Mergi la conţinut
  • https://www.AUTOdoc24.RO

Activitate

Fluxul se actualizează automat     

  1. Astăzi
  2. A while ago, we told you about the potential heavy tariffs on some EU imported motorcycles and all motorcycle accessories. However, those items are no longer on the list and have escaped the proposed tariffs. The tariffs could have been as much as 100%. The proposed tariffs were part of a dispute over aircraft subsidies. The tariff list could have resulted in $11 billion in EU tariffs. But now, the list has been trimmed to about $7.5 billion and motorcycles and motorcycle accessories are no longer included. The logo of the Office of the United States Trade Representative. Image credit: USTR The Motorcycle Industry Council (MIC) and representatives from KTM and Indian motorcycle traveled to Washington, DC to meet with the Office of the United States Trade Representative (USTR) staff. They testified and provided important information to the office. Other industry entities submitted written comments to the USTR. The MIC, Ducati, KTM, Indian Motorcycle, and Cobra submitted written comments. In addition, the European Association of Motorcycle Manufacturers submitted written comments of its own. Erik Pritchard, the MIC Executive Vice President, and General Counsel said the following in a press release: “Had the tariffs been enacted, that would have meant extremely high prices for our American consumers of European motorcycles, parts and accessories. Increased costs would have even discouraged motorcycle riders from performing routine but critical maintenance, such as brake pad and tire replacements, due to potential doubling on the price of parts.” So at least for now, it appears that motorcycles have escaped these burdensome tariffs. Vezi sursa
  3. Ma gandeam cum sa sarbatoresc cum se cuvine faptul ca motocicleta implineste in septembrie anul acesta fix "20 de ani de viata", asa ca, dupa ce anul trecut "am cucerit" Turcia, anul acesta a venit randul Greciei. Calatoria a inceput pe 1 septembrie, cand am stabilit si un record personal, anume 722 de km intr-o zi: Giurgiu - Pella. Traseul a fost Giurgiu - Pella - Ioannina - Zakynthos - Ancient Olympia - Kalatama - Sparta - Mycene - Pireus - Creta - Santorini - Atena - Sounio - Delphi - Termopile - Platamon - Kavala - Giurgiu. In total, 4300 de km pe roti, plus distantele strabatute pe ferryboat-uri, patru la numar, unul fiind pe timp de noapte la cabina pe ruta Pireus - Heraklion, Creta. M-am intors cu 260 de GB de filmari si poze, deci, am ce face iarna asta Drumul a fost lipsit de "aventurile" din Turcia: de data asta am plecat cu un Garmin Zumo 396 LMT-S, instalat pe ghidon cu prindere RAM. Am strabatut Grecia cu acelasi laptop obosit care a crapat de tot in tara, chiar in ziua cand am ajuns Din fericire HDD-ul este intreg reusind sa copiez toate materialele pe calculatorul de lucru prin intermediul unui adaptor. PS: Motocicleta s-a comportat exemplar. Pentru inceput va las cu un teaser, urmand sa postez video si poze de la fiecare locatie, precum o fac de obicei.
  4. Oho... nici n-am inceput sa postez... Turcia a fost cu mult peste asteptari. In septembrie anul acesta am facut o tura de 4500 de km prin Grecia, tot intr-o luna ajungand si prin Creta si Santorini, insa, parca mai mult mi-a placut la turci. O voi posta si pe aceasta... Dar sa continuam cu Turcia.... Plecam pe la 7 dimineata, cu ganduri mari: sa ajungem la Canakkale dintr-o bucata. Teoretic ar fi posibil. Planul era sa ajung la Edirne prin Targovishte -> Yambol. Dupa Google Maps ar fi cel mai scurt. Pun GPS-ul... surpriza: ma calculeaza pe ruta Veliko - Nova Zagora - Haskovo. Ma gandesc ca m-am mai luat eu odata dupa Google Maps si m-a scos aiurea pe la dreaq asa ca, decid sa ma iau dupa GPS. Nici n-apucam sa trecem bine de Veliko ca ... ploaie. D'aia mocaneasca. Ba mai tare, ba mai incet. Si ne-a tinut asa pana la vama cu Turcia. Pana aici, nimic interesant. Bulgaristanul pe care-l stim cu totii. De aceea nici n-am filmat prin Bulgaria. Singura chestie interesanta fiind doar faptul ca la vreo 100 de km de vama turca, GPS-ul meu s-a dus dreaq. Posibil sa fi prins un pic de ploaie. Cert este ca e gata. Vad ca doar se aprinde si apoi se stinge. Nu mai stie nimic decat sa-mi arate logo-ul garmin. De parca asta m-ar incalzi cu ceva avand in vedere ca mai am de facut lejer 4800 de km. Cu siguranta va fi o calatorie interesanta. Vorbim despre un GPS de masina pe care l-am prins de oglinda dreapta cu ceva prinderi de tip GoPro. Dar, sa revenim... Ajung la vama turca, control la acte. Trec si ma opresc sa-mi faca si control la bagaje ca asa scria pe vreo cateva semne. Ma opresc si astept. "Bajetii" de pe acolo, canci interes. Stateau pe-o banca si-si butonau telefoanele. Citisem pe undeva ca Turcia are cel mai mare numar de utilizatori Facebook din lume. Cand imi trece asta prin minte, repede ma echipez si hai la drum, yo obisnuit cu doua controale. Surpriza, nici n-apuc sa-i dau a doua si... control nr 3: "PROBLEM! go to bagaje check, then come back" Ma conformez si ma intorc la conectatii pe care-i lasasem in urma. Aia... nici un stres. Da-te jos de pe moto si intreaba-i ce si cum. "Car paper" zice unu' plictisit, cu un ochi pe telefon si unu' la mine. Ii dau omului ce-mi cere si mister-ul completeaza ceva pe telefonul lui, da check si imi spune sa ma car. Gata, am scapat de vama. Bagaj controlu' a fost ca doar s-a uitat de la distanta la motoreta si-a consemnat ca am bagajele montate pe ea. Mai bine ca si-asa topcase-ul se deschide mai greu la mine. Scapat de vama, cu GPS-ul mort si internet nexam, decidem sa oprim la o benzinarie in Edirne sa ne uitam pe wifi pe booking si sa gasim cazare. Ajung la benzinarie, 10 retele, cer parola si mi se raspunde suav: " Ioc wifi", adica n-avem. WTF? Cum adica sa nu-ti dea parola de la wifi? Ca doar n-o luam acasa. Schimbare subita de plan: hai la o terasa ceva, bagam ceva la mat si sigur acolo avem wifi. La nici 100m mai in fata, ne oprim. Cum sa te mai duci la Canakkale! Ceasul deja 17. Clar, cazare in Edirne. Terasa are net si are si un Sandwich Adana... de miel sau, cu miel si verdeturi, usor condimentat. Toti care ma cunosc, stiu ca nu mananc oaie. P'asta l-am mancat asa in 2min. Al dreaq de bun. 20 lire, portia, adica doua bucati Dupa masa, caut pe booking cazare. Canci! Toate prin Grecia. M-am inverzit de emotii. Planul doi: intreb chelnerul de hoteluri prin zona si respectivul, baiat bun dealtfel, ma indruma la unu' care-i mai in fata, de patru stele. "Doar 400 lire pe noapte". Nu, merci. Adica, Yoc Hotel! Repede bag google si gasesc unu' ok, cu parcare pazita. 200 lire/noapte. Fuck... dac-o tin asa, raman fara bani pana la sf lunii... Asa e cand nu planifici din timp. Eu, ferm convins ca mergem direct Canakkale. Ne cazam si iesim prin oras. Si nici nu ies bine de usa hotelului cand deja n-o mai zaresc pe Kitty. Kitty fiind sotia. Intrase in primul butic mai maricel. Al dreaq de l-am vazut. Buticul... Kitty are un al saselea simt. Cand am iesit de acolo i se citea asa o fraza pe fata: "Moama, data viitoare vin eu cu masina aici." Si nici n-am ajuns la bazar. Norocul meu ca era inchis. Si uite asa s-a incheiat prima zi in Turcia.
  5. A surprising new entry came from the famous Italian brand. Known mostly for its elegant and stylish machines, Ducati shocked the adventure rider’s world with one of the most progressive and sexiest bikes of the show: the Desert X. Based on the Scrambler 1100cc v-twin engine, this bike has been redesigned completely to accommodate long travels and rough terrains, which is certainly unconventional for this brand. Aside from the several custom build bikes, that have been showcased around the world by privates and custom builders, Ducati has never really placed its foot in this realm officially, until now. This clearly could mark a new direction for the Borgo Panigale machine maker, which definitely left visitors to their booth pretty excited. Inspired by the old Dakar bike that Cagiva used back in the 90s, this machine is pretty much an antagonist for any adventure bike on the market right now. Equipped with a 30L fuel tank, and delivering 85hp, this machine could certainly bring something new to the adventure bikes spectrum. From not being even present in this realm, with the exception of the enormous 1260 Multistrada Enduro, Ducati stepped ahead of everybody with this project bike, which seems built to be ready for a Dakar race. It is clearly still a prototype, but the hint is clear. The Adventure market is growing exponentially; it’s a fact that more and more people are getting interested in these all terrains machines, and Ducati wanted to bring something more offroad to it. Its weight is unknown but, if I had to guess, I would probably say a 190 kg dry, considering that the scrambler weights about that much. This Ducati was definitely one of the two surprises for the adventure world, at this year’s EICMA (the other being the Husky 901 Norden). Vezi sursa
  6. You’ve probably taken a test ride on a motorcycle owned by a dealership. If you’ve ever taken one, chances are it had a “dealer plate”. The major idea behind a dealer plate is to allow dealers to demo their inventory without having to register it with the state. Obviously, this saves the dealer time and a lot of money. A dealer plate allows the owner to attach it to a vehicle and operate and it on public ways without paying sales tax, excise tax, or other fees such as title and registration. That’s a huge saving. Dealer plate issue So it has come to the attention of the Louisiana Office Of Motor Vehicles (LOMV) that something foul may be afoot. Particularly with used (car/motorcycle) dealer plates. Eight different types of plates are issued. Four for new vehicles and four for used vehicles. The types of dealer’s plates are regular, motorcycle, handicap and personalized. The LOMV says that there are 10,568 active used dealer plates in circulation. And, those plates have been issued to 2,984 dealers. LOMV says 19 used dealers have more than 20 plates and 100 have 10 plates. But here’s where the series “On Your Side” thinks something is amiss. One dealer near the top of the list is called Omega Auto, Inc. has 51 plates to its name. While 51 plates seem like a lot, it wouldn’t necessarily be an issue for a “mega dealership” with lots of employees and/or products on its lot. Dealer plate abuse In January of this year, a representative of Omega Auto showed up at the LOMV and was issued 20 plates. Then 12 days later, the representative showed up and purchased 30 more. Two weeks later, the representative returned again and requested 25 more because he said he lost them while he was at an auction. But this time, the LOMV refused to issue the plates. But On Your Side looked into Omega Auto and found that although a sign for the dealership appeared on a building, no employees were at the location. In addition, the dealership has had its license pulled for lack of insurance. Dealer plate abuse has occurred in the past. Three Louisana used car dealers were shut down last year and none of them had any record of vehicle sales. Now, investigators have found that significant abuse is continuing. Louisiana dealer plates have been found on vehicles in New York and New Jersey. According to On Your Side, used dealer plates are being sold online for as much as $2,000 on sites like Craigslist. The LOMV is looking into the claimed abuse. Featured photo credit: WBRZ Vezi sursa
  7. filme nu vad de la serviciu dar pe forumuri scriem, asa ca eu nu iti voi viziona clipul de pe youtube inca. din punctul meu de vedere un rezumat e mereu bine venit, si o sursa de inspirtie e mereu de dorit. Totusi, ca eu sar spre sfarsit, inspiratia, civilizatia, bucatica de curiozitate religioasa, a fost ce sperai ?
  8. Earlier this year, word came down that the UK government was examining the idea of using noise cameras (basically speed cameras, but with a microphone instead of a radar gun). Now, there are reports the devices are undergoing real-world testing in southern England. Noise cameras have been in testing in different areas for a few years now, most famously in western Canada, where some of the technology was developed. They’re intended to overcome the biggest problem with enforcement of vehicle noise standards: it’s rarely worth the authorities’ time to dedicate police or bylaw officers to chase down cars or bikes with loud pipes. Instead of having a cop on a corner with a microphone looking for loud pipes, these noise cameras are in place 24/7, constantly monitoring noise levels. When the device detects a vehicle that is making more noise than bylaws permit, it uses a camera to snap a shot of the offender’s licence plate, and mails a ticket to that address. Presto, noise problems solved—no more loud pipes! Or at least, that’s the plan. When these were initially run out in tests in Canada, they weren’t legally sanctioned to hand out tickets. So, instead, they simply displayed the decibel level of offending vehicles. The outcome was predictable: motorists were coming from all over town to rev their engines in front of the camera, to see who was the loudest. Well, the brains behind the UK testing have learned their lesson, and aren’t displaying speeds while testing the cameras in the south of England. Instead, Visordown says the cameras have this written on them: “The purpose of this trial is to determine whether a system of this type is capable of detecting vehicles emitting excessive noise levels or being driven in a way which creates excessive noise. This noise camera is measuring traffic characteristics and noise levels for the trial. No enforcement action is being taken as a direct result of this trial. Data collected from the noise camera is subject to controls on access and processing, in accordance with General Data Protection Regulation principles. No information about drivers or vehicles owned will be obtained.” So there you have it. For UK readers, don’t be shocked if these start popping up in your area soon, no doubt causing an overwhelming increase in bike fatalities, as everybody knows that loud pipes save lives, right? And loud pipes are exactly what these cameras are intended to fight. Vezi sursa
  9. Sezonul acesta am decis să vorbim mai mult în plimbările noastre, așa că ne-am luat niște intercomuri. După mai multe dezbateri și o comandă pe Aliexpress pe care n-am primit-o niciodată, am ales Interphone Sport. Interphone este o divizie specială a firmei italiene Cellularline, cunoscută pentru accesoriile pentru telefoane, care din 2005 a început să creeze produse speciale pentru motocicliști. Misiunea lor este “să ofere produse de calitate care îmbunătățesc experiența pe două roți cât și siguranță motocicliștilor, prin inovație și înțelegere a cerințelor pieței”. Pe scurt oamenii ăștia fac intercom-uri de aproape 15 ani , timp în care s-au dezvoltat, îmbunătățind produsele lor în funcție de nevoile riderilor (pentru gama lansata in 2017 au facut un studiu pe 700 de motociclisti pentru a vedea de ce functii au nevoie riderii) și cel mai important, la niște prețuri moderate, mai mici decât ale concurenților. De fapt prețul a fost un factor decisiv, fiind mai ieftine decât Sena sau Cardo, dar cu performanțe similare, prețul pachetului cu două intercomuri Sport (care sunt modelul de mijloc in gama, între Urban și Tour- diferența fiind rază de acțiune) pe site-ul producătorului este de 369EUR. Noi am luat de la noi din țară, același pachet dual, de la EST Bike Adventure Constanța. Prezentare Produs “Interphone Sport este un sistem de comunicare extrem de performant, perfect pentru iubitorii de motociclete. Acesta poate fi instalat pe majoritatea tipurilor de căști și apoi se conectează la smartphone-ul tău prin Bluetooth. Astfel, vei putea prelua apeluri în timp ce călătorești cu motocicleta sau poți beneficia de instrucțiuni GPS audio. De asemenea, poți să te conectezi la radio sau să asculți muzică direct de pe smartphone. Sistemul Interphone suportă comunicarea cu până la 4 alte sisteme în același timp, pe o rază de până la un kilometru. Astfel, este favorizată comunicarea dintre pilot și pasager, precum și dintre piloți diferiți. În plus, chiar dacă semnalul este pierdut, conexiunea se realizează automat în momentul în care semnalul este recuperat. Ai posibilitatea de a salva un număr de telefon pentru apelare rapidă sau de a apela ultimul număr format. În plus, poți descărca aplicația Interphone Control, disponibilă în App Store și Google Play, pentru a configura și a controla sistemul. Sistemul audio este dotat cu microfon cu funcție de anulare a interferențelor cauzate de vânt, precum și un control al volumului în funcție de zgomot. Bateria rezistă până la 15 ore de convorbiri, în timp ce în mod stand-by rezistă până la 1000 de ore. În plus, funcția Fast Charge permite ca o încărcare de doar 20 de minute să ofere o funcționare pt 6 ore. Butoanele intuitive permit realizarea comenzilor în mod convenabil și ușor. Interphone Sport este rezistent la apă, fiind certificat IP67. Acesta are un design modern, în culoarea neagră și se potrivește cu designul oricărei căști. Astfel, este un accesoriu de maximă utilitate, care te va ajuta să realizezi convorbiri telefonice în timp ce călătorești cu motocicleta.” Montaj/instalare pe cască Nu pot să zic că fost extrem de ușor dar nici “rocket science”. Depinde mai mult de casca pe care vrei să-l pui, eu cel puțin m-am chinuit mai mult când l-am mutat de pe casca Shark SpeedR pe Schubert E1, încercând să folosesc clema care intră pe sub căptușeală, în cele din urmă am folosit prinderea cu dublu adeziv din pachet. Fiecare unitate intercom vine cu un microfon pentru cască full-face, ce poate fi prins interiorul căștii prin intermediul unui “arici”-velco și un “boom-mic” cu braț felxibil pentru căști open-face sau flip-up. Toate accesoriile de care ai nevoie pentru a-l instala sunt în pachet. O singură chestie de menționat la capitolul montat, este foarte important să poziționați bine căștile audio în interior,în locurile special prevăzute ale castii moto. Apoi trebuie să știți că intercom-ul Interphone are o funcție automată de reglare a volumului în funcție de tipul căștii, dacă este open-face sau full-face, care poate fi dezactivată. Dacă vi se pare că se aude prea încet la început, dezactivați această funcție și setați volumul dorit. Durata bateriei Dacă le aveți conectate doar la telefon și ascultați muzică, indicații GPS, respeciv primiți apeluri telefonice, durata bateriei este generoasă, și poate ajunge și până la 3 zile (poate chiar și mai mult, atât am testat eu cu o încărcare). În excursia din Spania, am încărcat intercomul doar înainte de prima zi, apoi utilizându-l două zile în intervalul 10am-8pm full și iar în ultima zi când am mers doar până pe la 3pm îmi spunea că nivelul bateriei este mediu. Dacă le folosiți pentru comunicare între rideri bateria rezistă cam o zi de mers. În prima noastră excursie în care le-am folosit, cea de la Cazanele Dunării, le-am avut pornite non-stop (nu eram învățați să le oprim la popasuri când aveam căștile date jos) și au rezistat eroic cam de la 9am până seară pe la 11pm. Rază de recepție Producătorul zice în stilul italin pur, “Fino a 1Km”. Noi n-am traduce până la 1km, ci mai mult am traduce “cam un kilometru”. Am testat folosind kilometrajul motocicletei, unul dintre noi rămânând pe poziție și celelalt plecând și în câmp deschis am reușit să ne auzim până pe la 1,2km, iar pe drumuri virajate de munte, prin păduri distanță poate să fie mai mică de 1km. Aș zice că pe un drum de munte, dacă nu-l mai vezi pe celălalt rider cu care ești conectat, veți putea comunica atâta timp cât este la o distanță de 2-3 viraje. Rezistența la ploaie Până acum ne-au prins mai multe ploi serioase și n-am întâlnit nicio problemă, atât în varianta pentru full-face sau în cea pentru open-face cu microfonul pe braț flexibil. Funcții O funcție interesantă, nu ne-aparat utilă și uneori agasantă :)), este faptul că poți shareui melodia pe care o asculți cu rider-ul cu care comunici. Zic enervantă pentru că nu poți bloca cumva asta. Dacă sunteți interconectați în prealabil și tu asculți muzică ta, te poți trezi brusc întrerupt de melodia ascultată de celălat rider. Poți apoi comuta înapoi la telefonul tău, dar la fel de bine și celălalt rider poate să mai shareuiasca încă o dată melodia, și încă o dată și încă o dată, până te forțează să o asculți și tu :)) . Am menționat asta pentru că la prima tură în care le-am folosit, ne-am torturat reciproc cu această funcție. Automatic Reconnection – de dată această este o funcție utilă , după ce ai pierdut conexiunea, în momentul în care ai reintrat în raza de actiune, intercomul se conectează automat. CE MI-A PLĂCUT Butoanele sunt foarte ușor de utilizat cu mănușile moto. Îți va trebui puțin timp să te obișnuiești cu poziționarea lor și funcțiile, de aceea este bine și recomand să citiți manualul înainte să plecați la drum prima oară. Dacă nu vă descurcați sunt niște tutoriale foarte utile pe canalul de youtube al celor de la Interphone. De asemenea mai există și o aplicația pentru iOS și Android de unde poți configura tot ce îți dorești, fără să ții minte pe ce buton trebuie să apeși de două ori sau să ții apăsat x secunde. Microfonul face o treabă foarte bună în a anula zgomotul de fond, chiar și atunci când îl folosesc pe o cască open face, cei cu care am vorbit la telefon mi-au zis că mă aud foarte bine. Totuși câteodată a trebuit să vorbesc mai tare decât aș face-o în mod normal. Probabil că anularea zgomotului de la vânt vine la pachet cu acest “cost”. Bateria rezistă foarte bine,mi se pare mai mult decât suficientă. CE NU MI-A PLĂCUT Calitatea sunetului căștilor. Dacă pentru convorbiri mi se pare că se aud ok, atunci când ascult muzică mi se pare că le cam lipsește bass-ul. Acustica lor este influențată și de casca pe care sunt folosite, înainte să le mut pe Schuberth nu am sesizat această problemă. Totuși am găsit review-uri pe net care spun că se aude mai bine decât Sena 20s. Între timp am aflat de asemenea că există și posibilitatea de a cumpăra un set de căști audio cu o calitate superioară , construite special pentru căști Shoei, HJC sau Schuberth. KIT ProSound special pentru Schuberth Continue Reading Articol preluat de pe motoroute.ro
  10. Ieri
  11. Published on 12.04.2019 [embedded content] It was less than a month ago when Husqvarna first peeled back the cover on their exciting new Adventure Touring concept bike, the Norden 901. With its distinctive blend of modern design and classic lines, it’s one of the adventure bike concepts that has captured the most attention this year. According to the Swedish brand, “the NORDEN 901 received high levels of interest” from the press and public during an EICMA unveiling that was “extremely successful.” The response online has been overwhelmingly positive too, which may be why we are receiving this good news so soon. If the Norden 901 concept was one of your favorite bikes launched at EICMA, you’ll be happy to hear Husqvarna has announced they will be turning it into a production model. We could already tell from the concept’s advanced state of development that it was likely to make it to the showroom floor. Small details like a USB port, integrated LED tail lights and a functional tank rack gave us hints that it wouldn’t take much to put it into production. The bike had been captured out testing on the road in Spy Shots as well. But we have to admit, green lighting of the project came faster than we guessed. Only a few details about the bike have been released so far about Husqvarna’s first Adventure Touring bike. What we do know is that it’s based on KTM’s 790 Adventure platform, sharing the same chassis. But it gets a larger parallel-twin motor from the KTM 890 Duke, which has been “tuned for adventure usage.” The Norden is designed to be slim and is said to offer “class-leading lightness” so we can assume it should be at least as light as the 417-pound (dry) KTM 790 Adventure. It will also ride on a 21″ front wheel and 18″ rear, along with high-spec WP suspension components. Norden 901 Technical Highlights Designed to be a slim and light explorer motorcycle 889.5 cc parallel twin engine specifically tuned for adventure usage Versatile for both off-road performance and touring ability Rides on 21” front and 18” rear wire-spoke wheels High quality WP suspension components What will be interesting to see is how Husqvarna plans to differentiate the Norden 901 from the KTM 790 models. KTM and Husqvarna already share platforms between several models, like the FE 501/500 EXC or 701 Enduro/690 Enduro. KTM provides a solid foundation and Husqvarna puts their own unique spin on it. They also tend to target the premium segment of the market with their street line, so there may be upscale touring features and aesthetic treatments that help set Husqvarn’s first Adventure Tourer apart. ADVERTISEMENT Husqvarna has mentioned they want to put an emphasis on “practical accessibility and comfort” and provide “effortless rideability and high-end modern equipment,” which signals a touring focus. A bike that riders can use for “daily commutes, extended adventures and everything in between,” says Husqvarna. Perhaps it will be something that combines the touring features of the standard 790 Adventure with the off-road suspension of the R, while adding a larger fuel capacity, increased engine size, more amenities, and Husqvarna aesthetic details. Hopefully, the news will continue to flow in quickly. Husqvarna says, “Further information related to the NORDEN 901 will be released as it nears market launch.” Expect the production version to be revealed at either EICMA or Intermot next year as a 2021 model and stay tuned for more details! Author: Rob Dabney Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, North Africa, Europe, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.
  12. Published on 12.04.2019 [embedded content] It was less than a month ago when Husqvarna first peeled back the cover on their exciting new Adventure Touring concept bike, the Norden 901. With its distinctive blend of modern design and classic lines, it’s one of the adventure bike concepts that has captured the most attention this year. According to the Swedish brand, “the NORDEN 901 received high levels of interest” from the press and public during an EICMA unveiling that was “extremely successful.” The response online has been overwhelmingly positive too, which may be why we are receiving this good news so soon. If the Norden 901 concept was one of your favorite bikes launched at EICMA, you’ll be happy to hear Husqvarna has announced they will be turning it into a production model. We could already tell from the concept’s advanced state of development that it was likely to make it to the showroom floor. Small details like a USB port, integrated LED tail lights and a functional tank rack gave us hints that it wouldn’t take much to put it into production. The bike had been captured out testing on the road in Spy Shots as well. But we have to admit, green lighting of the project came faster than we guessed. Only a few details about the bike have been released so far about Husqvarna’s first Adventure Touring bike. What we do know is that it’s based on KTM’s 790 Adventure platform, sharing the same chassis. But it gets a larger parallel-twin motor from the KTM 890 Duke, which has been “tuned for adventure usage.” The Norden is designed to be slim and is said to offer “class-leading lightness” so we can assume it should be at least as light as the 417-pound (dry) KTM 790 Adventure. It will also ride on a 21″ front wheel and 18″ rear, along with high-spec WP suspension components. Norden 901 Technical Highlights Designed to be a slim and light explorer motorcycle 889.5 cc parallel twin engine specifically tuned for adventure usage Versatile for both off-road performance and touring ability Rides on 21” front and 18” rear wire-spoke wheels High quality WP suspension components What will be interesting to see is how Husqvarna plans to differentiate the Norden 901 from the KTM 790 models. KTM and Husqvarna already share platforms between several models, like the FE 501/500 EXC or 701 Enduro/690 Enduro. KTM provides a solid foundation and Husqvarna puts their own unique spin on it. They also tend to target the premium segment of the market with their street line, so there may be upscale touring features and aesthetic treatments that help set Husqvarn’s first Adventure Tourer apart. ADVERTISEMENT Husqvarna has mentioned they want to put an emphasis on “practical accessibility and comfort” and provide “effortless rideability and high-end modern equipment,” which signals a touring focus. A bike that riders can use for “daily commutes, extended adventures and everything in between,” says Husqvarna. Perhaps it will be something that combines the touring features of the standard 790 Adventure with the off-road suspension of the R, while adding a larger fuel capacity, increased engine size, more amenities, and Husqvarna aesthetic details. Hopefully, the news will continue to flow in quickly. Husqvarna says, “Further information related to the NORDEN 901 will be released as it nears market launch.” Expect the production version to be revealed at either EICMA or Intermot next year as a 2021 model and stay tuned for more details! Author: Rob Dabney Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, North Africa, Europe, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.
  13. Am uitat complet de acest forum si imi cer scuze pentru asta. Daca este permis insa, doresc sa impartasesc cu voi ultimile calatorii efectuate cu Hayabusa pe care-am luat-o prin toamna lui 2015. Incepem cu prima cea mai mare, si anume, un tur aproape complet al Turciei. Calatoria a pornit dintr-o dorinta mai veche de-a mea. Dupa cum multi stiu, sunt pasionat de istoria si religiile antice si civilizatiile care au existat pana in caderea Imperiului Roman. Cum in Turcia se afla cel mai vechi templu al omenirii - Gobeckli Tepe, m-am gandit sa dau o fuga pana acolo. Traseul, fara a include Romania si Bulgaria, a fost: Edirne - Çanakkale - Troya - Izmir - Pamukkale - Antalya - Alanya - Anamur - Mersin - Şanlıurfa (Gobeklitepe, Harran) - Halfeti - Gaziantep - Adana - Goreme - Ankara - Eskişehir - Bursa (Cumalıkızık) - Istanbul - Edirne Perioada: 17 octombrie - 7 noiembrie 2018. Buget total: 8500 RON (benzina, cazare, mese, sucuri, muzee, plimbari cu barca/balon cu aer cald etc) la care se adauga costurile cu pregatirea motocicletei Pentru ca am postat deja calatoria si pe alte forumuri, voi face tot posibilul sa atasez aici mai multe poze care n-au fost incluse in postarile din acele alte forumuri. Am facut si peste 70 de video-uri pe youtube din aceasta calatorie. Ma gandesc ca poate cineva va fi inspirat si va decide sa purceada calare spre Turcia. So, dau drumul la postari? :)
  14. Antrenat de multiplul campion Adrian Răduță, Zoltan Ordog reușește să atragă atenția echipei oficiale de juniori și primește sprijinul firmei Yamaha. Cu trei ani în urmă am scris despre inițiativa firmei Yamaha, programul bLU cRU Challenge pentru depistarea și încurajarea tinerelor talente, atât la motocros, cât și la viteză pe circuit, în vederea alcătuirii echipelor oficiale de tineret participante la competițiile de nivel mondial. La acea oră eram foarte neîncrezător în șansa piloților români de a face parte din acest program, pentru că forul de specialitate care coordonează motociclismul în țara noastră, Federația Română de Motociclism, are cu totul alte preocupări, încurajarea tinerilor nefiind o prioritate, măsurile luate de acest for dând senzația că se fac eforturi să se desființeze clasele rezervate juniorilor. Vestea de ultimă oră care ar trebui să entuziasmeze iubitorii sportului cu motor din țara noastră este că Zoltan Ordog, tânărul pilot de numai 13 ani, antrenat de multiplul campion Adrian Răduță, a reușit să câștige clasa 85 cmc și să fie selecționat în echipa de tineri care vor fi sprijiniți de Yamaha. Acest mare succes a fost posibil datorită eforturilor permanente făcute de Adrian Răduță, în parteneriat cu importatorul Yamaha, firma Motodynamics, care a creat o adevărată echipă de copii, implicându-se direct în pregătirea zilnică a copiilor, organizând stadii de antrenament pe piste cunoscute din alte țări. La începutul lunii octombrie, Zoltan Ordog a primit un wildcard la YZ bLU cRU FIM Europe Cup SuperFinale, pe circuitul de motocros din Assen, Olanda, unde a reușit un rezultat excepțional și s-a calificat pentru următoarea etapă a programului Yamaha bLU cRU. După această primă reușită, Zoltan Ordog s-a antrenat alături de profesioniștii Yamaha pe circuitul Bellpuig MX din Spania. Aici, tânărul de numai 13 ani s-a remarcat ca fiind unul dintre cei mai competitivi sportivi de pe circuit, câștigând clasa YZ85 bLU cRU FIM Europe Cups. Este o reușită spectaculoasă a sportului cu motor din România, slăbit de situația financiară generală nefavorabilă, de legislația proastă din domeniul sportului și de prestația sub orice critică a conducerii FRM (care va anunța pompos rezultatul neavând nici un merit), dar susținut de entuziaști, cum sunt Adrian Răduță, familiile tinerilor sportivi și, nu în ultimul rând, importatorul Yamaha în România, compania Motodynamics. Felicitări celor care le merită și toate cele cuvenite celor care sunt martori nepăsători ! Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau Twitter iar filmele sunt postate pe YouTube. Sursa
  15. Antrenat de multiplul campion Adrian Răduță, Zoltan Ordog reușește să atragă atenția echipei oficiale de juniori și primește sprijinul firmei Yamaha. Cu trei ani în urmă am scris despre inițiativa firmei Yamaha, programul bLU cRU Challenge pentru depistarea și încurajarea tinerelor talente, atât la motocros, cât și la viteză pe circuit, în vederea alcătuirii echipelor oficiale de tineret participante la competițiile de nivel mondial. La acea oră eram foarte neîncrezător în șansa piloților români de a face parte din acest program, pentru că forul de specialitate care coordonează motociclismul în țara noastră, Federația Română de Motociclism, are cu totul alte preocupări, încurajarea tinerilor nefiind o prioritate, măsurile luate de acest for dând senzația că se fac eforturi să se desființeze clasele rezervate juniorilor. Vestea de ultimă oră care ar trebui să entuziasmeze iubitorii sportului cu motor din țara noastră este că Zoltan Ordog, tânărul pilot de numai 13 ani, antrenat de multiplul campion Adrian Răduță, a reușit să câștige clasa 85 cmc și să fie selecționat în echipa de tineri care vor fi sprijiniți de Yamaha. Acest mare succes a fost posibil datorită eforturilor permanente făcute de Adrian Răduță, în parteneriat cu importatorul Yamaha, firma Motodynamics, care a creat o adevărată echipă de copii, implicându-se direct în pregătirea zilnică a copiilor, organizând stadii de antrenament pe piste cunoscute din alte țări. La începutul lunii octombrie, Zoltan Ordog a primit un wildcard la YZ bLU cRU FIM Europe Cup SuperFinale, pe circuitul de motocros din Assen, Olanda, unde a reușit un rezultat excepțional și s-a calificat pentru următoarea etapă a programului Yamaha bLU cRU. După această primă reușită, Zoltan Ordog s-a antrenat alături de profesioniștii Yamaha pe circuitul Bellpuig MX din Spania. Aici, tânărul de numai 13 ani s-a remarcat ca fiind unul dintre cei mai competitivi sportivi de pe circuit, câștigând clasa YZ85 bLU cRU FIM Europe Cups. Este o reușită spectaculoasă a sportului cu motor din România, slăbit de situația financiară generală nefavorabilă, de legislația proastă din domeniul sportului și de prestația sub orice critică a conducerii FRM (care va anunța pompos rezultatul neavând nici un merit), dar susținut de entuziaști, cum sunt Adrian Răduță, familiile tinerilor sportivi și, nu în ultimul rând, importatorul Yamaha în România, compania Motodynamics. Felicitări celor care le merită și toate cele cuvenite celor care sunt martori nepăsători ! Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau Twitter iar filmele sunt postate pe YouTube. Vezi articolul integral
  16. Modelul adventure de cilindree medie de la Triumph s-a înnoit complet pentru 2020, pierzând în greutate și câștigând performanțe și facilitate a utilizării, mai ales în off-road. Noul model a fost dezvoltat cu teste intensive inclusiv în competiții off-road și pare mai îngust, mai compact și mai polivalent decât oricând. Noul Triumph Tiger 900 2020 va fi disponibil în trei versiuni și în cinci variante de echipare. Dispar denumirile XR, XC etc. și apar unele mai intuitive. Pe lângă varianta de bază, denumită pur și simplu Tiger 900, vor exista versiunile GT, pentru touring (cu roată față de 19” și jante de aliaj de aluminiu) și Rally, orientată către off-road (cu suspensii cu cursă mai lungă, roată față de 21” și jante cu spițe). Ca niveluri de echipare, vor exista GT și GT Pro, pentru touring, și Rally și Rally Pro, pentru off-road. Toate versiunile sunt mai ușoare și mai compacte, noul Tiger 900 fiind inspirat de conceptul Tramontana, realizat de celebrul designer Rodolfo Frascoli. Acea motocicletă a fost folosită în competiția Panafrican Rally de către Felipe Lopez, unul dintre cei doi spanioli care au dezvoltat ciclistica modelului. Noul motor cu trei cilindri în linie, cu patru supape pe cilindru, este complet modificat față de precedenta unitate de 800 cmc. Cilindreea a ajuns acum la 888 cmc, iar cuplul a crescut cu 10% pe toată plaja de turație, ajungând la un maxim de 87 Nm la 7.250 rpm, dar puterea maximă a rămas la 95 CP la 8.750 rpm. Asta pentru că Triumph vrea să poată vinde și o variantă cu putere limitată la 48 CP pentru categoria A2 și pentru asta trebuie ca modelul care se limitează să nu aibă mai mult de dublul puterii de A2 (adică 96 CP). Motorul are și o altă ordine de aprindere, care îi conferă un caracter diferit de predecesorul său și un comportament mult mai asemănător cu al unui bicilindru la turații joase, mai ales pentru situații unde este nevoie de acel „zvâc” în off-road (despre care ne plângeam când am testat modelul cu ultimele două ocazii). Și electronica a fost rafinată față de versiunea precedentă. Versiunile GT și Rally primesc în echiparea standard un afișaj TFT de 7”, cu sistem de conectivitate My Triumph integrat (această opțiune fiind rezervată pentru variantele de echipare Pro). Sistemele ABS Cornering și controlul tracțiunii funcționează conform datelor culese de o platformă inerțială evoluată. Există șase moduri de pilotaj selectabile: Rain, Road, Sport, Rider, Off-Road, Off-Road Pro. Versiunile vârf de gamă sunt echipate cu quickshifter-ul bidirecțional Triumph Shift Assist și toate variantele au lumini cu LED și priză USB sub șa. Ciclistica se bazează pe același cadru din țeavă de oțel, cu suspensii convenționale. Suspensiile sunt Marzocchi nereglabile pe versiunea de bază, Marzocchi complet reglabile pe GT și Showa complet reglabile, cu cursă mai lungă, pe versiunea Rally. Toate versiunile au etriere de frână față radiale cu patru pistonașe Brembo Stylema. Noul Triumph Tiger 900 va fi disponibil începând din primăvară (cel mai probabil din aprilie) la Motoboom, importatorul Triumph în România, la prețuri pornind de la aproximativ 12.000 de euro. Sursa
  17. Stefan Eberharter coboară de pe vârful muntelui pe bicicletă, până jos la râu! Peisajele de sus sunt excelente, iar jos, pădurea este curată şi plăcută. [embedded content] [embedded content] Sursa: Freerider
  18. The Piaggio Group has a large portfolio of motorcycles and scooters. Making up their motorcycle segment is Moto Guzzi, Aprilia, and Derbi. On the scooter side of the house, the company owns the Gilera, Vespa and its own Piaggio branded scooters. This strength of its scooter brands makes the Piaggio Group the dominant figure in the scooter segment in Europe. Piaggio posted a 24.3 percent share of scooter sales and a similar market share figure in North America. Across all brands, the Piaggio Group had sales of 321,000 units. The V 85 TT Travel is the newest V 85 TT model. While scooter sales were up overall it was Moto Guzzi’s V 85 TT that was the star of the sales race. Moto Guzzi’s sales, driven by the V 85 TT saw net sales jump by 23%. Even more importantly for Moto Guzzi is the fact that the sales seem to be coming from newcomers to the brand. US Moto Guzzi dealers are reporting that 70% of buyers of the V 85 TT are trading in other non-Moto Guzzi models. That’s impressive and also indicates that Moto Guzzi is taking market share from other manufacturers. So the skies are turning blue for the Italian manufacturer of motorcycles and scooters. With its recently revealed RS 660 parallel-twin sportbike, the Piaggio Group is set to improve its motorcycle sales in 2020. In addition, on the scooter side of the company, Piaggio’s move to electric scooters is seen as a boon to sales going forward. All photo credit: Moto Guzzi Vezi sursa
  19. Vermont resident Muriel Farrington really likes motorcycles. She’s been riding them since she was 58 years old. While that might not be unusual, it’s her current age and her continued riding that is quite remarkable. 78 years young Muriel is 78 years old and there’s little in the line of things that can stop her from riding her bike. And, while on a to South Carolina, Muriel stopped in the town of Union and caught the attention of some local residents. Chatting with residents, Muriel told them that she started riding when she was 58 years old. I was dating a guy who rode and he kindled my interest. I should say rekindled since my uncle had owned one.” Whether her interest in motorcycles was kindled or rekindled during her dating, Muriel has continued to ride since then. In fact, her interest in motorcycles long outlived her interest in that man she was dating at the time. Muriel chatting with a resident of Union South Carolina. Photo credit: The Union Times Which is better? Men or motorcycles? When asked which she preferred more, men or motorcycles she quipped: Since then I’ve given up men for motorcycles,” she said with a chuckle. “It’s less hassle.” Prior to her chat with Union, South Carolina residents, Muriel took the time to make a few stops that shows she loves her riding. I rode from Vermont to Virginia for a rally, to Cape Hatteras, been in Shelbyville, been in Lake Lure, stayed in Shelby with a friend for a couple of nights.” “I went to the BMW Motorcycle Owners [rally] of America in Greer. I went to my daughter’s in Bluffton, she and her husband just moved there from Ohio.” Thereafter, Muriel planned to ride the Blue Ridge Parkway weather permitting. Muriel owns two motorcycles. A BMW F 700 GS which she rode to South Carolina as well as a BMW F 650 Twin. Even more impressively, Ms. Farrington spent 9 years on the BMW Motorcycle Owners of America Board of Directors. While she attended this year’s BMWOA Rally, she also plans to attend the 2020 BMW Owners Rally in Great Falls Montana next year as well. Clearly, Muriel has a love of motorcycles and the people who ride them. Congratulations Muriel and we look forward to seeing you on the road soon! Vezi sursa
  20. Motorcycle helmet comm systems have come a long way in their functionality in recent years, but when you look at it, you’re spending a lot of money for a piece of technology that’s tied to a specific helmet, and doesn’t do you any good when you’re off the bike. Now, MPlus is trying to change that. MPlus is a company from Hong Kong that’s working on a new motorcycle communication system that’s intended to be worn as a collar around your neck, as opposed to the standard helmet-mounted configuration. There’s a set of noise-cancelling earbuds that reach upward into your helmet, with mic built into the collar. There’s also an optional boom mic that extends to the front of your face. The collar-style format means the MPlus headset can be worn with any helmet, or no helmet at all. The idea is that you can wear the MPlus system with any helmet, or, when you get off the bike, you can wear it like a standard set of headphones. It’s a good idea, because not only does it give you a set of earphones that you can enjoy all the time, not just when you’re riding, but the design (if it works) will also overcome the usual problem with in-helmet communication systems. Wear earplugs, and you’ve got to crank the volume on your Sena/Cardo/UClear, or you can’t hear music (and you can forget about any bass at all). Don’t wear earplugs, and the music will sound better, but you’ll eventually go deaf from wind noise. With the MPlus design, the noise cancellation will allow you to run your in-ear music much quieter, and also cut down on wind noise. Win, win! MPlus has designed five levels of noise cancellation into the system, allowing you to choose how much outside noise you wish to hear. You’d think a design like this would be a no-brainer, but although some helmet companies are working on noise-canceling helmets, this is the first communication system we’ve seen with the technology built in (not saying others don’t exist, but if they do, we haven’t seen them). The MPlus does have the downside of limited range when compared to other headsets. It’s only supposed to communicate over 150 meters, although that’s fine for rider-to-passenger chatting. Right now, MPlus is raising money on Kickstarter, with their campaign ending December 13. Kickstarter pledges can get you the system for $159 US, instead of the $299 US price tag when released. For more details on pricing, availability and other questions, visit Kickstarter. Vezi sursa
  21. The Husqvarna 901 Norden concept bike might have been the most exciting news out of EICMA, at least for adventure bike fans … but it was just a concept bike, with no guarantee of production. No guarantee of production, that is, until today. Earlier today, Husqvarna confirmed the 901 Norden would be built as a production machine, as “a move that underlines Husqvarna Motorcycles’ growing commitment to the street segment.” Just as KTM broke out of the dirt-bikes-only stereotype in the last decade, the people at Husqvarna are keen to do the same (no surprise, as it’s owned by the same people as KTM …). So what else did Husqvarna have to say about the 901 Norden’s impending release? Not much. The tech details were nothing we didn’t already know: An 890 cc parallel twin engine (derived from the KTM 890 engine), a design optimized for adventure touring (“Perfect balance between offroad performance and touring ability,” says the press release), with 21-inch front wheel and 18-inch rear, and high-quality suspension from WP. Paolo already got a good, up-close look at the bike at EICMA, and the production model should be similar to what he saw. We’d certainly expect the Husky to have specs similar to the KTM 790 Adventure R, as it’s almost certainly being positioned at the high end of its market. That means we’ll likely see such perks as on-the-fly adjustable traction control, fully-adjustable suspension and probably around 100 hp (the 790 makes 94 hp). It’ll be quickshifter-compatible, for sure, but it may not be included as stock equipment. Suspension will almost certainly be fully-adjustable. MSRP will likely be in the $15,000 US range, seeing as the KTM 790 Adventure R sells for $13,800. When will it officially arrive on the market? Internet rumour suggests the bike is already under production, although that seems highly unlikely. No timeline was given Vezi sursa
  22. The Husqvarna 901 Norden concept bike might have been the most exciting news out of EICMA, at least for adventure bike fans … but it was just a concept bike, with no guarantee of production. No guarantee of production, that is, until today. Earlier today, Husqvarna confirmed the 901 Norden would be built as a production machine, as “a move that underlines Husqvarna Motorcycles’ growing commitment to the street segment.” Just as KTM broke out of the dirt-bikes-only stereotype in the last decade, the people at Husqvarna are keen to do the same (no surprise, as it’s owned by the same people as KTM …). So what else did Husqvarna have to say about the 901 Norden’s impending release? Not much. The tech details were nothing we didn’t already know: An 890 cc parallel twin engine (derived from the KTM 890 engine), a design optimized for adventure touring (“Perfect balance between offroad performance and touring ability,” says the press release), with 21-inch front wheel and 18-inch rear, and high-quality suspension from WP. Paolo already got a good, up-close look at the bike at EICMA, and the production model should be similar to what he saw. We’d certainly expect the Husky to have specs similar to the KTM 790 Adventure R, as it’s almost certainly being positioned at the high end of its market. That means we’ll likely see such perks as on-the-fly adjustable traction control, fully-adjustable suspension and probably around 100 hp (the 790 makes 94 hp). It’ll be quickshifter-compatible, for sure, but it may not be included as stock equipment. Suspension will almost certainly be fully-adjustable. MSRP will likely be in the $15,000 US range, seeing as the KTM 790 Adventure R sells for $13,800. When will it officially arrive on the market? Internet rumour suggests the bike is already under production, although that seems highly unlikely. No timeline was given Vezi sursa
  23. Se spune despre Valentino Rossi că nu prea mai câștigă curse în ultima vreme, lucru nu tocmai adevărat. Doctorul a câștigat ambele curse de flat-track organizate de el la VR46 Ranch, deși a concurat împotriva multor piloți de top, majoritatea dintre ei mult mai tineri decât el. Weekendul trecut a avut loc ediția 2019 a deja clasicei competiții de flat-track „100 km dei Campioni”, organizată de Valentino Rossi la Ranch-ul său. Anvergura organizării a fost mai mare decât oricând, fiind primiți jurnaliști acreditați și public în tribune. Nu mai puțin de 42 de piloți au răspuns invitației Doctorului – o mulțime de nume răsunătoare din Motomondial, dar și din Supermoto și din Flat-Track-ul american, precum: Franco Morbidelli, Andrea Migno, Mattia Pasini, Stefano Manzi, Elia Bartolini, Sammy Halbert, JD Beach, Thomas Chareyre, Albert Arenas, Alex Rins, Maria Herrera. Sâmbătă a fost zi de antrenamente libere, dar seara s-a ținut prima cursă a weekendului, clasica „Americana”, desfășurată în sistem eliminatoriu, în mai multe manșe. Victoria în ultima manșă i-a revenit chiar gazdei, după o luptă frumoasă cu Stefano Manzi, membru al Academiei VR46. Podiumul a fost completat de Luca Marini, fratele vitreg al lui Rossi, urmat de Mattia Pasini și Lorenzo Baldassari. Așa arată rezumatul video al primei zile: [embedded content] Cursa principală, cea de 100 km, pe echipe, a avut loc duminică după-amiaza. Valentino Rossi a făcut echipă cu fratele său, Luca Marini, ducând o luptă grea cu echipe foarte bune, precum Morbidelli/Migno și Halbert/Beach (acești doi piloți americani fiind chiar specializați în flat-track). [embedded content] Startul s-a dat în stil Le Mans, cu piloții alergând către motociclete. Holeshot-ul a fost obținut de Elia Bartolini, care s-a instalat la conducere la început, urmărit îndeaproape de Rossi, Migno și Manzi. Dar Rossi l-a depășit pe Bartolini, Manzi a căzut și, la prima schimbare de motocicletă/pilot (acestea s-au făcut obligatoriu la fiecare cinci tururi, cu trecerea transponderului de pe o motocicletă pe alta), Luca Marini conducea, în fața lui Franco Morbidelli și Lorenzo Baldassarri. [embedded content] Marini a greșit la jumătatea cursei, oprind din greșeală motorul motocicletei, apoi Morbidelli a trecut la conducere. Americanii Halbert/Beach au ajuns pe trei. În ultimele tururi, Valentino Rossi, motivat și în formă, era cel mai rapid de pe pistă, recuperând mult față de Migno. Apoi, la ultimul schimb de motocicletă, Marini îl urmărea îndeaproape pe Morbidelli pentru victorie, când acesta din urmă a greșit un viraj și fratele Doctorului a trecut în față, câștigând cursa pentru echipa sa. Morbidelli și Migno au ajuns pe treapta a doua a podiumului, iar americanii Beach și Halbert au terminat pe trei, câștigând lupta cu Bartolini și Baldassarri, la ceva mai mult de o secundă distanță. Pasini/Manzi au terminat pe cinci, iar pe șase Vietti/Bezzecchi. Echipajul spaniol Rins/Arenas au terminat pe opt, urmăriți de echipa Rabat/Rinaldi, cu echipa Aegerter/Ottaviani închizând topul 10. Cea de-a șasea ediție a „100 km dei Campioni” a fost și cea mai bine organizată și cea mai populată: 42 de piloți invitați și un public de aproximativ 1.200 persoane în cele două zile. Sursa
  24. Triumph tocmai ce si-au imbogatit gama de motociclete cu 5 versiuni ale noului Tiger 900: Tiger 900, Tiger 900 GT, 900 GT Pro, 900 Rally, and 900 Rally Pro . Dupa cum sugereaza si numele, variantele GT si GT Pro sunt orientate spre touring, in timp ce Rally si Rally Pro sunt orientate pentru off-road. Cu ce vine nou Tiger-ul 900? In primul rand cu un motor de 900cc, care respecta normele Euro5: – 10% mai mult cuplu decat generatia anterioara, avand acum un cuplu maxim de 87Nm la 7,250rpm – curba de putere diferita, avand mai multa putere mai ales la turatii medii, insa puterea maxima ramane la 94cp. – ordine noua de aprindere a pistoanelor 1,3,2 care ar trebui sa-i dea un caracter aparte – pana la *6 moduri de mers: Rain, Road, Sport, Off-Road, Rider-configurable, and Off-Road Pro. Rally Pro: Rain, Road, Sport, Off-Road, Rider-configurable si Off-Road Pro GT Pro: Rain, Road, Sport, Off-Road siRider-configurable Rally and GT: Rain, Road, Sport si Off-Road Tiger 900: Rain si Road – cadru trellis nou mai usor si un subcadru prins, nu sudat. Noul cadru ajuta Tiger-ul 900 sa piarda aproximativ 5Kg in greutate fata de generatia anterioara. – rezervor de 20L pentru o autonomie mai mare – modelul baza si variantele GT vin cu suspensii Marzocchi cu o cursa de 180mm pe fata,respectiv 170mm pe spate, insa doar GT-ul are suspensiile complet ajustabile,iar varianta GT Pro are suspensiile ajustabile electronic oferind 9 nivele de amortizare de la soft(Comfort) la hard(Sport). – Variantele Rally si Rally Pro vin cu suspensii complet ajustabile de la Showa care beneficiaza de o cursa marita: 240mm pe fata, 230mm spate, insa nu exista varianta controlata electronic pentru aceste versiuni. – franele sunt probabil cele mai bune din aceasta gama, avand pe fata etrieri monobloc Brembo Stylema cu 4 pistonase pe discuri de 320mm, iar pe spate etrier cu un singur pistonas impreuna cu un disc de 254mm – ABS-ul este standard, iar variantele GT si Rally dispun si de un IMU dezvoltat impreuna cu cei de la Continental ce face posibila existenta cornering ABS-ului si cornering traction controlului. – nou display de 7” TFT (doar pe GT & GT Pro, Rally & Rally Pro) – noul My Triumph connectivity system care permite controlul telefonului si GoPro-ului din comenzile motocicletei – Triumph Shift Assist (quickshifter bidirectional pentru GT Pro si Rally Pro) – spatiu securizat pentru telefonul mobil cu incarcare USB – si bineinteles, asa cum ne-au obisnuit cei de la Triumph, toate versiunile de Tiger 900 vin si cu o tona (peste 65) de accesorii – Pretul noului Tiger 900, pentru varianta de baza, incepe de la 11.800Eur( *in Italia, inca nu stim ce pret va avea in Romania) Continue Reading Articol preluat de pe motoroute.ro
  25. Ultima săptămână
  26. Triumph debuts five new models for Tiger 900 line

    Triumph has finally pulled the wraps off its new Tiger 900 line, with five new models entering the market in 2020. The new machines are the Tiger 900 base model, the GT and the GT Pro (all aimed at road usage, with the GT models tweaked for sport touring), the Rally and the Rally Pro (which are aimed at enhanced offroad capability). There’s also a Low version of the GT, which is identical except for lowered seat and suspension. All bikes get a new 888 cc liquid-cooled inline triple, with DOHC top end and liquid cooling. The “all-new” engine makes 93.9 hp at 8,750 rpm and 64 lb-ft of torque at 7,250 rpm. There’s also a new stainless steel exhaust system, and assist/slipper clutch. There’s a new intake (an easily-accessible airbox, says Triumph), new dual rad setup (enables the engine to sit further forward and lower, and with less heat reflected to the rider, says Triumph) and up/down quickshifter (standard on the Rally Pro and GT Pro, optional on all other models). Triumph says all Tiger 900 models have a 5.3-gallon tank and fuel economy better than 55 mpg. Photo: Triumph Triumph says fuel economy is 55.4 mpg, with 5.2 gallons fuel capacity. All the bikes also get a new steel trellis frame and an aluminum bolt-on subframe, with new bolt-on passenger pegs. They all have 320 mm front brakes discs, with four-piston Brembo Stylema calipers. In back, they have a 254 mm brake disc. Triumph added an IMU to all the new 900s except for the base model, so the GT, GT Pro, Rally and Rally Pro all have cornering ABS and cornering traction control. Full LED lighting is standard for all models, and the Pro models also get LED foglamps. The base model Tiger 900 gets a 5-inch TFT screen, and the other models all get a 7-inch TFT screen, with several display options. Of course, it’s compatible with riders’ smartphones via the My Triumph app. The new windscreen, seen here on the Rally Pro, is adjustable by one hand. Photo: Triumph There’s a new windscreen for all models, adjustable with one hand. The seat height is more narrow, and the handlebars have been moved closer to the rider. Each of the five sub-models has its footpegs set at a different position, to better handle the style of riding each bike is expected to be used for. The base model has Rain and Road riding modes; the GT and Rally models also have Sport and Off-Road riding modes. The GT Pro adds a user-customizeable riding mode to that mix. The Rally Pro has all that plus an Off-Road Pro riding mode. By now, you’re getting the idea: the Tiger 900 has all the basics, but the more money you spend, the more luxurious your ride will be (the Pro models even have heated seats!). But the differences between the bikes are obviously more than just electronics and safety systems. The biggest differences between models start with suspension. The GT GT Pro and base model Tiger 900 are all aimed at street riding, with similar Marzocchi forks and shock. The Tiger 900 has non-adjustable forks, the GT and GT Pro models are adjustable for rebound and compression damping. All the road-biased models have 7.1 inches of front wheel travel. The Tiger 900, GT and GT Pro models (this is the GT Pro) have cast wheels and Marzocchi suspension. Photo: Triumph They all have 6.7 inches of wheel travel in rear; the Tiger 900 shock is adjustable only for preload, while the GT can also be manually adjusted for preload and compression damping. The GT Pro has electronic adjustment of preload and rebound damping. The Rally and Rally Pro have beefier suspension, meant to tackle tougher off-road riding, with Showa forks and shock. The front forks have 9.45 inches of travel, with manual preload, rebound and compression damping adjustment. The rear shock has 9 inches of travel, with manual preload and rebound adjustment. With their emphasis on street capability, the Tiger 900, GT and GT Pro models have cast wheels, with 19-inch front and 17-inch rear. There’s a 21-inch front for the Rally and Rally Pro models, with spoked rims capable of running tubeless tires. Surprisingly, the base model is the lightest bike here, with the Rally and Rally Pro (pictured here) coming in heavier. Photo: Triumph Triumph claims the Tiger 900 is the lightest machine here, at 423.3 lb dry weight. Dry weights for the other bikes are 427.7 lb for the GT, 436.5 lb for the GT Pro, 432.1 lb for the Rally, and 443.1 lb for the Rally Pro. Seat height is 31.9-32.7 in. for the Tiger 900. The GT and GT Pro have a 31.9-32.7 in. seat height (29.9-30.7 for the Low version). The Rally and Rally Pro have a 33.5-34.3 in. seat height. The new machines will be in dealerships in time for 2020 riding season, with the Rally and Rally Pro models expected for March, and the GT, GT Pro and base model Tiger 900 expected in April. If you want, you can accessorize your new bike with stuff from the 65-part Triumph catalogue. Photo: Triumph Triumph says it has a line of 65 accessories for these bikes, including side-opening or top-opening panniers, with matching top boxes. Vezi sursa
  27. Triumph has finally pulled the wraps off its new Tiger 900 line, with five new models entering the market in 2020. The new machines are the Tiger 900 base model, the GT and the GT Pro (all aimed at road usage, with the GT models tweaked for sport touring), the Rally and the Rally Pro (which are aimed at enhanced offroad capability). There’s also a Low version of the GT, which is identical except for lowered seat and suspension. All bikes get a new 888 cc liquid-cooled inline triple, with DOHC top end and liquid cooling. The “all-new” engine makes 93.9 hp at 8,750 rpm and 64 lb-ft of torque at 7,250 rpm. There’s also a new stainless steel exhaust system, and assist/slipper clutch. There’s a new intake (an easily-accessible airbox, says Triumph), new dual rad setup (enables the engine to sit further forward and lower, and with less heat reflected to the rider, says Triumph) and up/down quickshifter (standard on the Rally Pro and GT Pro, optional on all other models). Triumph says all Tiger 900 models have a 5.3-gallon tank and fuel economy better than 55 mpg. Photo: Triumph Triumph says fuel economy is 55.4 mpg, with 5.2 gallons fuel capacity. All the bikes also get a new steel trellis frame and an aluminum bolt-on subframe, with new bolt-on passenger pegs. They all have 320 mm front brakes discs, with four-piston Brembo Stylema calipers. In back, they have a 254 mm brake disc. Triumph added an IMU to all the new 900s except for the base model, so the GT, GT Pro, Rally and Rally Pro all have cornering ABS and cornering traction control. Full LED lighting is standard for all models, and the Pro models also get LED foglamps. The base model Tiger 900 gets a 5-inch TFT screen, and the other models all get a 7-inch TFT screen, with several display options. Of course, it’s compatible with riders’ smartphones via the My Triumph app. The new windscreen, seen here on the Rally Pro, is adjustable by one hand. Photo: Triumph There’s a new windscreen for all models, adjustable with one hand. The seat height is more narrow, and the handlebars have been moved closer to the rider. Each of the five sub-models has its footpegs set at a different position, to better handle the style of riding each bike is expected to be used for. The base model has Rain and Road riding modes; the GT and Rally models also have Sport and Off-Road riding modes. The GT Pro adds a user-customizeable riding mode to that mix. The Rally Pro has all that plus an Off-Road Pro riding mode. By now, you’re getting the idea: the Tiger 900 has all the basics, but the more money you spend, the more luxurious your ride will be (the Pro models even have heated seats!). But the differences between the bikes are obviously more than just electronics and safety systems. The biggest differences between models start with suspension. The GT GT Pro and base model Tiger 900 are all aimed at street riding, with similar Marzocchi forks and shock. The Tiger 900 has non-adjustable forks, the GT and GT Pro models are adjustable for rebound and compression damping. All the road-biased models have 7.1 inches of front wheel travel. The Tiger 900, GT and GT Pro models (this is the GT Pro) have cast wheels and Marzocchi suspension. Photo: Triumph They all have 6.7 inches of wheel travel in rear; the Tiger 900 shock is adjustable only for preload, while the GT can also be manually adjusted for preload and compression damping. The GT Pro has electronic adjustment of preload and rebound damping. The Rally and Rally Pro have beefier suspension, meant to tackle tougher off-road riding, with Showa forks and shock. The front forks have 9.45 inches of travel, with manual preload, rebound and compression damping adjustment. The rear shock has 9 inches of travel, with manual preload and rebound adjustment. With their emphasis on street capability, the Tiger 900, GT and GT Pro models have cast wheels, with 19-inch front and 17-inch rear. There’s a 21-inch front for the Rally and Rally Pro models, with spoked rims capable of running tubeless tires. Surprisingly, the base model is the lightest bike here, with the Rally and Rally Pro (pictured here) coming in heavier. Photo: Triumph Triumph claims the Tiger 900 is the lightest machine here, at 423.3 lb dry weight. Dry weights for the other bikes are 427.7 lb for the GT, 436.5 lb for the GT Pro, 432.1 lb for the Rally, and 443.1 lb for the Rally Pro. Seat height is 31.9-32.7 in. for the Tiger 900. The GT and GT Pro have a 31.9-32.7 in. seat height (29.9-30.7 for the Low version). The Rally and Rally Pro have a 33.5-34.3 in. seat height. The new machines will be in dealerships in time for 2020 riding season, with the Rally and Rally Pro models expected for March, and the GT, GT Pro and base model Tiger 900 expected in April. If you want, you can accessorize your new bike with stuff from the 65-part Triumph catalogue. Photo: Triumph Triumph says it has a line of 65 accessories for these bikes, including side-opening or top-opening panniers, with matching top boxes. Vezi sursa
  28. After months of spy shots and teaser clips, Triumph has finally unveiled their new Tiger 900 with sweeping changes to the range for 2020. The new machine is completely transformed with an all-new 900cc triple engine, higher-spec equipment, more fuel capacity, optimized ergos, and state-of-the-art rider tech. The Tiger 900 range now makes more power and torque, yet it’s lighter than the previous Tiger 800. Additionally, the off road focused ‘Rally’ model receives tubeless spoked wheels and features more suspension travel than its predecessor – the Tiger 800 XC. Read on for more details about all the new upgrades: New Tiger Range [embedded content] The new Tiger 900 marks the end of the old naming convention for the Tigers ( XC, XR, etc.), with the launch of 5 new models: Tiger 900 – The new road-focused Tiger, with a major step forward in capability and style. Tiger 900 GT and GT Pro – Tuned for even more urban adventure and genuine long-distance travel. Tiger 900 Rally and Rally Pro – Transformed for maximum off-road adventure and road-focused capability and comfort. More Powerful 900cc Triple Engine The all-new higher performance 900cc engine has a unique 1, 3, 2 firing order for greater character and feel. The result is more feedback from the engine to the rider, an incredibly distinctive engine sound, and improved tractability and throttle feel, pulling harder, lower down. The result is a much closer association to the throttle character, sound and feel of a twin lower in the rev range, all the while maintaining the distinctive mid-range and top-end of a triple. The new engine delivers a significant 10% more peak torque than the previous Tiger 800 models, now 64 LB-FT at 7,250 rpm, with improved torque low down and across the rev range. Power is also up across the entire rev range, with 9% more in the mid-range, and 94 peak horsepower at 8,750rpm. ADVERTISEMENT Combined, this delivers more responsive acceleration, with 0-60 mph, 0-110 mph and 6th gear roll-on times all significantly quicker than the previous generation Tiger. Additionally, it gives the new Tiger 900 a much more aggressive, raspy and engaging triple soundtrack. The new 900cc engine is lighter yet pumps out 10% more torque and delivers more power across the entire rev range.An all-new twin radiator setup is mass optimized with a reduced coolant volume. This improves cooling performance and reduces the ambient heat felt by the rider. Its shape and position enable a further forward engine position resulting in a more optimized center of gravity (1.6 in forward and 0.80 in lower). This improves weight distribution for better handling and low speed balance, while other improvements to the sump and cooling system ensure it has no impact on ground clearance. There’s also an all-new air box with a more easily accessible new air filter, plus a slip and assist clutch for added rider comfort. Lighter, All-New Chassis Now between 10 and 20 pounds lighter than the previous generation depending on the model, the new Tiger 900 delivers a commanding and agile ride. The steel trellis frame is not only lighter, but now has a modular construction with bolt-on aluminum rear subframe and bolt-on pillion hangers to help deliver an adventure-centric setup for off-road focused riding. Off-road focused Tiger 900 Rally Pro in Matte Khaki. Both Rally models have received increased suspension and tubeless spoked wheels.There is high specification suspension across the new 900 range with premium Marzocchi or Showa components tailored to deliver greater capability. In addition, Rally Models have received increased suspension in both front and rear. For maximum rider convenience and comfort, the GT Pro model features electronically adjustable rear suspension, allowing the rider to adjust the rear preload and damping settings via a dedicated menu in the TFT instruments. Riders can select from nine levels of damping control, ranging from Comfort (softest) to Sport (firmest), and four preload setups. All of the new Tiger 900 models now feature Brembo Stylema® brakes for superior stopping power. These are lightweight, compact, carefully sculpted and high performing calipers, with reduced volume around the pistons and brake pads, creating less internal space occupied by brake fluid for more immediate braking response. Increased airflow around the brake pads also helps the calipers to cool quicker. This combination of the new lightweight modular frame, lighter engine, high specification suspension and premium Brembo brakes delivers a notable improvement in agility and capability, designed to deliver exceptional handling in all riding scenarios. Long-distance travel has been improved on the new Tiger 900 range, with a new larger 5.3- gallon fuel tank and new adjustable screen, delivering superior wind protection with a simple single-handed adjustment. All models receive a larger 5.3 gallon fuel tank and improved ergos.Ergonomics are also improved for the new models, optimized for rider comfort when touring, off-roading and anything in between. The seat w is narrower, and the handlebars are 0.39 in closer, giving a more comfortable, upright riding position and a greater level of rider control. Additionally, each model has a dedicated and unique footrest position to suit the expected style of riding as well as a built-in, easily adjustable two-position seat h mechanism. This enables the rider to adjust the seat h by 0.79 in to their preferred set-up. Packed With Technology The new Tiger 900 range features a significant step forward in its ride-enhancing technology, with state-of-the-art features including: New 7-inch TFT instruments (GT & GT Pro, Rally & Rally Pro only) – The new larger TFT instruments present rider information in four different styles and colors along with high/low contrast versions for great visibility in all lights. The 7-inch TFT screen is now bonded to the glass for a crisper image with no reflective layer. (The entry-level Tiger 900 model features 5-inch TFT high contrast instruments) New My Triumph connectivity system and app (GT Pro & Rally Pro only) – The integrated My Triumph connectivity system and app seamlessly enable phone call and music operation, turn-by-turn navigation, and GoPro control — all accessed via the switch cubes and displayed on the TFT screen. (available as an accessory option on the GT and Rally models, including a dedicated Bluetooth® connectivity module) New optimized cornering ABS and traction control with IMU (GT & GT Pro, Rally & Rally Pro only) – Comes as standard on the mid- and top-spec Tiger 900s and is enabled via an Inertial Measurement Unit (IMU) developed in conjunction with Continental. This supports the automatic selection of the appropriate level of ABS and traction control intervention by constantly measuring roll, pitch, yaw and acceleration rates in order to calculate the lean angle. This system ensures greater riding stability at all times. Up to six riding modes – Riding modes adjust throttle response, ABS and traction control settings for maximum rider control in all riding conditions. The new anti-stall feature on the Off-Road and Off-Road Pro modes automatically increases the idle revs to prevent stalling. The Off-Road Pro riding mode, exclusive to the Rally Pro model, is Triumph’s most extreme off-road set-up for advanced off-road adventure, with ABS and traction control turned off, and an off-road throttle map. TIGER 900 RALLY PRO: Rain, Road, Sport, Off-Road, Rider-configurable & Off-Road Pro TIGER 900 GT PRO : Rain, Road, Sport, Off-Road & Rider-configurable TIGER 900 RALLY & GT: Rain, Road, Sport & Off-Road TIGER 900: Rain & Road New all-LED lighting with distinctive light pattern – The headlight, tail light and indicators on all new Tiger 900 models are now full LEDs for maintenance-free active safety. The GT Pro and Rally Pro models also feature LED auxiliary fog lights for additional long distance capability. New Triumph Shift Assist, up and down quickshifter (GT Pro & Rally Pro only) – Enabling smooth, comfortable clutchless up and down gear changes while maintaining the accelerator position, the Triumph Shift Assist reduces rider fatigue and improves the ride. (Available as an accessory on the base and mid-spec Tiger 900 models) New secure mobile phone storage and USB charging (GT & GT Pro, Rally & Rally Pro only) – A secure compartment under the seat houses a handy 5V USB power socket to enable uninterrupted use of the My Triumph connectivity system. Highest level of standard technology specification (GT & GT Pro, Rally & Rally Pro only) – Fitted as standard for maximum rider comfort and convenience, the mid- and top-spec Tiger 900 models feature illuminated switches with a 5-way joystick, electronic cruise control and heated grips. Fully loaded GT Pro and Rally Pro technology – Exclusive to the top-spec Tiger 900 models are the unique-in-segment heated seats (with separate pillion control) and the tire pressure monitoring system (TPMS). Accessible and Adaptable Triumph Tiger 900 GT in Sapphire Black. The model offers a 29.9 in. low seat option.The Tiger 900 GT is also available in a dedicated Low Ride Height variant, which is 2.0 in lower than the standard GT model, achieved by a dedicated suspension set-up and a lower seat. This variant also features the built-in additional seat h adjustment of 0.79 in, giving a seat h of between 29.9 – 30.7 in. 2020 Triumph Tiger 900 Key Changes More Powerful Powerplant New higher-capacity 900cc triple engine. 10% more torque than the Tiger 800 model, peaking at 64 LB-FT at 7,250rpm. More power across the entire rev range, with 9% more in the mid-range. New unique 1, 3, 2 firing order for greater character and feel. Improved acceleration. More characterful and distinctive soundtrack. Now Even Lighter New lightweight modular frame with bolt-on rear subframe and pillion hangers. New engine is lighter despite boost in displacement. Weight has been reduced between 10 and 20 pounds depending on the model. Major Chassis Updates Rally models get new fully-adjustable Showa suspension with increased travel. GT models retain the same suspension travel but switch from Showa to Marzocchi. The GT Pro gets an all-new electronic rear shock adjustable for both preload and damping. All models get a new frame with different geometry, along with a subframe that is bolted on rather than welded. Passenger pegs are also now removable. Engine positioning in the frame has been optimized for better weight distribution and a lower center of gravity, without reducing ground clearance. State-of-the-Art Electronics Larger 7-inch TFT instruments (GT & GT Pro, Rally & Rally Pro only). New integrated My Triumph connectivity system (GT Pro & Rally Pro only). New optimized cornering ABS and optimized cornering traction control, controlled by an Inertial Measurement Unit (GT & GT Pro, Rally & Rally Pro only). Up to six riding modes: Rain, Road, Sport, Rider, Off-Road and Off-Road Pro. New Triumph Shift Assist, Triumph’s proprietary up and down quickshifter (GT Pro & Rally Pro only). New all-LED lighting with distinctive light pattern. New secure mobile phone storage with USB charging. Additional Upgrades New top-specification Brembo Stylema monobloc brakes. Larger 5.3-gallon fuel tank for advanced touring capability. New premium bodywork with new colors and graphics. Tubeless wire-spoke wheels on Rally and Rally Pro models. New slip and assist clutch for all models. Accessible and Adaptable Available Tiger 900 GT Low Ride Height version with unique suspension and lower seat. Adjustable seat h (0.78 in) on all Tiger 900 models. 65+ dedicated Tiger 900 accessories to complement your adventure. Accessories for added comfort, protection and capability, plus all-new luggage. Two new inspiration kits: Trekker (Touring) and Expedition (off-road). Accessory Range A range of over 65 genuine Triumph accessories are available for the new Tiger 900 models including 2 kits: The fully loaded Trekker inspiration kit showcases the Tiger’s even greater touring capability with GIVI Trekker panniers plus powder coated mild steel mounting kit, Trekker top box and backrest, the sliding carriage kit, tank pad and screen deflector. Alternatively, the Expedition inspiration kit showcases the more overt off-road focused accessories available with the GIVI Expedition panniers and stainless steel mounting kit, 40-liter roll bag, headlight guard, fork protectors, aluminum radiator guard, upper engine bars and LED fog lights. New Styling and Bodywork All-new aggressive styling, re-designed smaller-scale bodywork, revised finishes and cleaner lines give the new Tiger 900 a more distinctive stance. This is supported by the narrow stand over w, the visually lighter front end and the dominant fuel tank design and size. The all-new bodywork has a more focused and aggressive adventure style, and includes fuel tank, tank end panel, high mudguard, seat panel, radiator cowl and radiator duct exit. The finish and detailing is also improved to its highest-ever level. Colors, Pricing & Availability Tiger 900 Rally & Rally Pro: Matte Khaki, Sapphire Black and Pure White, all featuring contemporary new decals and a distinctive white frame inspired by the Tiger Tramontana rally bike Tiger 900 GT & GT Pro: Korosi Red, Sapphire Black and Pure White, all featuring premium tank badges and contemporary new decals Tiger 900: Pure White Triumph Tiger 900 GT Pro in Karosi Red.Tiger 900 Rally and Rally Pro will be available by March 2020, while the Tiger 900, Tiger 900 GT and GT Pro will be available in April of 2020. The entry-level Tiger 900 starts at $12,500, GT at $14,300 and the Rally at $15,000. Pro models get prices after January 2020. Triumph Tiger 900 Specs ENGINE TYPE: Liquid-cooled, 12-valve, DOHC, inline 3-cylinder CAPACITY: 888cc BORE X STROKE: 78×61.9 mm COMPRESSION: 11.27:1 MAX POWER: 93.9 HP (70kW) @ 8,750 rpm MAX TORQUE: 64 ft-lbs (87 Nm) @ 7,250 rpm SYSTEM: Multi-point sequential electronic FI EXHAUST: Stainless steel 3-into-1 header system FINAL DRIVE: O-ring chain CLUTCH: Wet, multi-plate GEARBOX: 6 speed FRAME: Tubular steel frame, bolt-on subframe SWINGARM: Twin-sided, cast aluminum alloy FRONT WHEEL: STD/GT Cast alloy, 19″ x 2.5″; RALLY Tubeless spoke, 21″ x 2.15″ REAR WHEELS: STD/GT Cast alloy, 17″ x 4.25″; RALLY Tubeless spoke, 18″ x 4.25″ FRONT TIRE: STD/GT 100/90-19; RALLY 90/90-21 REAR TIRE: STD/GT 150/70R17; RALLY 150/70R-17 FRONT SUSPENSION: STD Marzocchi 45mm USD non-adjustable; GT Marzocchi 45mm USD rebound and compression; RALLY Showa 45mm USD rebound, compression and preload FRONT SUSP. TRAVEL: LRH 5.51″; STD/GT 7.1″; RALLY 9.45″ REAR SUSPENSION: STD Marzocchi preload; GT Marzocchi preload and rebound; GT PRO Marzocchi electronic preload and rebound; RALLY Showa preload and rebound REAR SUSP. TRAVEL: LRH 5.95″; STD/GT 6.7″; RALLY 9.06″ FRONT BRAKE: Twin 12.6 in floating discs, Brembo Stylema 4-piston monobloc calipers. Radial front master cylinder REAR BRAKE: Single 10 in disc. Brembo singlepiston sliding caliper ABS BRAKING STD ‘standard’ ABS; GT/RALLY optimized cornering ABS WIDTH HANDLEBARS STD 32.7″; GT 36.6″; RALLY 36.8″ HEIGHT (W/O MIRRORS): LRH 54.5″-56.5″; STD/GT 55.5″-57.5″; RALLY 57.2″59.1″ SEAT HEIGHT: LRH 29.9″-30.7″; STD/GT 31.9″-32.7″; RALLY 33.5″-34.3″ WHEELBASE: STD/GT 61.3″; RALLY 61.1″ RAKE: STD/GT 24.6º; RALLY 24.4º TRAIL: STD/GT 5.25″; RALLY 5.74″ DRY WEIGHT: STD 423.3 lb; GT 427.7 lb; GT Pro 436.5 lb; RALLY 432.1 lb; RALLY Pro 443.1 lb TANK CAPACITY: 5.3 US Gallons FUEL CONSUMPTION: 55.4 MPG
  1. Încarcă mai multă activitate
×