folosindu-se designul Earles, și funcționa tot cu lonjeroane cu arc. De menționat că această furcă cu design triunghiular fusese inițial proiectată de englezul Ernest Richard George Earls pentru motociclete cu ataș, dar BMW Motorrad a folosit această soluție tehnică până în 1969, pentru motocicletele solo. Cert este că BMW R 50 era o motocicletă foarte confortabilă, cu de 26 cai putere și o viteză maximă de 140 km/h. În ciuda celor trei arbori utilizați pentru sistemul de transmisie, fiabilitatea ei a devenit proverbială, iar asta a făcut să fie și foarte populară în rândul agențiilor guvernamentale din Germania și din străinătate. Același tip de șasiu începe să fie folosit și de R 69, care se bucura de un boxer de 594 cmc, cu o putere de 35 de cai. Nu trebuie să uităm nici de R 60, care era destinat exploatării cu ataș, gama BMW fiind așadar cât se poate de completă pentru acele vremuri. Noul șasiu este folosit din 1956 și pentru gama de monocilindri, acolo unde R26 preia ștacheta de la succesorii săi, și nu o face oricum, ci din postura de una dintre cele mai rapide motociclete de 250 cmc din lume. Din păcate, R26 nu se mai poate bucura de succesul predecesorilor săi. Nori negri se strâng la orizont, pentru că industria moto se îndrepta, așa după cum spuneam, spre criză. Dacă în 1954 BMW producea 30.000 de motociclete, în 1957 producția scade la mai puțin de 5.500 de unități! Oamenii nu mai sunt interesași de motociclete cu ataș, ba mai mult, este luată în vedere o fuziune cu Daimler-Benz! BMW rămâne BMW grație curajului fraților Herbert și Harald Quandt, moștenitorii puternicului grup Quandt, care dețineau 10% din acțiunile Daimler Benz și 30% din acțiunile BMW. Herbert Quandt a refuzat sfaturile bancherilor și a mers pe mâna sindicatului BMW,finanțând proiectul BMW 700, un automobil sportiv de mici dimensiuni, al cărui success a salvat practic compania. Motorul său era tot un boxer cu doi cilindri și o capacitate de 697 cmc, nici mai mult și nici mai puțin decât o variantă mărită a celei care echipa R67. Putem spune astfel că simbioza între motociclete și automobile a funcționat perfect în cazul bavarezilor! BMW 700 a decolat pur și simplu după Frankfurt Motor Show, compania primind 25.000 de comenzi pentru versiunea coupe! Începeau anii ’60, occidentalii trăiau din ce în ce mai bine, iar motocicletele își schimbau menirea, lepădându-se de hainele de vehicul utilitar. Ele deveneau o întrunchipare a ludicului, iar despre asta vom vorbin în episoadele viitoare. Foto: BMW, BMW Dean

The intricate details on the jacket, including the logo on the sleeve and the buttons on the front, add to the authenticity of the jacket?s design. leather Jacket men collection

Mulțumesc, la ce te referi când spui ca honda este mai "roșie"?

Pentru începători, aș recomanda un ATV deoarece sunt mai ușor de manevrat și mai ieftine. Chiar dacă nu puteți lua decât un singur prieten pe el, este o modalitate excelentă de a vă obișnui cu condusul off-road într-un mediu sigur. Odată ce aveți experiență, puteți trece la un UTV mai spațios care permite mai mulți pasageri. Cel mai important este să vă simțiți confortabil și în siguranță în timp ce vă bucurați de aventurile outdoor cu prietenii.

Vă mulțumim!

Ambele motociclete sunt fiabile și ușor de întreținut, însă Honda CBF600S este considerată puțin mai roșie. În ceea ce privește alegerea, depinde de preferințele tale - Honda este mai confortabilă pentru ture lungi, iar Yamaha mai sportivă și agilă în oraș. La achiziție, verifică starea generală, istoricul de service și revizii, kilometrajul real. De asemenea, testează motocicleta înainte să o cumperi pentru a vedea dacă se potrivește stilului tău de conducere.

Calculatorul pe care l-ați furnizat este inexact! 1 kw echivalează cu 1,341 cai putere mecanică, nu cu 1,34, așa cum ați precizat dumneavoastră. Pentru valori de putere mai mari, este o diferență. Recomandarea mea este https://www.asutpp.com/kw-to-hp.html

Salut. Problema ta pare să fie legată de admisia de aer și amestecul de combustibil. Deși ai înlocuit multe componente, ar putea fi o problemă la circuitul de admisie sau o scurgere de aer nedepistată. Verifică cu atenție toate garniturile și furtunurile de admisie pentru scăpări de aer. De asemenea, poți încerca un carburator nou sau repararea celui actual de către un specialist.

Știrea despre revenirea legendară a Bimota în Campionatul Mondial de Superbike în 2025 în asociere cu Kawasaki este extrem de emoționantă! Istoria bogată a Bimota în curse, împreună cu expertiza tehnică și resursele umane ale Kawasaki, promit o echipă extrem de competitivă. Această cooperare va oferi, de asemenea, o expunere globală mărcii Bimota și o creștere a vânzărilor de motociclete. Sunt nerăbdător să văd noul șasiu Bimota alimentat de motorul Ninja ZX-10RR și sunt curios cine vor fi piloții aleși. Un pas înainte pasionant pentru ambele mărci!!!

The BMW GS Trophy competition is still a few months away, scheduled to run in the African country of Namibia this October. Chances are, most readers aren’t going to be headed there as competitors, especially since some of the qualifying competitions have run already. But if you want to take in the fun as a spectator, good news! BMW will take you along to watch the fun and games, if you’ve got the cash. (See details here, if you aren’t sure what the GS Trophy is. Essentially, it’s a combined adventure and riding skills competition for riders aboard BMW’s latest-gen adventure bikes). Here’s how BMW’s website describes the official tour: If you want to feel adrenaline in your veins and are in the mood for a real adventure, then the Follow The Trails tours of the Int. GS Trophy 2024 Namibia are just what you need! Here, you can put your motorcycling skills to the test and prove yourself in the challenging terrain of Namibia. The routes are a real secret, but one thing’s certain: things will get wild and challenging! Unforgettable trails await you, through gorges, riverbeds and a breathtaking, varied landscape that will fascinate any motorcyclist. The eight-day tour (October 5-12) will start with arrival at Windhoek airport; there are six days of riding, with three meals a day and accommodations in “high quality” lodges with double rooms. BMW supplies the gas for your bikes; you’ve got to bring your own gear. The website for the tour seems to imply that guests will be riding the new R1300 GS Trophy model. The cost to attend is 5,790 euros, or about $6,200 USD… and that likely doesn’t include the cost of your flight. Still, this would be the trip of a lifetime for a rider with the off-road experience necessary. I’ve watched the GS Trophy qualifier, and it was a lot of fun seeing that stage of the contest. I’m sure the camaraderie and competition of the big showdown would be even more fun to take in. More info here, if you’re interested. Vezi sursa

The BMW GS Trophy competition is still a few months away, scheduled to run in the African country of Namibia this October. Chances are, most readers aren’t going to be headed there as competitors, especially since some of the qualifying competitions have run already. But if you want to take in the fun as a spectator, good news! BMW will take you along to watch the fun and games, if you’ve got the cash. (See details here, if you aren’t sure what the GS Trophy is. Essentially, it’s a combined adventure and riding skills competition for riders aboard BMW’s latest-gen adventure bikes). Here’s how BMW’s website describes the official tour: If you want to feel adrenaline in your veins and are in the mood for a real adventure, then the Follow The Trails tours of the Int. GS Trophy 2024 Namibia are just what you need! Here, you can put your motorcycling skills to the test and prove yourself in the challenging terrain of Namibia. The routes are a real secret, but one thing’s certain: things will get wild and challenging! Unforgettable trails await you, through gorges, riverbeds and a breathtaking, varied landscape that will fascinate any motorcyclist. The eight-day tour (October 5-12) will start with arrival at Windhoek airport; there are six days of riding, with three meals a day and accommodations in “high quality” lodges with double rooms. BMW supplies the gas for your bikes; you’ve got to bring your own gear. The website for the tour seems to imply that guests will be riding the new R1300 GS Trophy model. The cost to attend is 5,790 euros, or about $6,200 USD… and that likely doesn’t include the cost of your flight. Still, this would be the trip of a lifetime for a rider with the off-road experience necessary. I’ve watched the GS Trophy qualifier, and it was a lot of fun seeing that stage of the contest. I’m sure the camaraderie and competition of the big showdown would be even more fun to take in. More info here, if you’re interested. Vezi sursa

Over the past five-ish years, UK-based Arc Motorcycles has traded on bold claims of performance, but now, the company is out of business—again—and in receivership. It’s technically incorrect to say Arc Motorcycles is out of business “again” because the first incarnation of this company was Arc Vehicle Ltd., which went bust in late 2019. Founder/CEO Mark Truman bought the assets that he turned into Arc Motorcycles, which is now itself under British bankruptcy protection. Arc came to business with great promises of motorcycles with a “Human Machine Interface.” That design had a jacket and helmet designed to integrate with the bike, feeding an HUD with navigation and other ride data to the rider as they traveled, and haptic feedback that alerted about road hazards and other info—see more on that here. Enough people bought into the idea that Arc did sell a handful of machines. By 2022, it was teasing its new Vector model which you could sign up to ride as a beta tester for a mere $110,000 investment. Back then, here’s what they said these angel investors would get: Angels’ “direct feedback will be incorporated into the system to define and improve it until it is ready for the open road. Arc Angels will then have their Vector AE motorcycles upgraded and receive beta versions of the HMI system for them to test in a real-world environment. After a further feedback loop and final testing, Angels will be provided with the first production versions free of charge, before the system is opened- up and offered to customers across the Arc motorcycle range.” Perhaps unsurprisingly, this failed to excite enough customers to keep the company in business. This year, Arc went back into receivership, with Truman saying distribution issues in the US were to blame for cash flow problems. And he says he’s hoping to still bring the brand back and support previous customers. While it’s easy to be cynical and throw poo at an idealistic company that fails, if Truman is legitimately trying to satisfy his customers, that should be commended. But from the high-altitude perspective: With independent electric motorcycle manufacturers facing financial woes at both the high-end and low-end sides of the spectrum (Sondors went bust in January), it appears we are still a long way from an upstart battery bike manufacturer really making a dent in the motorcycle world. Vezi sursa

Over the past five-ish years, UK-based Arc Motorcycles has traded on bold claims of performance, but now, the company is out of business—again—and in receivership. It’s technically incorrect to say Arc Motorcycles is out of business “again” because the first incarnation of this company was Arc Vehicle Ltd., which went bust in late 2019. Founder/CEO Mark Truman bought the assets that he turned into Arc Motorcycles, which is now itself under British bankruptcy protection. Arc came to business with great promises of motorcycles with a “Human Machine Interface.” That design had a jacket and helmet designed to integrate with the bike, feeding an HUD with navigation and other ride data to the rider as they traveled, and haptic feedback that alerted about road hazards and other info—see more on that here. Enough people bought into the idea that Arc did sell a handful of machines. By 2022, it was teasing its new Vector model which you could sign up to ride as a beta tester for a mere $110,000 investment. Back then, here’s what they said these angel investors would get: Angels’ “direct feedback will be incorporated into the system to define and improve it until it is ready for the open road. Arc Angels will then have their Vector AE motorcycles upgraded and receive beta versions of the HMI system for them to test in a real-world environment. After a further feedback loop and final testing, Angels will be provided with the first production versions free of charge, before the system is opened- up and offered to customers across the Arc motorcycle range.” Perhaps unsurprisingly, this failed to excite enough customers to keep the company in business. This year, Arc went back into receivership, with Truman saying distribution issues in the US were to blame for cash flow problems. And he says he’s hoping to still bring the brand back and support previous customers. While it’s easy to be cynical and throw poo at an idealistic company that fails, if Truman is legitimately trying to satisfy his customers, that should be commended. But from the high-altitude perspective: With independent electric motorcycle manufacturers facing financial woes at both the high-end and low-end sides of the spectrum (Sondors went bust in January), it appears we are still a long way from an upstart battery bike manufacturer really making a dent in the motorcycle world. Vezi sursa

The Honda CB500X is confirmed to return to North America for 2024, but now it has a new name. As we saw last fall, the machine comes in with some updates this year, and it’s now called the NX500. Honda explains the name change this way: “The letters NX have a long history with Honda, thanks to the 1988-’89 NX650 adventure bike. NX means “New X-over,” which is a perfect description for the NX500.” The NX650 was definitely more dirt-oriented than no-longer-a-CB-500, but the mechanical changes to the half-liter model should make it a better bike all-round, including improved dirt riding. Photo: Honda Photo: Honda When the machine debuted at EICMA, we told you the 471 cc parallel twin engine still had 47 hp and 32 lb-ft of torque, but an ECU update overs improved acceleration feel, and a new set of five-spoke aluminum wheels cut roughly 3.3 lb of unsprung weight. The 41 mm Separate Function Fork-Big Piston front suspension setup has been retuned to match the reduced weight, with Honda saying the bike drops from 439 lb to 432 lb. There’s a new two-piston brake caliper up front, a new LED front headlight and a new 5-in TFT screen that also serves across the rest of the Honda 500 lineup (the CB and CB-R models also see some overhauling for 2024; more info here and here). Canadian customers get to buy the machine in Pearl Horizon White. Photo: Honda MSRP for the Honda NX500 in the US market in 2024 is $7,399. In Canada, the price tag is $9,416 CAD. US customers have one paint choice—Matte Black Metallic—and Canucks have to be happy with Pearl Horizon White. Vezi sursa

The Honda CB500X is confirmed to return to North America for 2024, but now it has a new name. As we saw last fall, the machine comes in with some updates this year, and it’s now called the NX500. Honda explains the name change this way: “The letters NX have a long history with Honda, thanks to the 1988-’89 NX650 adventure bike. NX means “New X-over,” which is a perfect description for the NX500.” The NX650 was definitely more dirt-oriented than no-longer-a-CB-500, but the mechanical changes to the half-liter model should make it a better bike all-round, including improved dirt riding. Photo: Honda Photo: Honda When the machine debuted at EICMA, we told you the 471 cc parallel twin engine still had 47 hp and 32 lb-ft of torque, but an ECU update overs improved acceleration feel, and a new set of five-spoke aluminum wheels cut roughly 3.3 lb of unsprung weight. The 41 mm Separate Function Fork-Big Piston front suspension setup has been retuned to match the reduced weight, with Honda saying the bike drops from 439 lb to 432 lb. There’s a new two-piston brake caliper up front, a new LED front headlight and a new 5-in TFT screen that also serves across the rest of the Honda 500 lineup (the CB and CB-R models also see some overhauling for 2024; more info here and here). Canadian customers get to buy the machine in Pearl Horizon White. Photo: Honda MSRP for the Honda NX500 in the US market in 2024 is $7,399. In Canada, the price tag is $9,416 CAD. US customers have one paint choice—Matte Black Metallic—and Canucks have to be happy with Pearl Horizon White. Vezi sursa

There’s good news for motorcycle manufacturers. Global sales of powered two-wheelers (motorcycles, scooters, and registered mopeds) reached a near-record level in 2023, surpassed only by the record sales reached in 2018. Based on registration data collected across 90 countries, the year 2023 saw global powered two-wheeler sales reach 62.6 million units. It’s the third year in a row of powered two-wheeler growth and a 2.7 percent growth from the previous year. Global Market Success According to Motorcycles Data, the global motorcycle market is in great shape. Key markets in Asia are the source of the most growth. India’s sales were up 9.1 percent, with Motorcycles Data saying that India is now the biggest motorcycle market in the world. They attribute some of that growth to India’s local motorcycle manufacturers, such as TVS Motor, Royal Enfield, Hero, and Baiai Auto, doing very well. Perhaps somewhat surprisingly, Indonesia was the second largest driver of powered two-wheeler sales, with Motorcycles Data now ranking it as the third-largest motorcycle market in the world. There, sales grew by 20.2 percent. Other markets performed admirably, with Brazil, the 7th largest in the world and the largest in Latin America rising 21.3 percent. But Brazil’s percentage increase pales in comparison to Turkish sales. There, motorcycle sales were up 117.9 percent, making it the 11th largest moto market in the world. The Downside But moto sales weren’t rosy in all parts of the world. One of the world’s larger markets, China, saw its sales fall 2.4 percent. Also of note was the downward trend of moto sales in Vietnam and Pakistan. Their sales fell by 18.1 percent and 32.7 percent, respectively. In the USA, sales were slightly down by 0.4 percent. Still, it was the fourth year in a row that moto sales were over half a million, with 554,000 powered two-wheelers being registered. Vezi sursa

There’s good news for motorcycle manufacturers. Global sales of powered two-wheelers (motorcycles, scooters, and registered mopeds) reached a near-record level in 2023, surpassed only by the record sales reached in 2018. Based on registration data collected across 90 countries, the year 2023 saw global powered two-wheeler sales reach 62.6 million units. It’s the third year in a row of powered two-wheeler growth and a 2.7 percent growth from the previous year. Global Market Success According to Motorcycles Data, the global motorcycle market is in great shape. Key markets in Asia are the source of the most growth. India’s sales were up 9.1 percent, with Motorcycles Data saying that India is now the biggest motorcycle market in the world. They attribute some of that growth to India’s local motorcycle manufacturers, such as TVS Motor, Royal Enfield, Hero, and Baiai Auto, doing very well. Perhaps somewhat surprisingly, Indonesia was the second largest driver of powered two-wheeler sales, with Motorcycles Data now ranking it as the third-largest motorcycle market in the world. There, sales grew by 20.2 percent. Other markets performed admirably, with Brazil, the 7th largest in the world and the largest in Latin America rising 21.3 percent. But Brazil’s percentage increase pales in comparison to Turkish sales. There, motorcycle sales were up 117.9 percent, making it the 11th largest moto market in the world. The Downside But moto sales weren’t rosy in all parts of the world. One of the world’s larger markets, China, saw its sales fall 2.4 percent. Also of note was the downward trend of moto sales in Vietnam and Pakistan. Their sales fell by 18.1 percent and 32.7 percent, respectively. In the USA, sales were slightly down by 0.4 percent. Still, it was the fourth year in a row that moto sales were over half a million, with 554,000 powered two-wheelers being registered. Vezi sursa

Most motorcycles don’t come with the fuel range you need for long-range expeditions. Your standard ADV will probably suffice for a BDR, and maybe most dual sports. But if you want to head out into Australia’s Simpson Desert, or you want to explore the wilds of northern Canada, or anywhere else where gas stations are more than a 200ish miles apart, then you need more fuel capacity. Enter the Giant Loop Armadillo bag. Likely because of government regulations, Giant Loop doesn’t explicitly say this is for gasoline storage. The Giant Loop Armadillo bag’s web advert says these are “flexible, collapsible, lightweight, expedition-ready utility bladders for the safe transport and storage of liquid hydrocarbon products and other powersports and automotive fluids.” In the real world, away from the watchful eye of the EPA, motorcyclists (and ATV and UTV enthusiasts, and other off-roaders) are using these bags to greatly extend their fuel range. The Armadillo bags have a few things going for them. First, they’re fairly compact when you roll them up, so once you use the fuel inside, the bags are easy to store on your bike. Second, they’ll work with any bike. Kawasaki might not offer an oversized fuel tank for your KLX230, but the Armadillo bag will let you head further into the woods without running out of gas. And now, you can win an Armadillo bag for free! Motorcycle.com is giving away a 1-gallon bag this May. See more info here, and remember that this contest “is open to legal residents of the 50 United States, and the District of Columbia, who are twenty one (21) years of age or older at the time of entry.” Sorry, Canadians and Aussies and Brits and other non-American readers. Vezi sursa