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  2. În lipsă de curse, zvonurile au fost singurele lucruri care au păstrat MotoGP în atenție. Un zvon apărut zilele trecute, prezentat chiar și de Sky Sport Italia, a făcut vâlvă în paddock. Pilotul numărul 1 al celor de la KTM, Pol Espargaró , a fost prezentat ca posibil înlocuitor pentru Alex Marquez la Repsol Honda, începând cu sezonul 2021. Știrea aceasta a ridicat multe semne de întrebare, având în vedere faptul că deocamdată la clasa MotoGP piloții nu au alergat nicio cursăîn 2020. Știm că Alex Marquez are contract doar pe un, drept urmare, scenariul acesta ar fi posibil. O altă variantă ar fi ca Alex Marquez să se mute la Honda LCR din 2021, ceea ce pune sub semnul întrebării locul pe Taka Nagami sau chiar al lui Cal Crutchlow, despre care la un momentdat s-a zvonit că se gândește chiar la retragere. Mai mult, unii au insinuat că Marc Marquez ar fi susținut acest scenariu. Cumva s-ar fi simțit amenințat în teste de fratele sau, iar mutarea la LCR l-ar fi scăpat de niște bătăi de cap. Acum am văzut cu toții timpii din teste, și nu credem că Alex Marquez ar fi o amenințare atât de puternică, sau nu cel puțin din primul an (care ar fi 2021, dacă nu luăm în calcul sezonul ratat de anul acesta). Este evident că la toți ne este greu fără MotoGP (vedeți clipul de mai jos), iar pauza aceasta competițională dă naștere la cele mai stranii scenarii.[embedded content] Cert este în schimb, că în urmă acestor zvonuri, team managerul Honda Repsol, Alberto Puig, a fost nevoit să facă o declarație publică, în care să nege toate zvonurile privind contractele pentru 2021. Acesta a menționat că Marc Marquez este singurul care are contractul semnat deja și pentru 2021,iar pentru restul (Alex Marquez, Crutchlow, Nakagami și poate chiar și Espargaro), urmează să se ia o decizie, niciunul având asigurat locul pentru 2021. De asemenea Lucio Cecchinello, managerul Honda LCR, a afirmat că ambii săi piloți, Crutchlow și Nakagami, sunt în negocieri cu HRC pentru sezonul 2021. Continue Reading Articol preluat de pe motoroute.ro
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  4. Kawasaki continues to plug its electric sportbike

    Curious about Kawasaki’s electric motorcycle project? We’ve got a couple of new teasers for the bike on YouTube, but sadly, they don’t give much away. Just to catch up, Kawasaki’s battery bike is one of the most-interesting but least-talked-about items in the moto world these days. Kawasaki started dropping hints about the machine during the 2019 fall motorcycle show circuit. Then, we started getting periodic video updates via YouTube. One of the more recent updates showed Kawasaki’s electric motorcycle has a reverse gear, which is sort of interesting, but hardly something that sportbike fans have been clamouring for for years. A few weeks earlier, Kawasaki told us the machine will have a manual gearbox, which will set it apart from most battery bikes and endear itself to conservative-minded riders—but it’s also not really an advanced feature, either. Kawasaki’s also shown the bike has a regenerative braking system, and options for slower charging or fast-charging with appropriate infrastructure. None of this stuff is ground-breaking, although some of it departs from established norms in the electric motorcycle world. However, Kawasaki is playing its cards pretty close here, and we’ll likely see some far more interesting information when the machine finally debuts, whenever that may be. Given the world’s current socioeconomic state, it’s hard to imagine any manufacturer getting excited about unveiling a new halo bike. Still, the Kawasaki electric motorcycle would be the first full-power battery bike from Japan, and that’s certainly going to grab some attention whenever the project is finished. To see Kawasaki’s entire list of videos for its new electric motorcycle, click here. Vezi sursa
  5. Curious about Kawasaki’s electric motorcycle project? We’ve got a couple of new teasers for the bike on YouTube, but sadly, they don’t give much away. Just to catch up, Kawasaki’s battery bike is one of the most-interesting but least-talked-about items in the moto world these days. Kawasaki started dropping hints about the machine during the 2019 fall motorcycle show circuit. Then, we started getting periodic video updates via YouTube. One of the more recent updates showed Kawasaki’s electric motorcycle has a reverse gear, which is sort of interesting, but hardly something that sportbike fans have been clamouring for for years. A few weeks earlier, Kawasaki told us the machine will have a manual gearbox, which will set it apart from most battery bikes and endear itself to conservative-minded riders—but it’s also not really an advanced feature, either. Kawasaki’s also shown the bike has a regenerative braking system, and options for slower charging or fast-charging with appropriate infrastructure. None of this stuff is ground-breaking, although some of it departs from established norms in the electric motorcycle world. However, Kawasaki is playing its cards pretty close here, and we’ll likely see some far more interesting information when the machine finally debuts, whenever that may be. Given the world’s current socioeconomic state, it’s hard to imagine any manufacturer getting excited about unveiling a new halo bike. Still, the Kawasaki electric motorcycle would be the first full-power battery bike from Japan, and that’s certainly going to grab some attention whenever the project is finished. To see Kawasaki’s entire list of videos for its new electric motorcycle, click here. Vezi sursa
  6. AMA Postpones Vintage Motorcycle Days

    The American Motorcyclist Association (AMA) and Mid-Ohio Sports Car Course (Mid-Ohio) are postponing the AMA Vintage Motorcycle Days. The groups are working with state and local health authorities to determine new dates for the event. AMA’s Chief Operating Officer said: “Unfortunately, event restrictions in place under order of the Ohio Department of Health prohibit many traditional elements of AMA Vintage Motorcycle Days that our competitors and fans have come to enjoy. The social interaction and camaraderie are an integral component that we love about this event. The multi-day swap meet, the camping, in-field activities, the crowds, not to mention the organic fun of the event, are impossible in light of the current situation.” Mid-Ohio’s Sports Car Course President chipped in with: “We are disappointed, but this is the right decision. Mid-Ohio will continue to work closely with the AMA, as well as our state and local health officials, to monitor the ongoing coronavirus situation and identify when AMA Vintage Motorcycle Days can be rescheduled for 2020. We ask for everyone’s patience, and we will announce a new date as soon as possible.” More about AMA Vintage Motorcycle Days AMA’s Vintage Motorcycle Days was established in 1990. The Mid-Ohio Sports Car Course has been the event’s host for the last 24 years. The event is an annual celebration of America’s motorcycling heritage and welcomes thousands of motorcycle enthusiasts. Along with those enthusiasts, come hundreds of vendors for motorcycle shows, racing, seminars, and the largest motorcycle swap meet in the USA. If you enjoy vintage iron and browsing through aisles and aisles of parts, accessories, etc, you owe it to yourself to attend. Even better, the proceeds from your ticket to the event support the AMA Motorcycle Hall of Fame. While the event has been postponed, the good news is that the event has not been canceled. You can also go to AMA’s Vintage Motorcycle Days or Facebook for additional information. We’ll let you know about the new date once it is announced. Vezi sursa
  7. The American Motorcyclist Association (AMA) and Mid-Ohio Sports Car Course (Mid-Ohio) are postponing the AMA Vintage Motorcycle Days. The groups are working with state and local health authorities to determine new dates for the event. AMA’s Chief Operating Officer said: “Unfortunately, event restrictions in place under order of the Ohio Department of Health prohibit many traditional elements of AMA Vintage Motorcycle Days that our competitors and fans have come to enjoy. The social interaction and camaraderie are an integral component that we love about this event. The multi-day swap meet, the camping, in-field activities, the crowds, not to mention the organic fun of the event, are impossible in light of the current situation.” Mid-Ohio’s Sports Car Course President chipped in with: “We are disappointed, but this is the right decision. Mid-Ohio will continue to work closely with the AMA, as well as our state and local health officials, to monitor the ongoing coronavirus situation and identify when AMA Vintage Motorcycle Days can be rescheduled for 2020. We ask for everyone’s patience, and we will announce a new date as soon as possible.” More about AMA Vintage Motorcycle Days AMA’s Vintage Motorcycle Days was established in 1990. The Mid-Ohio Sports Car Course has been the event’s host for the last 24 years. The event is an annual celebration of America’s motorcycling heritage and welcomes thousands of motorcycle enthusiasts. Along with those enthusiasts, come hundreds of vendors for motorcycle shows, racing, seminars, and the largest motorcycle swap meet in the USA. If you enjoy vintage iron and browsing through aisles and aisles of parts, accessories, etc, you owe it to yourself to attend. Even better, the proceeds from your ticket to the event support the AMA Motorcycle Hall of Fame. While the event has been postponed, the good news is that the event has not been canceled. You can also go to AMA’s Vintage Motorcycle Days or Facebook for additional information. We’ll let you know about the new date once it is announced. Vezi sursa
  8. Jante auto - ALIAJ sau TABLA ?

    Alegem Jante ALIAJ sau Jante TABLA? Luate in amanunt, fiecare varianta are avantaje si dezavantaje. Jantele din tabla (otel) ofera avantajul de a fi mai ieftine la cumparare si mai usor de intretinut. Ele pot fi indreptate in cazul unor deformari usoare si pot fi revopsite fara prea multe pregatiri speciale. Pentru cei mai pretentiosi exista si posibilitatea montarii capacelor din plastic pe jantele din tabla intr-o gama destul de variata. Printre dezavantajele jantelor din tabla enumeram greutatea mai mare a acestora in comparatie cu o janta din aliaj si ventilarea mai slaba a sistemului de franare. Un aspect foarte important de retinut pentru cei care aleg sa treaca de la jantele din aliaj la jante tabla il constitue faptul ca trebuie achizitionat un kit nou de prezoane sau piulite de strangere, special pentru jantele din otel, pentru ca in multe situatii, conul prezonului sau al piulitei nu calca perfect pe janta din otel, ducand in timp la distrugerea ei prin deformare repetata. Jantele din aliaj au aparut ca echipare standard din ce in ce la mai multe masini atat ca un element de design important dar si pentru a sublinia latura sportiva si/sau de lux a marcii auto producatoare. Desi in urma cu cativa ani aveau preturi cam piperate pentru buzunarul consumatorului de volum, astazi sunt foarte multe marci producatoare de jante aliaj iar preturile sunt tot mai atractive. Unul din avantajele acestor jante este insasi paleta foarte larga de modele si compatibilitati. Un alt avantaj este dat de greutate, in general mai mica decat al unei jante din otel la acelasi diametru si este un aspect de luat in considerare mai ales pentru cei care utilizeaza masina mai mult in regim urban. Alt aspect practic al jantelor din aliaj este suprafata mai mare ramasa descoperita, lucru care favorizeaza o racire mai rapida a franelor. Trebuie insa enumerate si cateva dezavantaje. Pretul de achizitie ar putea fi primul pe lista. Desi in unele cazuri jantele din otel si cele din aliaj au preturi apropiate, cele din urma, mai ales cele after market, se achizitioneaza de obicei doar la set de 4 bucati facand ca investitia initiala sa fie ceva mai mare. Intretinerea jantelor din aliaj necesita insa mult mai multa atentie. O janta din aliaj folosita des pe drumuri accidentate se va ovaliza si va necesita indreptari repetate. Acestea se fac de obicei “la cald” si au ca efect secundar slabirea jantei prin decalirea materialului. Exista riscul ca in locul unde janta a fost incalzita, sa apara fisuri care sa necesite interventii mult mai complexe si pline de riscuri. Asadar, e bine sa analizam fiecare optiune in parte. Pana la urma alegerea unei jante aliaj sau jante tabla este facuta tot in functie de bugetul din buzunarul fiecaruia dintre noi. Anvelope si jante noi la super preturi gasesti tot timpul anului pe Vadrexim.ro unde le si poti monta imediat la cumparare.
  9. Anvelope PREMIUM sau de BUGET? La fel ca si la alte produse si la anvelope, de cele mai multe ori, pretul reflecta performantele si calitatea acestora. Atunci cand vrem sa ne cumparam anvelope vara, iarna sau all season intodeauna incercam sa alegem o varianta cat mai buna avand in vedere si banii de care dispunem. In functie de buget, avem de ales cam intre 3 variante: 1. daca bugetul este nelimitat, atunci alegem o varianta premium (Michelin, Goodyear, Dunlop, Pirelli, etc) si cu clase de performanta de top, sa zicem clasa A sau B la consum si clasa A la aderenta; 2. daca bugetul este unul mediu, atunci ne vom orienta catre o anvelopa de clasa medie gen Falken, Hankook, Kumho, Nexen, etc... si cu clase de performanta aproape la fel de bune ca si la cele premium; 3. daca bugetul este unul mai redus, atunci alegem o anvelopa de buget cu clase de performanta mai slabute, gen Taurus, Debica, Matador, Sailun, Kama, etc... Mai trebuie avut in vedere faptul ca atunci cand vorbim despre anvelope iarna performantele acestora nu mai sunt ca cele ale anvelopelor de vara intrucat cauciucul celor de iarna este mai moale pentru a fi aderent la temperaturi scazute si in mod implicit clasa de Consum nu mai este A nici macar la anvelopele premium, ci B sau chiar C la avelopele premium, ajungandu-se pana la G la anvelopele de buget. Daca vreti sa va schimbati anvelopele sau jantele incercati si pe vadrexim.ro, veti gasi aici super preturi la toate tipurile de anvelope si jante auto.
  10. moldova Statie Itp Moto Autorizata In Bacau Comuna Letea Veche

    Am un prieten cu 2 atv-uri recent aduse din Germania si doreste sa le inmatriculeze. Mai este valabil ?
  11. V-am mai spus că cei de la MotoRC au planuri mari pentru sezonul 2020. Deși startul a fost un pic amânat din cauza situației cu pandemia de Coronavirus, iată că lucrurile bune încep să se întâmple. Am primit o veste foarte bună de la organizatori, ce vine drept confirmare pentru eforturile depuse pentru a dezvolta motociclismul viteză la noi în țară, pe care vrem să o împărtășim cu voi. Comunicat de presa MotoRC: Unul dintre cei mai importanți producători de pneuri din lume, Michelin, se implică direct în MotoRC by Rompetrol, prin susținerea a doi piloți rapizi și talentați de la clasa Stock 1000, Adrian Rus și Marian Pivniceru. Recent, Michelin Motorsport și-a anunțat planurile pentru 2020, acestea implicând susținerea directă a doi piloți promițători din MotoRC by Rompetrol, clasa Stock 1000. Sezonul de MotoRC va avea șase etape, conform planurilor inițiale, prima etapă urmând să aibă loc pe 12-14 iunie. Astfel, MotoRC by Rompetrol va fi unul dintre primele campionate de motorsport din Europa care își vor relua activitatea. Și, odată cu implicarea Michelin Motorsport, MotoRC by Rompetrol devine o competiție recunoscută pe plan internațional, pusă de Michelin pe o treaptă echivalentă cu Campionatele de Superbike din Franța,Australia, China și Alpe Adria. Michelin Motorsport a semnat acorduri cu Adrian Rus de la Team IQRM, unul dintre cei mai spectaculoși piloți de la clasa Stock 1000, cu o evoluție foarte interesantă anul trecut (locul cinci în campionat, cu un podium la activ), și cu Marian Pivniceru de la Team BMR-EXE, campionul en-titre la clasa Rookies 1000, care trece anul acesta la Stock 1000 cu o motocicletă nouă BMW S 1000 RR și ambiții serioase. Cei doi vor folosi foarte performantele Michelin Power Performance Slick în campania de anul acesta. Michelin este unul dintre cei mai mari producători de pneuri moto din lume, fiind și furnizorul unic de pneuri pentru clasa regină din MotoGP, cel mai înalt nivel de competiție din lume în motociclismul viteză. Producătorul francez folosește experiența din Motomondial și tehnologia dezvoltată acolo pentru a-și îmbunătăți constant produsele la toate nivelurile, inclusiv și mai ales pneurile dedicate competiției, precum Power Performance Slick. Pneurile sunt o componentă critică a motocicletelor, mai ales a celor de competiție, pentru că fac legătura între motocicletă și asfalt, transmit forțele dezvoltate de motor, de frâne și de înclinare la sol. Aderența pneurilor și felul în care se uzează acestea de-a lungul cursei sunt aspecte cruciale și, de multe ori, fac diferența dintre victorie sau o clasare mai slabă. MotoRC by Rompetrol este cea mai populară competiție de motociclism viteză din România. Cursele a trei dintre cele cinci clase ale competiției (Stock 1000, Stock 600 și Stock 300) se transmit la TV, pe Telekom Sport și pe Look Sport. Clasele Rookies 1000 și Rookies 600 sunt destinate amatorilor și debutanților, fiind un mod ideal pentru aceștia de a-și începe evoluția în motorsportul pe două roți. Sezonul MotoRC by Rompetrol pentru 2020 are șase etape și începe pe 12-14 mai, pe circuitul Motor Park România, cu ultima etapă programată pentru 23-25 octombrie. Continue Reading Articol preluat de pe motoroute.ro
  12. Casca Klim Krios Pro – Primele impresii

    Casca Krios Pro de la Klim costă 3.372 de lei. Astfel, intră în zona de top, alături de Arai Tour X4 (aprox 3.500 lei) și Shoei Hornet Adventure (2.400 lei – 3.000 lei), BMW GS Carbon (2.700 lei). Ce face de banii ăștia? În mare parte, e foarte ușoară, vine cu un interior deosebit și cu vizieră fotocromatică la pachet (la Shoei trebuie să o cumperi separat, Arai nu oferă decât viziera clasică). Am luat-o de la BMW Motorrad Moto-Hub, iar prima ieșire serioasă a fost o tură de 1.300 de km cu Africa Twin și BMW R1250GS Adventure. Iată ce-mi place și ce nu-mi place. E foarte ușoară – are 1.300 g, cu tot cu cozoroc și vizieră. O simți ca un fulg. După trei zile cu ea pe cap, am pus mâna pe Araiul meu de stradă și am simțit-o ca pe o cărămidă. Trebuie să recunosc că am strâmbat puțin din nas. E mai silențioasă decât Klim Krios (versiunea mai veche). Pentru mine, Krios era supărătoare pe orice motocicletă cu parbriz – singurul loc unde mă înțelegeam cu ea era o motocicletă naked, unde nu primeam deloc turbulențe, ci doar vânt în freză. Dar Krios nu e făcută pentru motoare naked, ci pentru adventure. Ei bine, Krios Pro e la un nivel peste versiunea anterioară, dar n-aș putea spune că e mai silențioasă decât Arai Tour X4 (cu Shoei n-am mers). Să zicem că e la același nivel cu alte căști adventure și sub căștile touring. Pentru ture lungi n-ar strica niște dopuri. Viziera fotocromatică e cea mai tare chestie pe care-am încercat-o până acum. Da, nu funcționează la fix cu cozorocul. În sensul că, dacă stai puțin cu ea deschisă, va lua forma cozorocului, iar atunci când o închizi o să vezi în X. E firesc – lumina ajunge doar pe zonele unde cozorocul e tăiat, în timp ce zonele acoperite vor rămâne deschise. Lucrurile se reglează în maxim 30-60 de secunde, deci nu-l văd ca pe un mare dezavantaj. Mulțumită infrastructurii din România, n-am reușit să trec prin niciun tunel. Am montat pinlock-ul (inclus în pachet) și și-a făcut treaba. Viziera poate fi dată jos și înlocuită cu ochelari, dar n-am experimentat deocamdată. Interiorul e diferit față de Krios. În primul rând, pare mai mic. Te strânge mai tare. Și, probabil din cauza fagurelui de tip Koroyd, am simțit la început niște puncte de presiune. Nu e foarte potrivită pentru forma capului meu si nu o simt că se așează perfect. Oricum, după prima probă s-a mai lăsat și acum o port fără probleme o zi întreagă. Koroydul ăsta e un fel de fagure despre care Klim spune că oferă mai multă protecție și mai multă ventilație. Interiorul este foarte plăcut la atingere și comod. Este detașabil și poate fi spălat. Ventilată este, n-am ce să-i reproșez. Poate prea ventilată, uneori. La viteze de autostradă, călare pe Africa Twin Adventure Sports, intră vântul pe la urechi. Cel puțin în cazul meu, pentru că n-am mai auzit pe altcineva pângându-se de asta. Nu-mi dau seama cum, nu-mi dau seama pe unde, pentru c-am avut toate aerisirile închise. Pe R1250GSA e mai bine, parbrizul fiind mai lat. Acesta ar fi un punct negativ. Totodată, anumite detalii, finisaje și elemente din plastic nu dau neapărat senzația unei căști solide, premium – este un lucru care nu le scapă celor mai experimentați și cu spirit critic. Dar, per total, pot spune că sunt mulțumit de felul în care arată și se simte. Sistemul prin care se leagă sub bărbie e pe bază de magnet și nu mai ești nevoit să-ți dai mănușile jos ca să o pui și să o scoți de pe cap. Acestea sunt primele observații despre Klim Krios Pro. Revin când am ceva nou. Update: un cititor ne-a atras atenția că carcasa căștii nu e dezvoltată de Klim, ci pleacă de la un produs mai vechi. Mergând pe fir, observăm că ințial, carcasa a fost construită de Uvex, acum mai bine de 10 ani. Uvex Enduro Carbon a fost o cască apreciată la vremea ei. Ulterior, casca a fost rebranduită Nishua, iar apoi a fost preluată de Klim, sub numele Krios. Din Krios a devenit Krios Pro, cu modificările de rigoare, enumerate mai sus: interior, Koroyd, vizeră, aerisiri. Articol preluat de pe site-ul pemotoare.ro
  13. 2020 Triumph Rocket 3 R: Zero to 60 in 2.73 Seconds

    1975 was not a good year for America, for so many reasons. The inflation rate was 9.1% The unemployment rate was 8.1% The 1975 Corvette made 165 horsepower and took 7.7 seconds to reach 60 miles per hour. Photo: hemmings.com Yes you read that correctly. 165 horsepower from America’s pride and joy. 7.7 seconds to hit 60 mph, and a 16.1 second quarter mile. Thankfully things are a bit better these days. You can now walk into your local dealership and purchase a 165 horsepower 2020 Triumph Rocket 3 R. That 165 horsepower can take you from 0 to 60mph in 2.73 seconds if your drag racing skills are up to the task. Screenshot: triumphmotorcycles.com Take a look at the 51 second video below. Not only is the acceleration rate amazing, but Triumph is boasting improved handling, braking and ground clearance. The test rider accelerates faster than a McLaren, does monster wheelies, back into corners supermoto style, and drags his knee around the racetrack. Your results may vary. [embedded content] Mike Botan rode the Rocket 3r in Tenerife and came away impressed. Here is his full review of the bike. Below is the official Triumph Rocket 3 R intro video, sit back for 10 minutes and enjoy: [embedded content] Photo: triumphmotorcycles.com Photo: triumphmotorcycles.com Specifications of the 2020 Triumph Rocket 3 R are below: Type Inline 3-cylinder, water-cooled, DOHC Capacity 2458 cc Bore 110.2 Stroke 85.9 Compression 10.8:1 Max Power EC 165 HP (123 kW) @ 6,000rpm Max Torque EC 163 LB-FT @ 4,000rpm System Ride-by-Wire, fuel injected Exhaust Stainless 3-into-1 headers with 3 exit silencer / CAT box Final Drive Shaft, bevel box Clutch Wet, multi-plate hydraulically operated, torque-assist Gearbox 6-speed Frame Full aluminium frame Swingarm Single-sided, cast aluminium Front Wheel 17 x 3.5in cast aluminium Rear Wheel 16 x 7.5in cast aluminium Front Tire 150/80 R17 V Rear Tire 240/50 R16 V Front Suspension Showa 47mm upside-down 1 1 cartridge front forks, compression and rebound adjuster, 4.7in (120mm) travel Rear Suspension Fully adjustable Showa piggyback reservoir RSU with remote hydraulic preload adjuster, 4.2in (107mm) rear wheel travel. Front Brakes Dual 320mm discs, Brembo M4.30 Stylema® 4-piston radial monobloc calipers, Cornering ABS Rear Brakes Single 300mm disc, Brembo M4.32 4-piston monobloc caliper, Cornering ABS Instrument Display and Functions TFT multi-functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Rider-configurable) – Triumph TFT Connectivity System can be added with accessory fitted Bluetooth module Width Handlebars 35in (889mm) Height Without Mirror 41.9in (1065 mm Seat Height 30.4in (773mm) Wheelbase 66in (1677 mm) Rake 27.9 º Trail 5.3in (134.9mm) Dry Weight 641.5lb (291kg) Tank Capacity 4.8 US gal Fuel Consumption 6.82 l/100km (32.43 MPG) CO2 Figures EURO 5 Standard: 158g/km Source: triumphmotorcycles.com More information can be found at triumphmotorcycles.com Vezi sursa
  14. 1975 was not a good year for America, for so many reasons. The inflation rate was 9.1% The unemployment rate was 8.1% The 1975 Corvette made 165 horsepower and took 7.7 seconds to reach 60 miles per hour. Photo: hemmings.com Yes you read that correctly. 165 horsepower from America’s pride and joy. 7.7 seconds to hit 60 mph, and a 16.1 second quarter mile. Thankfully things are a bit better these days. You can now walk into your local dealership and purchase a 165 horsepower 2020 Triumph Rocket 3 R. That 165 horsepower can take you from 0 to 60mph in 2.73 seconds if your drag racing skills are up to the task. Screenshot: triumphmotorcycles.com Take a look at the 51 second video below. Not only is the acceleration rate amazing, but Triumph is boasting improved handling, braking and ground clearance. The test rider accelerates faster than a McLaren, does monster wheelies, back into corners supermoto style, and drags his knee around the racetrack. Your results may vary. [embedded content] Mike Botan rode the Rocket 3r in Tenerife and came away impressed. Here is his full review of the bike. Below is the official Triumph Rocket 3 R intro video, sit back for 10 minutes and enjoy: [embedded content] Photo: triumphmotorcycles.com Photo: triumphmotorcycles.com Specifications of the 2020 Triumph Rocket 3 R are below: Type Inline 3-cylinder, water-cooled, DOHC Capacity 2458 cc Bore 110.2 Stroke 85.9 Compression 10.8:1 Max Power EC 165 HP (123 kW) @ 6,000rpm Max Torque EC 163 LB-FT @ 4,000rpm System Ride-by-Wire, fuel injected Exhaust Stainless 3-into-1 headers with 3 exit silencer / CAT box Final Drive Shaft, bevel box Clutch Wet, multi-plate hydraulically operated, torque-assist Gearbox 6-speed Frame Full aluminium frame Swingarm Single-sided, cast aluminium Front Wheel 17 x 3.5in cast aluminium Rear Wheel 16 x 7.5in cast aluminium Front Tire 150/80 R17 V Rear Tire 240/50 R16 V Front Suspension Showa 47mm upside-down 1 1 cartridge front forks, compression and rebound adjuster, 4.7in (120mm) travel Rear Suspension Fully adjustable Showa piggyback reservoir RSU with remote hydraulic preload adjuster, 4.2in (107mm) rear wheel travel. Front Brakes Dual 320mm discs, Brembo M4.30 Stylema® 4-piston radial monobloc calipers, Cornering ABS Rear Brakes Single 300mm disc, Brembo M4.32 4-piston monobloc caliper, Cornering ABS Instrument Display and Functions TFT multi-functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Rider-configurable) – Triumph TFT Connectivity System can be added with accessory fitted Bluetooth module Width Handlebars 35in (889mm) Height Without Mirror 41.9in (1065 mm Seat Height 30.4in (773mm) Wheelbase 66in (1677 mm) Rake 27.9 º Trail 5.3in (134.9mm) Dry Weight 641.5lb (291kg) Tank Capacity 4.8 US gal Fuel Consumption 6.82 l/100km (32.43 MPG) CO2 Figures EURO 5 Standard: 158g/km Source: triumphmotorcycles.com More information can be found at triumphmotorcycles.com Vezi sursa
  15. We recently told you about recalls affecting the front brakes of certain Triumph and Ducati models. Unfortunately, Aprilia is joining the two companies with the same front brake pad problem. The Italian manufacturer is recalling four different models that have defective front brake pads. According to the recall, the front brake pads may corrode, potentially causing the front brake pad friction material to detach from the backing plate. Aprilia says this condition could increase the risk of a crash, injury, or death. In total, Aprilia says a total of 3,287 motorcycles may have this condition. The list of the affected motorcycles is as follows: MAKE MODEL YEAR APRILIA RSV4 RF 2017-2018 APRILIA RSV4 RR 2017-2020 APRILIA TUONO RF 2017-2020 APRILIA TUONO RR 2017-2020 This recall does not specifically pin the problem on a particular supplier. However, the recall does note that the failing components are found in Brembo brakes. In the two Triumph and Ducati recalls, the failing parts come from a Brembo supplier called Tungaloy. The Piaggio Group (Aprilia’s parent company) will notify owners of affected machines, and dealers will replace the front brake pads free of charge. This recall is expected to begin on May 22, 2020. In the interim, owners may contact Piaggio customer service at 1-212-380-4433 and should cite Piaggio recall number PA2ZZQ2001. Owners may also obtain additional information by calling the National Highway Traffic Safety Administration ‘s (NHTSA) hotline at 1-888-327-4263 citing NHTSA Campaign Number 20V245000or. Or owners can check for themselves at NHTSA’s website www.safercar.gov. This recall makes three manufacturers that have been hit with the faulty brake pad material. It will be interesting to see how many more manufacturers have the same problem. We’ll update you if other recalls are announced. Vezi sursa
  16. We recently told you about recalls affecting the front brakes of certain Triumph and Ducati models. Unfortunately, Aprilia is joining the two companies with the same front brake pad problem. The Italian manufacturer is recalling four different models that have defective front brake pads. According to the recall, the front brake pads may corrode, potentially causing the front brake pad friction material to detach from the backing plate. Aprilia says this condition could increase the risk of a crash, injury, or death. In total, Aprilia says a total of 3,287 motorcycles may have this condition. The list of the affected motorcycles is as follows: MAKE MODEL YEAR APRILIA RSV4 RF 2017-2018 APRILIA RSV4 RR 2017-2020 APRILIA TUONO RF 2017-2020 APRILIA TUONO RR 2017-2020 This recall does not specifically pin the problem on a particular supplier. However, the recall does note that the failing components are found in Brembo brakes. In the two Triumph and Ducati recalls, the failing parts come from a Brembo supplier called Tungaloy. The Piaggio Group (Aprilia’s parent company) will notify owners of affected machines, and dealers will replace the front brake pads free of charge. This recall is expected to begin on May 22, 2020. In the interim, owners may contact Piaggio customer service at 1-212-380-4433 and should cite Piaggio recall number PA2ZZQ2001. Owners may also obtain additional information by calling the National Highway Traffic Safety Administration ‘s (NHTSA) hotline at 1-888-327-4263 citing NHTSA Campaign Number 20V245000or. Or owners can check for themselves at NHTSA’s website www.safercar.gov. This recall makes three manufacturers that have been hit with the faulty brake pad material. It will be interesting to see how many more manufacturers have the same problem. We’ll update you if other recalls are announced. Vezi sursa
  17. MCIA Says: #Unlock Your Freedom

    With the number of COVID-19 cases decreasing in the UK, businesses are set to re-open in phases. This means that people will soon be returning to their workplaces. But instead of taking public transportation, the UK’s Motorcycle Industry Association (MCIA) is suggesting alternatives. MCIA encouragement The MCIA is encouraging people who already own a motorcycle to forego taking public transportation or their cars to work. Instead, the MCIA suggests that people consider taking “powered two-wheelers” (i.e motorcycles and scooters) to work. The UK’s MCIA an association of motorcycle industry businesses. It has even built a website called #unlockyourfreedom that gives people advice and information about commuting on powered two-wheelers. The website features information on several different topics including: Remaining totally isolated Affordable ownership Cost of travel MCIA says taking public transport provides freedom from public transport confinement. For those that don’t have a motorcycle license, there’s also information on finding local motorcycle training schools. According to the MCIA’s Nick Broomhall: “Powered two wheelers have lots of advantages. We’re keen to show people they can be a cheap and safe way to get to work, but we need help from existing riders too.” The MCIA also has suggestions for employers about how they can make things easier for staff members by providing dedicated motorcycle parking and changing areas so riders can change out of their riding gear and into their work clothes. The MCIA touting the use of powered two-wheelers instead of public transport. Information to the public It’s great to see the industry providing information to the public and employers on the capabilities that powered two-wheelers bring. The MCIA’s program looks like a win/win situation in helping people remain socially isolated while providing a way to travel, other than public transport. Vezi sursa
  18. With the number of COVID-19 cases decreasing in the UK, businesses are set to re-open in phases. This means that people will soon be returning to their workplaces. But instead of taking public transportation, the UK’s Motorcycle Industry Association (MCIA) is suggesting alternatives. MCIA encouragement The MCIA is encouraging people who already own a motorcycle to forego taking public transportation or their cars to work. Instead, the MCIA suggests that people consider taking “powered two-wheelers” (i.e motorcycles and scooters) to work. The UK’s MCIA an association of motorcycle industry businesses. It has even built a website called #unlockyourfreedom that gives people advice and information about commuting on powered two-wheelers. The website features information on several different topics including: Remaining totally isolated Affordable ownership Cost of travel MCIA says taking public transport provides freedom from public transport confinement. For those that don’t have a motorcycle license, there’s also information on finding local motorcycle training schools. According to the MCIA’s Nick Broomhall: “Powered two wheelers have lots of advantages. We’re keen to show people they can be a cheap and safe way to get to work, but we need help from existing riders too.” The MCIA also has suggestions for employers about how they can make things easier for staff members by providing dedicated motorcycle parking and changing areas so riders can change out of their riding gear and into their work clothes. The MCIA touting the use of powered two-wheelers instead of public transport. Information to the public It’s great to see the industry providing information to the public and employers on the capabilities that powered two-wheelers bring. The MCIA’s program looks like a win/win situation in helping people remain socially isolated while providing a way to travel, other than public transport. Vezi sursa
  19. Supercross starts up, outdoor MX is next

    After major disruptions due to COVID-19, America is racing motorcycles again, at least for now. Supercross resumed action over the May 31 weekend, and outdoor motocross is next. Supercross saw its season hit the skids in March, when the coronavirus pandemic was first hitting the US. Starting with the Indianapolis round, the Monster Energy AMA Supercross schedule was put on hold, while authorities and organizers figured how to make the races happen safely. The solution? Officials decided the best way to end the season was in an empty stadium. All seven remaining races are running in Salt Lake City, starting last weekend (May 31). Nobody can attend the events, due to social distancing requirements, but the races will be broadcast on NBC Sports (check local listings for time/channel number). Along with the rebooted supercross series (check here for Salt Lake City’s results), the Lucas Oil Pro Motocross is also getting ready to start. The original plan was to start racing July 4, but now it’s been pushed forward to July 18; the first event runs at Ironman Raceway in Crawfordsville, Indiana. Organizers are planning for 10 or 11 races, with the season closing October 10 at Fox Raceway in Pala, California. The trouble is, nobody’s quite sure about the government rules on public gatherings. For now, race organizers are trying to schedule events for states that allow fans to watch the action in-person, but with the quickly-changing environment we’re living in these days, predicting the future is almost impossible. A start date and end date will help race teams somewhat, but there are still plenty of details to hammer out in coming weeks—many of the races between the Indiana starter and the California closer are somewhat up in the air. Vezi sursa
  20. After major disruptions due to COVID-19, America is racing motorcycles again, at least for now. Supercross resumed action over the May 31 weekend, and outdoor motocross is next. Supercross saw its season hit the skids in March, when the coronavirus pandemic was first hitting the US. Starting with the Indianapolis round, the Monster Energy AMA Supercross schedule was put on hold, while authorities and organizers figured how to make the races happen safely. The solution? Officials decided the best way to end the season was in an empty stadium. All seven remaining races are running in Salt Lake City, starting last weekend (May 31). Nobody can attend the events, due to social distancing requirements, but the races will be broadcast on NBC Sports (check local listings for time/channel number). Along with the rebooted supercross series (check here for Salt Lake City’s results), the Lucas Oil Pro Motocross is also getting ready to start. The original plan was to start racing July 4, but now it’s been pushed forward to July 18; the first event runs at Ironman Raceway in Crawfordsville, Indiana. Organizers are planning for 10 or 11 races, with the season closing October 10 at Fox Raceway in Pala, California. The trouble is, nobody’s quite sure about the government rules on public gatherings. For now, race organizers are trying to schedule events for states that allow fans to watch the action in-person, but with the quickly-changing environment we’re living in these days, predicting the future is almost impossible. A start date and end date will help race teams somewhat, but there are still plenty of details to hammer out in coming weeks—many of the races between the Indiana starter and the California closer are somewhat up in the air. Vezi sursa
  21. OutBraker permite reglarea puterii frânelor hidraulice

    Noul OutBraker Brake Power Booster e un rezervor ce se montează pe conductă, reglabil, cu un sistem inteligent ce permite mai mult control asupra puterii frânelor hidraulice. Mai mult, permite reglarea punctului de contact al plăcuțelor. Sistemul funcționează cu orice frână de șosea sau de MTB. Iată modul său de funcționare: Brake Power Booster e un rezervor secundar adăugat în serie cu sistemul hidraulic al frânei. Pentru MTB se adaugă imediat după manetă iar la șosea deasupra etrierului. Ambele funcționează în același mod. Sistemul funcționează oferind posibilitatea de a regla cantitatea de lichid existentă în furtun la un anumit moment. Prin rotirea șurubului de reglaj într-o direcție se micșorează dimensiunea rezervorului și se forțează mai mult fluid în furtun, mutând plăcuțele mai mult înspre disc și oferind practic putere mai mare de frânare, deoarece levierul are cursă utilă mai lungă. Rotit invers, acesta captează mai mult lichid lăsând mai puțin în furtun, astfel că va fi nevoie să se tragă mai tare de manete pentru frânare. Avantajul vine din posibilitatea de a regla punctul de contact al plăcuțelor. Astfel, poate fi ajustat modul în care se simte maneta și posibil să se crească puterea oferită chiar înainte ca roata să se blocheze și să derapeze. Este de asemenea un mod bun de a ajusta frâna după uzura plăcuțelor, deși cam toate frânele hidraulice au o garnitură care face acest lucru. Cei care au folosit frâne pe disc mecanice știu că exista un buton rotativ sau un șurub care prin rotire apropia plăcuțele de disc. Practic același lucru face și OutBraker Power Booster. Prin reglarea dimensiunii rezervorului său, acesta adaugă sau ia lichid din furtunul de frână. Dacă e adăugat lichid, plăcuțele se vor apropia de disc și invers. Care e diferența față de reglajul Free Stroke? Acesta din urmă este o funcție a frânelor de top, reglează doar momentul în care se deschide cilindrul principal. Prin mutarea mai departe de portul cilindrului principal, sistemul permite tragerea unei curse mai mari a manetei înainte ca circuitul să se închidă și lichidul să fie împins prin furtun spre etrier. Deci pentru cei ce doresc, din motive doar de ei știute, ca maneta să se miște fără să facă practic nimic, există modele cum e Shimano XTR care oferă acest reglaj Free Stroke. Componenta e fabricată din aluminiu și oțel și e compatibilă cu frânele Shimano ; SRAM, Magura, Tektro, Formula (ediția 2) și Hope (ediția Pro). Producătorul zice că puterea este modulată pe o plajă cu 180% mai mare decât cea originală. Greutatea anunțată e de doar 22 g. Prețul e de 179$, sistemul fiind deja disponibil. Acesta nu e primul sistem de reglaj al puterii frânelor hidraulice produs de companie, dar e mult mai elegant ca cel original și acum e compatibil și cu frânele de șosea. Outbraker produce de asemenea adaptoare pentru montarea a două conducte la o manetă, utile celor cu nevoi speciale, dar și sisteme tip ABS. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
  22. Noul OutBraker Brake Power Booster e un rezervor ce se montează pe conductă, reglabil, cu un sistem inteligent ce permite mai mult control asupra puterii frânelor hidraulice. Mai mult, permite reglarea punctului de contact al plăcuțelor. Sistemul funcționează cu orice frână de șosea sau de MTB. Iată modul său de funcționare: Brake Power Booster e un rezervor secundar adăugat în serie cu sistemul hidraulic al frânei. Pentru MTB se adaugă imediat după manetă iar la șosea deasupra etrierului. Ambele funcționează în același mod. Sistemul funcționează oferind posibilitatea de a regla cantitatea de lichid existentă în furtun la un anumit moment. Prin rotirea șurubului de reglaj într-o direcție se micșorează dimensiunea rezervorului și se forțează mai mult fluid în furtun, mutând plăcuțele mai mult înspre disc și oferind practic putere mai mare de frânare, deoarece levierul are cursă utilă mai lungă. Rotit invers, acesta captează mai mult lichid lăsând mai puțin în furtun, astfel că va fi nevoie să se tragă mai tare de manete pentru frânare. Avantajul vine din posibilitatea de a regla punctul de contact al plăcuțelor. Astfel, poate fi ajustat modul în care se simte maneta și posibil să se crească puterea oferită chiar înainte ca roata să se blocheze și să derapeze. Este de asemenea un mod bun de a ajusta frâna după uzura plăcuțelor, deși cam toate frânele hidraulice au o garnitură care face acest lucru. Cei care au folosit frâne pe disc mecanice știu că exista un buton rotativ sau un șurub care prin rotire apropia plăcuțele de disc. Practic același lucru face și OutBraker Power Booster. Prin reglarea dimensiunii rezervorului său, acesta adaugă sau ia lichid din furtunul de frână. Dacă e adăugat lichid, plăcuțele se vor apropia de disc și invers. Care e diferența față de reglajul Free Stroke? Acesta din urmă este o funcție a frânelor de top, reglează doar momentul în care se deschide cilindrul principal. Prin mutarea mai departe de portul cilindrului principal, sistemul permite tragerea unei curse mai mari a manetei înainte ca circuitul să se închidă și lichidul să fie împins prin furtun spre etrier. Deci pentru cei ce doresc, din motive doar de ei știute, ca maneta să se miște fără să facă practic nimic, există modele cum e Shimano XTR care oferă acest reglaj Free Stroke. Componenta e fabricată din aluminiu și oțel și e compatibilă cu frânele Shimano ; SRAM, Magura, Tektro, Formula (ediția 2) și Hope (ediția Pro). Producătorul zice că puterea este modulată pe o plajă cu 180% mai mare decât cea originală. Greutatea anunțată e de doar 22 g. Prețul e de 179$, sistemul fiind deja disponibil. Acesta nu e primul sistem de reglaj al puterii frânelor hidraulice produs de companie, dar e mult mai elegant ca cel original și acum e compatibil și cu frânele de șosea. Outbraker produce de asemenea adaptoare pentru montarea a două conducte la o manetă, utile celor cu nevoi speciale, dar și sisteme tip ABS. Mai multe informații găsiți pe pagina producătorului. Informații de pe bikerumor.com Sursa: Freerider
  23. Ultima săptămână
  24. Early explorers did not have it easy, compared to us in the present day. All things are relative of course, but it was once considered the norm that crossing a largely unexplored country was done at the speed of horseback, while having to simply know where to find food and water along the way, and often under threat of attack from both outside forces and internal strife. Today, roadside gift shops sell “I pee outside” t-shirts as a badge of honor, and “you will have to s*** in the woods” can appear in the list of hardships one will have to deal with during an “overland” outing. Starvation, versus defecation without porcelain. The trials and tribulations of travel have tamed over time. Today, we have almost obscenely overpowered and overly capable adventure motorcycles which can take a rider virtually anywhere they can imagine with relative ease. In an inferior nod to a more difficult time, I decided to take a more difficult path to Carrizo Plain, and found it might have actually been the easier way. Along with two friends aboard a 2006 KTM 950 Adventure S and 2019 KTM 790 Adventure R, I boarded a 2019 Royal Enfield Himalayan for the 1,059 mile trek. While “adventure” is not in the bike’s name, it is in the bike’s simple and effective design. Southern California superslabs, twisty mountain roads, moderately paved and entirely unpaved backroads, and torn up sand washes would put the 410cc single-cylinder machine through its paces over this four day journey. Imagine what the United States was like 300 years ago. It should be relatively easy to do – simply erase all traces of infrastructure from your mind. Although, roaming through the middle of a dense and endlessly expansive megalopolis like Los Angeles, this is harder to picture. Yet a mere two and a half hours north of LA lies the Carrizo Plain National Monument, where you can roll the clock back 300 years, or more, and learn what silence truly sounds like. Chasing down a 1200cc Harley-Davidson in the twisty curves of Highway 33 leaving Ojai, the Enfield proves itself to be a fun rider training machine. Massively limited power by comparison to the rabbiting Harley just ahead, the Enfield’s throttle must remain pinned almost the entire time to keep up, while speeds are regulated by lean angle and tire bite scrubbing things down through turns. Low ride h means pegs scraping are a common occurrence however, so you need to keep those feet back a bit to prevent boots ending up shaved down like a long wingtip brogue. ADVERTISEMENT Taking a long, scenic detour along Lockwood Valley Road to Frazier Park and then over Pine Mountain, brings us back to Highway 33 a short distance from where Soda Lake Road enters the Carrizo Plain. Extremely little infrastructure exists in the Carrizo Plain. A trip here means bringing everything one might need, for the entire time they plan on visiting. Once veering off Soda Lake Road and into the open lands on either side, the only evidence of human involvement in this land is the rare sign and occasional gate. The “pack it in, pack it out” philosophy is well-respected here, and this environment has not suffered the same fate as many Western deserts have, with shot up televisions and poorly maintained campsite remnants often visible. While the chaos of early 2020 saw nearly all public facilities in California and elsewhere closed due to concerns of viral contagion, remote BLM lands remained largely unaffected. For the motorcycle adventure traveler, the “distancing” model fits what is actually standard procedure. A capable adventure bike can easily find more remote, and often more picturesque settings far from established campsites or designated viewpoints. Such was the case as we entered Carrizo Plain. Along a remote stretch of Soda Lake Road, the backside of a small sign caught my eye. Simply reading “Pipeline Road,” it was enough to encourage a departure from the main road through the plain to see what lay in the hills beyond. We found a wild camping option in the foothills with superb view of the valley floor below. For a more refined camping experience, Selby Campground offers water, bathrooms, picnic benches, and fire rings, free of charge.Spotting a makeshift sign attached to an equally dubious fencepost initially inspired concern of some form of closure, however on closer inspection the “pack it in, pack it out” message was again underscored. Responsible travel being encouraged, is encouraging. We pressed on further into the remoteness. The rutted out fire road became a faint, grassy two track path, and eventually ceased altogether at the edge of a slowly descending valley. Cell Phone service had ceased long before the path had, and we set up camp in the huge emptiness. Views of massive rolling hills are roughly organized into two distinct mountain ranges – the Calientes and the Temblors. At 5,106 feet, Caliente Mountain is San Luis Obispo County’s highest point, but the Temblor range holds the key to this region’s fame. While peaks in this range average 3,500 feet, and the tallest point is only 4,332 feet at McKittrick Summit, perhaps the most notable and defining feature of the Carrizo Plain lies along the valley floor at the base of these mountains. Ripping a path more than 800 miles through California all the way from the Gulf of California to San Francisco Bay, the San Andreas Fault is an ominous and clearly visible reminder of the dynamic and chaotic planet we live on. Rather than an unseen earthquake fault which is felt, and heard about on the news, the San Andreas is a massively visible scar created by the North Pacific Continental Plate sliding past the North American Continental Plate on its slow journey northward. Progress of this geological trek is only around 1.5-2.5 inches per year normally, but the occasional tectonic sprint takes place, resulting in passes as much as 21 feet such as during the 1906 earthquake. Clear evidence of the San Andreas Fault line can be seen in this aerial photo of Carrizo Plain (Photo by John Wiley)An unusually wet winter, combined with ideal spring temperatures has resulted in lush, green landscapes teeming with life. Among the wide variety of mammals, birds, and reptiles that populate the Carrizo Plain, the pronghorn antelope is among those which stand out. Often cited as the second fastest land animal on earth, the pronghorn can achieve peak running speeds as high as 55 miles per hour. While the African cheetah takes the win for top speed, the pronghorn can sustain its high speeds for a longer duration than the cheetah. Where cheetah and Thompson’s gazelle dart around the Serengeti, these pronghorn “speed goats” will outrun anything on the Carrizo Plain, likely part of what inspires the area’s nickname of “California’s Serengeti”. Just when you think you’re getting good at this off-road thing, a group of wild pronghorn antelope shows you how it’s done. Towards the northern end of the plain, the normally dry 3,000 acre Soda Lake is among the most unique and distinguishing features of the area. The aforementioned wet winter has transformed the vast expanse of brilliant white mineral deposits into a deep blue, surrounded by an endless carpet of green, highlighted with patches of multicolored wildflowers. In years when there are heavy rains in the fall, spectacular blooms of colorful wildflowers appear on the Carrizo Plain.As one of the largest undisturbed alkali wetlands in California, thousands of sandhill cranes flock here. The seasonal waters also support both brine and fairy shrimp. Lacking any natural outfall, this water will eventually evaporate, and the recognizable blanket of brilliant white will again dominate this portion of the plain. In the dry season, you can watch large dust devils dance on Soda Lake. In the dry season you can watch dust devils dance on the fine white powdery surface of Soda Lake.In stark contrast to the rest of the San Joaquin Valley ecosystem, the Carrizo Plain remains almost entirely undeveloped. Human history in the plain dates back thousands of years, yet attempts at settlement and modernization never quite took hold. Native Americans such as the Chumash, Yokuts, and others hunted and traded here. Painted Rock, on the southwest side of Carrizo Plain, is one of the most significant examples of Native American rock painting in California. Evidence of human activity on the Carrizo Plain dates back many thousands of years. Native Americans began leaving pictographs at Painted Rock as far back as 2000 BC (Photo by Michael L. Baird).In modern times, pioneers and speculators began acquiring parcels and settling in the Carrizo Plain after California achieved statehood in 1850. At first, these early settlers focused primarily on sheep and cattle ranching. In the late 1800’s, dryland grain farming began developing in the plain, and large-scale mechanized farming later came in 1912. Evidence of these farming efforts remains today, scattered sparsely throughout the plain in the form of old dwellings, abandoned equipment, and collapsing infrastructure. The L.E. Traver ranch is possibly the most complete and notable example. In the 1940’s the Traver family purchased approximately 800 acres and began farming primarily wheat and barley. Examples of the farm implements used are on display just off Soda Lake Road, next to the large block house they constructed. Due to limited and unpredictable rainfall in the area, farms struggled to eke out a living on the land and eventually all efforts were abandoned around the middle of the 20th century. Old harvesters like these were cumbersome machines to operate, requiring a crew of up to 10 men. Early harvesters were pulled by a team of twenty-six horses or mules.Vanished indigenous peoples, short-lived industrial farming efforts, and mountain ranges named after the sensation of feeling the earth shake. All these things speak to the volatility and dynamic nature of the Carrizo Plain. Experiencing the thick tranquility this land offers can perhaps hide the ticking geological time bomb which divides the plain in two. Standing in the gap created by a disagreement between continental plates is a chasm of reminder, swept under the rug of the desert, well out of sight for the 40 million residents of California. We can build all we like, yet nature can rip the planet in two any moment she pleases. For the time being, the Carrizo Plain remains the largest native grassland still undeveloped in California. Empty and undisturbed, a visit here reveals just how full emptiness can be. Author: Jon Beck Jon Beck is fulfilling a dream of never figuring out what to be when he grows up. Racing mountain bikes, competitive surfing, and touring as a musician are somehow part of what led Jon to travel through over 40 countries so far as an adventure motorcycle photographer, journalist, and guide. From precision riding for cameras in Hollywood, to refilling a fountain pen for travel stories, Jon brings a rare blend of experience to the table. While he seems happiest when lost in a desert someplace, deadlines are met most of the time.
  25. Lenzerheide bikepark

    Dacă tot am publicat mai devreme ştirea despre cei 900 km de poteci pentru mtb din Lenzerheide, haideţi să şi vedem cum e pe-acolo Sursa: Freerider
  26. video Lenzerheide bikepark

    Dacă tot am publicat mai devreme ştirea despre cei 900 km de poteci pentru mtb din Lenzerheide, haideţi să şi vedem cum e pe-acolo Sursa: Freerider
  27. Pe 6 iunie 2020 îşi deschide pentru prima oară porţile noul Bike Kingdom Lenzerheide, formt din două bike parkuri, 6 regiuni şi 900 km de poteci! Bike Kingdom Lenzerheide va fi inaugurat acest weekend, sâmbătă 6 iunie, pregătit să primească rideri de toate nivelurile, cu aceeaşi ocazie cu care se deschid în Elveţia şi gondolele, forţate să ia pauză cu ocazia pandemiei COVID. În inima acestui „Regat” se află Lenzerheide Bikepark, considerat de cei mai mulţi drept bike park-ul preferat din Elveţia. Cu 5 trasee, pornind de la cel albastru FLOWline şi până la cel negru STRAIGHTline, care va fi folosit şi pentru Cupa Mondială de DH de anul acesta, Lenzerheide oferă acţiune pentru toţi pasionaţii de mtb. Iar dacă vrei ŞI MAI multă acţiune, poţi merge vis-a-vis la Alpenbikepark Chur. foto Egelmair PhotographyBike Kingdom Lenzerheide este însă mai mult decât un simplu bike park. Regatul conţine şase regiuni. Pornind de la „Bear Mountains” din est, traversând Vârful Roşu – căminul bikeparkului Lenzerheide, continuând cu “Southern Delights”, “Steep Trees” spre “The Capital” şi spre “Western Summits” în vest, peste 900 km de poteci aşteaptă să fie descoperite pe bicicletă. foto Samatha Saskia DugonTrasee noi cum ar fi Top Fops, care uneşte June Hütte cu Alp Fops, unde Danny MacAskill a filmat clipul Home of Trails, cursivul ”The Pipe” sau “Urdenfürggli Twister” presărat cu switchbackuri strânse care poartă riderul prin peisaje de neuitat, până la Mottahütte, sunt doar câteva din noile „oferte” din Bike Kingdom Lenzerheide. foto Balz WeberÎnsă un tărâm precum Regatul Bicicletei nu ar fi complet fără propriile evenimente şi festivaluri, iar bikeparkul livrează la greu. Acţiune şi adrenalină sunt garantate în timpul Cupei Mondiale UCI de MTB care are loc între 4 şi 6 septembrie şi care va conţine Cross country, Downhill şi Short Track. Campionul mondial, Nino Schurter este chiar din Lenzerheide, şi cu siguranţă abia aşteaptă să se dea pe traseul care-i poartă numele „Nino’s Gold-Trail by ÖKK”. foto Balz WeberApoi „Bike Kingdom Feast” va avea loc între 18 şi 20 septembrie oferind numeroase evenimente precum Dirt Royale şi Family Dual Slalom, la care se adaugă gastronomia locală şi evident petrecerile. Bike Kingdom Lenzerheide vine şi cu un app de telefon care este mai mult decât un planificator de ture. Cu aplicaţia poţi participa cu prietenii la „curse” de-a lungul şi de-a latul întregului Regat, la care poţi chiar primi şi premii! Sursa: Freerider
  28. NATHAN WATSON: MR. DO-IT-ALL

    NATHAN WATSON: MR. DO-IT-ALL Posted in People, Racing In a world of specialists, a racer like Nathan Watson has become the exception to the norm. From motocross to enduro, hard enduro and back to beach racing, he’s achieved success every step of the way. He’s taken on the best in the world and more often than not he’s beaten them. Nathan Watson – Red Bull KTM Factory Racing. PC @PascalHaudiquert Last year was arguably the Red Bull KTM Factory Racing star’s most fruitful, and busiest, season to date. Kicking things off by becoming the first British rider to win the infamous Enduropale du Touquet beach race, then in complete contrast he went on to finish iconic hard enduro events like the Red Bull Romaniacs. Claiming a victory and multiple podiums in the WESS Enduro World Championship, he incredibly capped things off by helping Great Britain to third overall in the Motocross of Nations. In essence, 2019 perfectly encapsulated Nathan as a rider – always ready to ‘give it a go’ and unafraid to face challenges head on. Charting an incredible career to date the 25-year-old recalls some of his milestone racing firsts… Watson is familiar with racing at speed, here he is on his way to winning at the Hawkstone Park Cross-Country WESS Enduro World Championship round in 2019. PC @Future7Media First Taste Of Enduro – 2011 British Sprint Enduro Championship “Although I didn’t switch professionally to enduro until 2016, my first experience of it came back in 2011, at the British Sprint Enduro Championship in Wales. By chance we had a free weekend and the weather was good, so Dad took me and my brother to race it. I had no idea what I was getting into. I didn’t really understand the format of racing against the clock, but I seemed to adapt quickly. I actually managed to win the first day riding a borrowed KTM 350 EXC-F against Jamie and Danny McCanney, but never pursued it further because back then motocross was my only focus.” In 2011 Watson raced his first enduro event in the UK; he went on to switch his focus to the discipline in 2016. PC @Future7Media First Year Of Enduro – 2016 Enduro 2 World Championship “The first special test of an enduro is so important. Get it wrong and you can lose so much – often it’s the difference between a good and bad day. When I started enduro in 2016, that was the toughest thing for me to get my head around. In motocross you’ve time to figure out how to go fast. There are practice sessions, qualification and then racing, whereas in enduro within minutes of starting you’ve got to switch it on. Walking is everything in enduro and you need to visualize the lines you want to take.” First EnduroGP Win – 2017 EnduroGP World Championship “I won some Enduro 2 class races in 2016, but taking my first EnduroGP victory in 2017 on the KTM 350 EXC-F was quite special. It happened in Greece and up to that point things were a bit mixed. I had a small injury earlier in the year and it took time to fix. Everything just sort of flowed in Greece. It was a great confidence boost to prove myself like that. The following weekend in Portugal I kept that form and won by 90 seconds on the opening day. Looking back, it’s unfortunate that the start to my season wasn’t as good as how it ended, I feel I could have been a much stronger title contender that year.” Watson’s first race on a 2-stroke was at the Extreme XL Lagares in 2018 – in his words it was a ‘real baptism of fire’. PC @Future7Media First 2-Stroke Race – 2018 Extreme XL Lagares “My first race on a 2-stroke, a KTM 300 EXC, was also my first Hard Enduro. Extreme Lagares was the opening round of the 2018 WESS Enduro World Championship and it was a real baptism of fire. I was wet behind the ears going into that, as they say. I knew it would be tough, but never imagined how tough. Those riverbeds were so slippery, if you made a mistake you literally slipped about 10 meters back. It gave me huge respect for the top guys – how they can make the impossible look easy is impressive.” In the winter Watson races the French Beach Race series – here he is on his way to making history at the famous Enduropale du Touquet race. PC @PascalHaudiquert First Red Bull Romaniacs – 2018 WESS Enduro World Championship “My first taste of the Red Bull Romaniacs is a day I will never forget. I’d just raced Extreme Lagares and the Red Bull Erzbergrodeo, but this was on another level. The weather was horrendous, and it was my first-time using GPS navigation. I got lost so many times. My bike ended up in a tree and I had to ask Bronze class riders to help me get it out. I think we were on the mountain for about 10 hours, it was crazy and still only the first day of four. People have asked why I didn’t quit, but part of me just likes a challenge. I like to push my limits beyond what I think I can do and not give up. Enduro can be a mental challenge and those days always make you stronger further down the road.” Battling the Iron Giant at the Red Bull Erzbergrodeo – Watson has raced some of the toughest events on the planet in the WESS Enduro World Championship. PC @Future7Media First WESS Win – 2018 Red Bull Knock Out “After a year learning hard enduro it was nice to end my season with a debut WESS win at Red Bull Knock Out. I wanted to go there and give my best. I knew I could be strong in the sand because I’ve always thrived in those conditions, but with guys like Glenn Coldenhoff racing I didn’t expect to win. Thankfully we had my KTM 450 SX-F set up perfectly and it was a dream to ride. I put everything I had into that race and won – it was an amazing weekend.” Watson became the first British rider to win the Enduropale du Touquet in 2019. PC @PascalHaudiquert First Enduropale le Touquet win – 2019 “Enduropale le Touquet is the pinnacle of beach racing and is the biggest race in France. It’s steeped in so much history and as a child I dreamed of winning it. To do it in 2019 was magical, really. The track itself is actually quite basic compared to other beach races – it’s mainly straights and chicanes. But add in 1,000 other riders and it gets hard. It’s also the one everybody wants to win, so more risks are taken – especially at the start. I don’t enjoy the pace in the early laps because it’s so fast, but I think my time spent in enduro at places like Romaniacs has helped me to dig deep and find something extra in the final stages. Everything came together perfectly in 2019 and we won. It’s been the biggest achievement of my life so far.” Competing for Great Britain at the prestigious Motocross of Nations in Assen, The Netherlands 2019 – Watson helped the team to a podium finish and showed he can still mix it up with the MXGP regulars. PC @RayArcher First Motocross of Nations – 2019 Assen, Netherlands “Getting selected for the Motocross of Nations in 2019 with Great Britain was a dream come true. When I moved to enduro I thought that opportunity would never happen and until then it was something that bothered me. Being picked for the team was a last-minute thing. I was racing WESS. I actually won Hawkstone Park Cross-Country the weekend before Assen and was back racing classic enduro the weekend after it. But when an opportunity like that arises you make it work. KTM put an amazing bike together for me with the KTM 450 SX-F and we raced on the biggest stage of motocross. Capping it off with a podium result was unbelievable.” Watson won a second consecutive French Beach Race title in 2020, but his season is currently on pause until the Covid-19 restrictions are reduced. PC @PascalHaudiquert What’s next.. “After winning the French Beach Race title earlier in the year it’s been strange to put racing on hold due to coronavirus, but that break has given me an opportunity to close the chapter on a successful 2019. I’m hungry to take another step forward in the WESS Enduro World Championship and to win some more races, let’s hope we’re back out there competing soon.”
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