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  3. Remember “fifties,” the scooters and motorcycles we used to get with 49 cc engines? They used to be everywhere, and aside from a couple of token models from Japan now (Ruckus riders, represent!), they’re basically done. We certainly don’t see machines like the YSR50 or DT50, the classic Yamaha sportbike and dual-sport models that offered a scaled-down motorcycle package that gave young riders a chance to flex their moped license beyond the usual boundaries. There are multiple reasons for this regrettable decline, but I have good news: Over in Europe, Mash Motors is making fifties great again, sort of. Groovy, man. Except it’s kinda gutless. Photo: Mash For its 2024 lineup, Mash lists a 49 cc model that’s imaginatively called… the “Fifty.” It’s powered by an air-cooled four-stroke motor (built in China) with a rather gutless 2.8 hp at 8,000 rpm. On the plus side, it has a four-speed gearbox and a kickstart, both rare options in this class today! Claimed weight for the standard model—a sort of cafe-racer-looking thing—is 230 lb, and that’s probably a dry weight. It is cool to see a practical runabout like this still in production and sold in Western markets, but make no mistake, this is about as basic as a motorcycle can get. Top speed is around 30 mph, although weight, wind and hills will play a big role in determining how fast you can actually get to. Here’s a cool-looking homage to the vintage XT thumper series, powered by the same 49 cc engine. Photo: Mash There’s a more interesting sub-variant of the Fifty. It’s called the X-Ride, and it comes with retro paint that looks a lot like an old Yamaha XT500. Little touches like fork gaiters, aluminum swingarm and a rear luggage rack might be enough to fool a 14-year-old into thinking they’re going to challenge Dakar, at least! It weighs 253 lb, and again, we’d presume that’s a dry weight. A very cool-looking machine, and certainly a lot more exciting than those awful plastic-fantastic scooters that so many of us started out on in the 1980s and 1990s. Maybe it won’t turn you into a vintage Dakar rally-raider, but at least it sure looks better than most of the 49 cc machines on the market. Photo: Mash For more deets on Mash’s lineup, see their website here. Vezi sursa
  4. Remember “fifties,” the scooters and motorcycles we used to get with 49 cc engines? They used to be everywhere, and aside from a couple of token models from Japan now (Ruckus riders, represent!), they’re basically done. We certainly don’t see machines like the YSR50 or DT50, the classic Yamaha sportbike and dual-sport models that offered a scaled-down motorcycle package that gave young riders a chance to flex their moped license beyond the usual boundaries. There are multiple reasons for this regrettable decline, but I have good news: Over in Europe, Mash Motors is making fifties great again, sort of. Groovy, man. Except it’s kinda gutless. Photo: Mash For its 2024 lineup, Mash lists a 49 cc model that’s imaginatively called… the “Fifty.” It’s powered by an air-cooled four-stroke motor (built in China) with a rather gutless 2.8 hp at 8,000 rpm. On the plus side, it has a four-speed gearbox and a kickstart, both rare options in this class today! Claimed weight for the standard model—a sort of cafe-racer-looking thing—is 230 lb, and that’s probably a dry weight. It is cool to see a practical runabout like this still in production and sold in Western markets, but make no mistake, this is about as basic as a motorcycle can get. Top speed is around 30 mph, although weight, wind and hills will play a big role in determining how fast you can actually get to. Here’s a cool-looking homage to the vintage XT thumper series, powered by the same 49 cc engine. Photo: Mash There’s a more interesting sub-variant of the Fifty. It’s called the X-Ride, and it comes with retro paint that looks a lot like an old Yamaha XT500. Little touches like fork gaiters, aluminum swingarm and a rear luggage rack might be enough to fool a 14-year-old into thinking they’re going to challenge Dakar, at least! It weighs 253 lb, and again, we’d presume that’s a dry weight. A very cool-looking machine, and certainly a lot more exciting than those awful plastic-fantastic scooters that so many of us started out on in the 1980s and 1990s. Maybe it won’t turn you into a vintage Dakar rally-raider, but at least it sure looks better than most of the 49 cc machines on the market. Photo: Mash For more deets on Mash’s lineup, see their website here. Vezi sursa
  5. We see this chatter all the time on the forum at ADVrider and also in the comments section here, with riders breaking down and assessing others’ moto choices: “You’re on the wrong bike.” Dakar rider, trainer and moto-journo Llewellyn Sullivan-Pavey is here to talk about that mindset. His video description: Choosing the correct adventure bike is a minefield.The internet is full of 1000 different opinions that are 1000% correct. Both the ideology and the culture surrounding it are problematic, so let’s address that a little bit. Being honest and pragmatic about what you want to do and how capable you are will determine exactly what type of bike you should ride and that decision is perfectly good for you, in this moment. As an example, he says that comments saying “big bikes can’t go off-road because they’re too heavy” are silly. Plenty of motorcyclists ride big bikes off-road, and they aren’t all pro racers or trainers like Chris Birch. Modern adventure bikes can handle serious off-road riding, and it is disingenuous to say otherwise. “The problem here is not the bike,” says Sullivan-Pavey. “It’s you, and your skill level, and matching your skill level to the riding you want to do and the bike that’s going to let you do that.” With that in mind, here is Sullivan-Pavey’s advice on picking a bike: Remember the end goal of why you’re buying an adventure bike to start with—enjoyment. “Pick the bike that you’re going to enjoy the most.” Do some self-reflection on your riding skills. What’s your current riding skill level? Match your skills and bike to the riding you want to do. Pick a bike that you are in control of, that you can manage for the type of riding you want to do. What do you think? Are adventure bikes unfairly maligned, due to many riders’ inability to handle them? Are ADVers overly critical of other riders’ machines? Is this video about how lecturing others isn’t cool simply a lecture itself? Are riders giving out criticism to others’ choices to mask their own lack of riding skill? I’d genuinely like to hear some of your thoughts, because I’ve given good advice that wasn’t appreciated, but was true, in the past… and noted that, over time, I was proven correct. I’ve also received some very good moto-advice, some which I heeded and it paid off; other stuff that I didn’t, and I regret it still. Maybe the key is in the giving of the advice, and knowing when to shut up? Vezi sursa
  6. We see this chatter all the time on the forum at ADVrider and also in the comments section here, with riders breaking down and assessing others’ moto choices: “You’re on the wrong bike.” Dakar rider, trainer and moto-journo Llewellyn Sullivan-Pavey is here to talk about that mindset. His video description: Choosing the correct adventure bike is a minefield.The internet is full of 1000 different opinions that are 1000% correct. Both the ideology and the culture surrounding it are problematic, so let’s address that a little bit. Being honest and pragmatic about what you want to do and how capable you are will determine exactly what type of bike you should ride and that decision is perfectly good for you, in this moment. As an example, he says that comments saying “big bikes can’t go off-road because they’re too heavy” are silly. Plenty of motorcyclists ride big bikes off-road, and they aren’t all pro racers or trainers like Chris Birch. Modern adventure bikes can handle serious off-road riding, and it is disingenuous to say otherwise. “The problem here is not the bike,” says Sullivan-Pavey. “It’s you, and your skill level, and matching your skill level to the riding you want to do and the bike that’s going to let you do that.” With that in mind, here is Sullivan-Pavey’s advice on picking a bike: Remember the end goal of why you’re buying an adventure bike to start with—enjoyment. “Pick the bike that you’re going to enjoy the most.” Do some self-reflection on your riding skills. What’s your current riding skill level? Match your skills and bike to the riding you want to do. Pick a bike that you are in control of, that you can manage for the type of riding you want to do. What do you think? Are adventure bikes unfairly maligned, due to many riders’ inability to handle them? Are ADVers overly critical of other riders’ machines? Is this video about how lecturing others isn’t cool simply a lecture itself? Are riders giving out criticism to others’ choices to mask their own lack of riding skill? I’d genuinely like to hear some of your thoughts, because I’ve given good advice that wasn’t appreciated, but was true, in the past… and noted that, over time, I was proven correct. I’ve also received some very good moto-advice, some which I heeded and it paid off; other stuff that I didn’t, and I regret it still. Maybe the key is in the giving of the advice, and knowing when to shut up? Vezi sursa
  7. LiveWire is recalling certain S2 Del Mar electric motorcycles because some may have loose fasteners in several areas, including the rear axle assembly and lower shock joint. This is the second time certain S2 Del Mar motorcycles have been recalled in less than a month. Their first recall was for a software problem that could shut down the motorcycle while in motion, increasing the risk of a crash. LiveWire’s Safety Recall Report LiveWire’s Part 573 Safety Recall Report to NHTSA says 165 motorcycles manufactured between July 31, 2023, and November 30, 2023, may be affected. Describing the cause of the recall, LiveWire said: “The recall population includes certain MY24 LiveWire S2DM model motorcycles which were inspected by a third-party. Other motorcycles either within the build range or built outside of the build range are not part of the recall population. The recall population was determined based upon a review of production records to determine which motorcycles underwent insufficient inspection and torquing by our third-party subcontractor.” “Motorcycles within the recall population may have been shipped to dealers with zero clamp load in several areas, including the rear axle assembly, lower shock joint, and certain powertrain fasteners, among others.” Describing the potential safety risk, LiveWire says: “Zero clamp load on the rear axle assembly or the lower shock joint may lead to a loss of control which may increase the risk of a crash.” Affected motorcycles The motorcycles included in this recall are as follows: Make Model Model Year LiveWire S2 Del Mar 2024 Below are the affected bike’s non-sequential VINs: VIN Range 1: Begin: 1HD3GCYB0RB550041 End : 1HD3GCYB0RB550699 Supplier of defective component: According to the Part 573 Recall Report, the problem is being attributed to an unidentified third-party vendor. However, LiveWire claimed responsibility as the component manufacturer. It would have been interesting to learn who LiveWire’s third-party vendor is, especially since that vendor apparently assists LiveWire during in the assembly process. Name: LiveWire EV, LLC Address: 3700 W. Juneau Ave. Milwaukee Wisconsin 53208 Country: United States LiveWire S2 Del Mar Repairs LiveWire will ask owners of affected motorcycles to take their motorcycles to an authorized LiveWire dealer. The dealer will then perform an inspection of “specific joints” and properly tighten any loose joints to specifications at no charge to the customer.” Further, if the dealer finds damaged components, they will be replaced at no cost to the customer. Notification schedule To remedy the defect, LiveWire will make notifications in accordance with the following schedule: Planned Dealer Notification Date: March 21, 2024 – March 28, 2024 Planned Owner Notification Date: March 26, 2024 – April 02, 2024 Contacts If owners have questions, they may contact LiveWire at 833-951-7433, citing recall 1001. Owners may also contact the NHTSA Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), quoting NHTSA Campaign Number 24V-149, or go to www.nhtsa.gov. Vezi sursa
  8. LiveWire is recalling certain S2 Del Mar electric motorcycles because some may have loose fasteners in several areas, including the rear axle assembly and lower shock joint. This is the second time certain S2 Del Mar motorcycles have been recalled in less than a month. Their first recall was for a software problem that could shut down the motorcycle while in motion, increasing the risk of a crash. LiveWire’s Safety Recall Report LiveWire’s Part 573 Safety Recall Report to NHTSA says 165 motorcycles manufactured between July 31, 2023, and November 30, 2023, may be affected. Describing the cause of the recall, LiveWire said: “The recall population includes certain MY24 LiveWire S2DM model motorcycles which were inspected by a third-party. Other motorcycles either within the build range or built outside of the build range are not part of the recall population. The recall population was determined based upon a review of production records to determine which motorcycles underwent insufficient inspection and torquing by our third-party subcontractor.” “Motorcycles within the recall population may have been shipped to dealers with zero clamp load in several areas, including the rear axle assembly, lower shock joint, and certain powertrain fasteners, among others.” Describing the potential safety risk, LiveWire says: “Zero clamp load on the rear axle assembly or the lower shock joint may lead to a loss of control which may increase the risk of a crash.” Affected motorcycles The motorcycles included in this recall are as follows: Make Model Model Year LiveWire S2 Del Mar 2024 Below are the affected bike’s non-sequential VINs: VIN Range 1: Begin: 1HD3GCYB0RB550041 End : 1HD3GCYB0RB550699 Supplier of defective component: According to the Part 573 Recall Report, the problem is being attributed to an unidentified third-party vendor. However, LiveWire claimed responsibility as the component manufacturer. It would have been interesting to learn who LiveWire’s third-party vendor is, especially since that vendor apparently assists LiveWire during in the assembly process. Name: LiveWire EV, LLC Address: 3700 W. Juneau Ave. Milwaukee Wisconsin 53208 Country: United States LiveWire S2 Del Mar Repairs LiveWire will ask owners of affected motorcycles to take their motorcycles to an authorized LiveWire dealer. The dealer will then perform an inspection of “specific joints” and properly tighten any loose joints to specifications at no charge to the customer.” Further, if the dealer finds damaged components, they will be replaced at no cost to the customer. Notification schedule To remedy the defect, LiveWire will make notifications in accordance with the following schedule: Planned Dealer Notification Date: March 21, 2024 – March 28, 2024 Planned Owner Notification Date: March 26, 2024 – April 02, 2024 Contacts If owners have questions, they may contact LiveWire at 833-951-7433, citing recall 1001. Owners may also contact the NHTSA Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), quoting NHTSA Campaign Number 24V-149, or go to www.nhtsa.gov. Vezi sursa
  9. Freerider ofera serviciul de inchirieri biciclete electrice, in Leresti, localitate in vecinatatea Campulung Muscel. Zona este recunoscuta pentru peisajele sale pitoresti, in principal un relief foarte variat, de la dealuri medii si mari pina la crestele de peste 2.000 de metri. Iar partea cea mai convenabila este ca toate aceste culmi pot fi atinse foarte usor pe drumuri forestiere accesibile sau pe trasee mai dificile, decizia este la tine. Pentru acest sezon, cei de la Haibike ne pun la dispozitie mai multe modele noi, versiuni 2024, cu motoarele cele mai performante de la Bosch si Yamaha. In plus de asta, acumulatoarele se numara printre cele mai mari disponibile de pe piata, avand o capacitate de (maxim) 750Wh. Asadar, prin faptul ca acestea sunt biciclete electrice full-suspension, vei obtine un confort deplin si pe langa asta, nu vei renunta nici la latura cea mai distractiva: parcurgerea traseelor montane pe un nivel inalt de asistenta, datorita acumulatorilor mari. Asadar, cu aceste doua ingrediente, reteta pentru o zi sau chiar un weekend de neuitat sunt asigurate. Costul pentru inchirierea unei biciclete electrice full-suspension Haibike este de 250 de lei, fiind disponibile doua cadre M si doua cadre L. Daca totusi nu vrei sa parcurgi trasee prea denivelate sau dificile, atunci ai la dispozitie hardtail-urile 27plus, tot de la Haibike, cu motoare Yamaha. Acestea avand rotile dotate cu anvelope late si balonaj mare, iti vor asigura un confort mai mult decat decent. Iar daca ti-ai propus doar sa pedalezi pe asfalt sau pe drumuri forestiere lejere, atunci avem la dispozitie hardtail-urile clasice cu roti de 29 de inch, tot de la Haibike, acestea fiind de altfel si cele mai usoare e-bike-uri pe car ele detinem. Prin urmare, daca doresti sa vii o zi la Campulung Muscel sau doresti sa petreci un weekend alaturi de noi, cu ghid si cazare incluse, nu ramane decat sa ne contactezi pe mail: echipa @ freerider.ro, iar noi iti vom oferi toate detaliile necesare. Calendarul de plimbari cu bicicletele electrice de anul acesta este dupa cum urmeaza: 17-19 mai: 8 locuri disponibile 21-23 iunie: 8 locuri disponibile 26-28 iulie: 8 locuri disponibile 23-25 august: 8 locuri disponibile 27-29 septembrie: 8 locuri disponibile 4-6 octombrie: 8 locuri disponibile Costul pentru un weekend complet, de vineri pina duminica, cu 2 nopti de cazare incluse, e-bike si ghid, este de 990 lei. Sursa: Freerider
  10. Freerider ofera serviciul de inchirieri biciclete electrice, in Leresti, localitate in vecinatatea Campulung Muscel. Zona este recunoscuta pentru peisajele sale pitoresti, in principal un relief foarte variat, de la dealuri medii si mari pina la crestele de peste 2.000 de metri. Iar partea cea mai convenabila este ca toate aceste culmi pot fi atinse foarte usor pe drumuri forestiere accesibile sau pe trasee mai dificile, decizia este la tine. Pentru acest sezon, cei de la Haibike ne pun la dispozitie mai multe modele noi, versiuni 2024, cu motoarele cele mai performante de la Bosch si Yamaha. In plus de asta, acumulatoarele se numara printre cele mai mari disponibile de pe piata, avand o capacitate de (maxim) 750Wh. Asadar, prin faptul ca acestea sunt biciclete electrice full-suspension, vei obtine un confort deplin si pe langa asta, nu vei renunta nici la latura cea mai distractiva: parcurgerea traseelor montane pe un nivel inalt de asistenta, datorita acumulatorilor mari. Asadar, cu aceste doua ingrediente, reteta pentru o zi sau chiar un weekend de neuitat sunt asigurate. Costul pentru inchirierea unei biciclete electrice full-suspension Haibike este de 250 de lei, fiind disponibile doua cadre M si doua cadre L. Daca totusi nu vrei sa parcurgi trasee prea denivelate sau dificile, atunci ai la dispozitie hardtail-urile 27plus, tot de la Haibike, cu motoare Yamaha. Acestea avand rotile dotate cu anvelope late si balonaj mare, iti vor asigura un confort mai mult decat decent. Iar daca ti-ai propus doar sa pedalezi pe asfalt sau pe drumuri forestiere lejere, atunci avem la dispozitie hardtail-urile clasice cu roti de 29 de inch, tot de la Haibike, acestea fiind de altfel si cele mai usoare e-bike-uri pe car ele detinem. Prin urmare, daca doresti sa vii o zi la Campulung Muscel sau doresti sa petreci un weekend alaturi de noi, cu ghid si cazare incluse, nu ramane decat sa ne contactezi pe mail: echipa @ freerider.ro, iar noi iti vom oferi toate detaliile necesare. Calendarul de plimbari cu bicicletele electrice de anul acesta este dupa cum urmeaza: 17-19 mai: 8 locuri disponibile 21-23 iunie: 8 locuri disponibile 26-28 iulie: 8 locuri disponibile 23-25 august: 8 locuri disponibile 27-29 septembrie: 8 locuri disponibile 4-6 octombrie: 8 locuri disponibile Costul pentru un weekend complet, de vineri pina duminica, cu 2 nopti de cazare incluse, e-bike si ghid, este de 990 lei. Sursa: Freerider
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  12. Suzuki s-a retras din MotoGP și din Campionatul Mondial de Anduranță la finele lui 2022, iar în Europa, „gixxerul de 1.000” este o amintire frumoasă. Iată însă că nu e totul pierdut. Suzuki GSX-R1000 se vinde bine-mersi pe ceea ce putem numi „piețele non-europene”, pentru că nu o fi Europa cu ale ei norme de poluare chiar buricul lumii. Mă iertați. Ba mai mult, cei de la Suzuki au decis să trimită un Suzuki GSX-R1000R la curse, mai exact la Suzuka, la cele 8 ore. Nu este însă un GSX-R obișnuit, ci unul care folosește combustibil obținut din surse sustenabile. Acesta este furnziat de către Elf, carburantul conținând în proporție de 40% elemente de origine biologică, fără a specifica mai mult. Ce se știe deocamdată este că Suzuki va alerga într-o clasă dedicată modelelor experimentale, carburantul nefiind oficial pentru Campionatul Mondial de Anduranță. Dar asta nu e totul. Uleiul furnizat de Motul are și el la origini surse biologice și atenție, carenajele sunt fabricate din carbon reciclat, în timp ce aripile sunt produse din fibre de in! Mai lipsesc doar cauciucurile Michelin din coji de portocale! Până atunci, anvelopele Bridgestone Battlax V02 conțin mai mult material reciclat decât de obicei, iar sistemul de evacuare de la Yoshimura are o tobă finală cu formă aparte și include un catalizator anume proiectat pentru a mai prinde și a elimina ce se mai poate din „emisiile cele rele” produsă de această motocicletă. În rest, motocicleta se bazează pe „obișnuitul” și regretatul în Europa GSX-R1000R, cu al său propulsor cvadricilindric de 199 de cai. Echipa care îl va alerga, Suzuki CN Challenge este compusă din angajați ai companiei, un înalt reprezentant Suzuki menționând că nu este vorba despre o inițiativă singulară. Sursa
  13. Suzuki s-a retras din MotoGP și din Campionatul Mondial de Anduranță la finele lui 2022, iar în Europa, „gixxerul de 1.000” este o amintire frumoasă. Iată însă că nu e totul pierdut. Suzuki GSX-R1000 se vinde bine-mersi pe ceea ce putem numi „piețele non-europene”, pentru că nu o fi Europa cu ale ei norme de poluare chiar buricul lumii. Mă iertați. Ba mai mult, cei de la Suzuki au decis să trimită un Suzuki GSX-R1000R la curse, mai exact la Suzuka, la cele 8 ore. Nu este însă un GSX-R obișnuit, ci unul care folosește combustibil obținut din surse sustenabile. Acesta este furnziat de către Elf, carburantul conținând în proporție de 40% elemente de origine biologică, fără a specifica mai mult. Ce se știe deocamdată este că Suzuki va alerga într-o clasă dedicată modelelor experimentale, carburantul nefiind oficial pentru Campionatul Mondial de Anduranță. Dar asta nu e totul. Uleiul furnizat de Motul are și el la origini surse biologice și atenție, carenajele sunt fabricate din carbon reciclat, în timp ce aripile sunt produse din fibre de in! Mai lipsesc doar cauciucurile Michelin din coji de portocale! Până atunci, anvelopele Bridgestone Battlax V02 conțin mai mult material reciclat decât de obicei, iar sistemul de evacuare de la Yoshimura are o tobă finală cu formă aparte și include un catalizator anume proiectat pentru a mai prinde și a elimina ce se mai poate din „emisiile cele rele” produsă de această motocicletă. În rest, motocicleta se bazează pe „obișnuitul” și regretatul în Europa GSX-R1000R, cu al său propulsor cvadricilindric de 199 de cai. Echipa care îl va alerga, Suzuki CN Challenge este compusă din angajați ai companiei, un înalt reprezentant Suzuki menționând că nu este vorba despre o inițiativă singulară.
  14. Here in North America, we tend to think of adventure bikes as big-bore machines that are favored by western riders. That’s not exactly true. The rest of the global market is into ADV machines as well, but often their bikes are smaller and more affordable. The new Honda Sahara 300 is a good example of that. The Sahara 300 is the successor to the Honda XRE300, which is a very well-known machine. The XRE has an air-cooled single-cylinder (DOHC, four-valve top end) with electronic fuel injection. It makes about 26 hp at the crank at 7,500 rpm and around 20 lb-ft of torque at 6,500 rpm. Suspension is basic, but this bike got the job done. Here’s what Egle wrote about it when she rode one a few months back: For me, it felt like a baby GS of sorts – an adventure bike that’s peppy on the tarmac and leans into corners well all while being happy to take on dirt, gravel, mud (okay, maybe not the sticky, soapy stuff out in Tatacoa), and rocks if need be. It’s not very powerful, it’s a bit nose-heavy, but it’s light and agile enough even when loaded, and in Colombia, that’s more than enough. Read the rest of her write-up here. Now, it looks like the XRE300 has been succeeded by the Sahara 300—but the new bike doesn’t appear to be that much different. Mostly it appears to be a move to glam up the XRE model with updated bodywork and a name that recalls the classic Honda Sahara small-bore ADV model. There’s mucho talk in the overseas moto-press about this bike being “all-new,” but that sounds like it might be mostly AI content generation drinking the marketeers’ Kool-Aid. Laid-back easy times exploring the wilderness. This idea sold lots of bikes in North America in the past, and now it’s selling bikes in South America and Asia. Photo: Honda The new bike comes with an updated dash, a USB-C charger, a preload-adjustable shock, and antilock brakes. Just guessing, the ABS was added to assist in overseas sales. And, the new Sahara 300 gets what appears to be a pretty big marketing effort down in Brazil where it’s made. See some of the video promo-ing the new bike below: [embedded content] Styling appears to be similar to the CB500X and other Honda adventure bikes. Brazil is the primary market for these machines, but Honda is selling them all over the world, with Asia also getting the model. [embedded content] What about you? If this machine came to North America at a price lower than the CRF300L, would you be interested? Vezi sursa
  15. Here in North America, we tend to think of adventure bikes as big-bore machines that are favored by western riders. That’s not exactly true. The rest of the global market is into ADV machines as well, but often their bikes are smaller and more affordable. The new Honda Sahara 300 is a good example of that. The Sahara 300 is the successor to the Honda XRE300, which is a very well-known machine. The XRE has an air-cooled single-cylinder (DOHC, four-valve top end) with electronic fuel injection. It makes about 26 hp at the crank at 7,500 rpm and around 20 lb-ft of torque at 6,500 rpm. Suspension is basic, but this bike got the job done. Here’s what Egle wrote about it when she rode one a few months back: For me, it felt like a baby GS of sorts – an adventure bike that’s peppy on the tarmac and leans into corners well all while being happy to take on dirt, gravel, mud (okay, maybe not the sticky, soapy stuff out in Tatacoa), and rocks if need be. It’s not very powerful, it’s a bit nose-heavy, but it’s light and agile enough even when loaded, and in Colombia, that’s more than enough. Read the rest of her write-up here. Now, it looks like the XRE300 has been succeeded by the Sahara 300—but the new bike doesn’t appear to be that much different. Mostly it appears to be a move to glam up the XRE model with updated bodywork and a name that recalls the classic Honda Sahara small-bore ADV model. There’s mucho talk in the overseas moto-press about this bike being “all-new,” but that sounds like it might be mostly AI content generation drinking the marketeers’ Kool-Aid. Laid-back easy times exploring the wilderness. This idea sold lots of bikes in North America in the past, and now it’s selling bikes in South America and Asia. Photo: Honda The new bike comes with an updated dash, a USB-C charger, a preload-adjustable shock, and antilock brakes. Just guessing, the ABS was added to assist in overseas sales. And, the new Sahara 300 gets what appears to be a pretty big marketing effort down in Brazil where it’s made. See some of the video promo-ing the new bike below: [embedded content] Styling appears to be similar to the CB500X and other Honda adventure bikes. Brazil is the primary market for these machines, but Honda is selling them all over the world, with Asia also getting the model. [embedded content] What about you? If this machine came to North America at a price lower than the CRF300L, would you be interested? Vezi sursa
  16. Road rage can get you into a very bad situation. Whether initiated by a rider or a driver, the rider will always lose, regardless of who’s right. One UK driver will be doing hard time after an altercation with a motorcyclist ended almost as badly as it possibly could. In November 2022, Nikesh Mistry engaged in a “non-verbal exchange,” according to police, with a rider near a roundabout in Milton Keynes. We don’t know who started it or what this exchange involved, but we do know that Mistry then tried to ram the unidentified rider off the road. A traffic camera captured the road rage moment on video where Mistry forced himself and the rider into the oncoming lane (the British drive on the left) and pushed him into a bridge guardrail, sending him flying off the bridge and into the bushes below where he suffered serious injuries. To make matters worse, Mistry also rammed an oncoming car head-on at the same time, causing a front-seat passenger serious injuries as well. The whole situation was a complete mess. No matter how you slice it, a “non-verbal exchange,” no matter how rude and offensive, does not justify using a car as a potentially lethal weapon. This goes double against a vulnerable motorcyclist, even if it was the rider who was being rude to the driver. We have no evidence that this is the case and are not implying that it is, but even if it was, lethal force is not justified as retaliation against rude gestures. Such behavior can also lead to unintended consequences, which is exactly what happened to the other car involved in the crash. The courts agreed, finding Mistry guilty of causing serious injury by dangerous driving and grievous bodily harm with intent. He was sentenced to four years and ten months in jail. Vezi sursa
  17. Road rage can get you into a very bad situation. Whether initiated by a rider or a driver, the rider will always lose, regardless of who’s right. One UK driver will be doing hard time after an altercation with a motorcyclist ended almost as badly as it possibly could. In November 2022, Nikesh Mistry engaged in a “non-verbal exchange,” according to police, with a rider near a roundabout in Milton Keynes. We don’t know who started it or what this exchange involved, but we do know that Mistry then tried to ram the unidentified rider off the road. A traffic camera captured the road rage moment on video where Mistry forced himself and the rider into the oncoming lane (the British drive on the left) and pushed him into a bridge guardrail, sending him flying off the bridge and into the bushes below where he suffered serious injuries. To make matters worse, Mistry also rammed an oncoming car head-on at the same time, causing a front-seat passenger serious injuries as well. The whole situation was a complete mess. No matter how you slice it, a “non-verbal exchange,” no matter how rude and offensive, does not justify using a car as a potentially lethal weapon. This goes double against a vulnerable motorcyclist, even if it was the rider who was being rude to the driver. We have no evidence that this is the case and are not implying that it is, but even if it was, lethal force is not justified as retaliation against rude gestures. Such behavior can also lead to unintended consequences, which is exactly what happened to the other car involved in the crash. The courts agreed, finding Mistry guilty of causing serious injury by dangerous driving and grievous bodily harm with intent. He was sentenced to four years and ten months in jail. Vezi sursa
  18. Există multe opțiuni de transport al bagajelor când ești într-o excursie cu bicicleta, iar una din ultimele variante este sistemul celor de la AEROE, o marcă fondată în Noua Zeelandă, dar disponibila și în Europa și România. [embedded content] Sistemul este interesant și, deși mai există opțiuni similare pe piață, Aeroe este mai puțin complex și mai ușor de folosit. Este vorba de un sistem modular alcătuit dintr-un cadru metalic, ce se fixează pe cadrul bicicletei, platformă de prindere și genți (coburi) care se prind în platformă. Fiind modular, sistemul poate fi adaptat în funcție de nevoi sau cantitatea de bagaje. De la importatorul oficial Origos, am primit la test un set, iar acesta va fi încercat cu adevărat în luna aprilie când colegul nostru Dan Mazilu va participa la cursa de gravel neasistată Veneto Gravel, 720 km în 5 zile. Aeroe poate fi instalat în spatele bicicletei, pe cadrul metalic, dar și pe ghidon. Pentru partea din spate avem cadrul metalic care a fost proiectat în așa fel încât să poată fi instalat pe marea majoritate a bicicletelor. Acesta este și unul din avantajele principale al sistemului Aeroe, că poate fi instalat pe biciclete full suspension și/sau echipate cu tijă de șa reglabilă hidraulic. Cadrul poate suporta până la 16 kg, ce pot fi împărțite în două, câte 8 în fiecare geantă Aeroe poziționată pe laterale. Însă dacă nu vrei să le transporți așa, poți pune o singură geantă deasupra, fie pe lungimea biciclete, fie pe lățime. Pentru partea din față a bicicletei avem un alt sistem de prindere de ghidon, format din aceleași componente ca cele din spate, doar că fixate altfel. În acest sport mai poți prinde o geantă, tot de la Aeroe sau orice altceva. Sistemul de transport Aeroe este prezent deja la noi la redacție și vom reveni în curând cu recenzia completă. Aeroe bikepacking – prețuri Cadru metalic plus platformă – 595 lei Extra platformă spate – 347 lei Platformă față/ghidon – 347 lei Geantă 8 L – 248 lei Geantă 12 L – 297 lei Sursa: Freerider
  19. Există multe opțiuni de transport al bagajelor când ești într-o excursie cu bicicleta, iar una din ultimele variante este sistemul celor de la AEROE, o marcă fondată în Noua Zeelandă, dar disponibila și în Europa și România. [embedded content] Sistemul este interesant și, deși mai există opțiuni similare pe piață, Aeroe este mai puțin complex și mai ușor de folosit. Este vorba de un sistem modular alcătuit dintr-un cadru metalic, ce se fixează pe cadrul bicicletei, platformă de prindere și genți (coburi) care se prind în platformă. Fiind modular, sistemul poate fi adaptat în funcție de nevoi sau cantitatea de bagaje. De la importatorul oficial Origos, am primit la test un set, iar acesta va fi încercat cu adevărat în luna aprilie când colegul nostru Dan Mazilu va participa la cursa de gravel neasistată Veneto Gravel, 720 km în 5 zile. Aeroe poate fi instalat în spatele bicicletei, pe cadrul metalic, dar și pe ghidon. Pentru partea din spate avem cadrul metalic care a fost proiectat în așa fel încât să poată fi instalat pe marea majoritate a bicicletelor. Acesta este și unul din avantajele principale al sistemului Aeroe, că poate fi instalat pe biciclete full suspension și/sau echipate cu tijă de șa reglabilă hidraulic. Cadrul poate suporta până la 16 kg, ce pot fi împărțite în două, câte 8 în fiecare geantă Aeroe poziționată pe laterale. Însă dacă nu vrei să le transporți așa, poți pune o singură geantă deasupra, fie pe lungimea biciclete, fie pe lățime. Pentru partea din față a bicicletei avem un alt sistem de prindere de ghidon, format din aceleași componente ca cele din spate, doar că fixate altfel. În acest sport mai poți prinde o geantă, tot de la Aeroe sau orice altceva. Sistemul de transport Aeroe este prezent deja la noi la redacție și vom reveni în curând cu recenzia completă. Aeroe bikepacking – prețuri Cadru metalic plus platformă – 595 lei Extra platformă spate – 347 lei Platformă față/ghidon – 347 lei Geantă 8 L – 248 lei Geantă 12 L – 297 lei Sursa: Freerider
  20. advrider

    A New Air-Cooled GS Is Coming

    Another air-cooled GS with a flat twin engine is coming—and Motorrad magazine says they have photos. We won’t run it here, but if you head to the Google Translate version of the Motorrad article here, you can see the photo. And it’s an interesting snap indeed! Motorrad says they had their first photo of this bike three years ago, and that a recent sit-down with the big boss at BMW kinda-sorta confirmed that it’s coming. Here’s Google’s slightly garbled translation of the write-up: What Markus Flasch basically confirmed in the interview in March 2024, MOTORRAD probably already had in front of its lens in the summer of 2021: an enduro with an air-cooled boxer , 21 inch (53.34 cm) front wheel and – known since the presentation of the new R 12 nineT – a new framework. Overall, significantly more HP2 Enduro than Urban G/S, and these were the last two reduced Boxer concepts as Enduro. In 2021 it was a spy with no specific reference, today it is a more or less confirmed new model. Again, you can read the whole thing here. That part, about it being more HP2 Enduro than it is Urban G/S, is quite interesting. The Urban G/S was a repackaging of the R nineT’s engine into a sort of street scrambler with retro desert bike looks. It was not a proper off-roader, though. And that’s something that many people would like to see—a modern equivalent to the old R80-R100-R1100-R1150 models, with less emphasis on technology (and maybe a lower price tag, too). A ride-by-wire throttle is likely, and an oil cooler, but we’d also perhaps expect no IMU and certainly no adaptive cruise control or anything like that. No doubt a modern air-cooled GS would run some evolution of the R 12 nineT model, and since that model is spreading across global markets, we’d expect this GS (or maybe it’ll be a G/S?) will be revealed soon, perhaps as early as this year’s show circuit. Vezi sursa
  21. Another air-cooled GS with a flat twin engine is coming—and Motorrad magazine says they have photos. We won’t run it here, but if you head to the Google Translate version of the Motorrad article here, you can see the photo. And it’s an interesting snap indeed! Motorrad says they had their first photo of this bike three years ago, and that a recent sit-down with the big boss at BMW kinda-sorta confirmed that it’s coming. Here’s Google’s slightly garbled translation of the write-up: What Markus Flasch basically confirmed in the interview in March 2024, MOTORRAD probably already had in front of its lens in the summer of 2021: an enduro with an air-cooled boxer , 21 inch (53.34 cm) front wheel and – known since the presentation of the new R 12 nineT – a new framework. Overall, significantly more HP2 Enduro than Urban G/S, and these were the last two reduced Boxer concepts as Enduro. In 2021 it was a spy with no specific reference, today it is a more or less confirmed new model. Again, you can read the whole thing here. That part, about it being more HP2 Enduro than it is Urban G/S, is quite interesting. The Urban G/S was a repackaging of the R nineT’s engine into a sort of street scrambler with retro desert bike looks. It was not a proper off-roader, though. And that’s something that many people would like to see—a modern equivalent to the old R80-R100-R1100-R1150 models, with less emphasis on technology (and maybe a lower price tag, too). A ride-by-wire throttle is likely, and an oil cooler, but we’d also perhaps expect no IMU and certainly no adaptive cruise control or anything like that. No doubt a modern air-cooled GS would run some evolution of the R 12 nineT model, and since that model is spreading across global markets, we’d expect this GS (or maybe it’ll be a G/S?) will be revealed soon, perhaps as early as this year’s show circuit. Vezi sursa
  22. The Touratech DirtDaze Rally is back for 2024, and registration is going to open March 29 (this Friday). As usual, the DirtDaze Rally will run at the North Haverhill Fairgrounds in Haverhill, New Hampshire. It moved to that location in 2020 after starting out in Vermont. The NH location has lots of tent space as well as 20-amp and 30-amp hookups for RVs. And of course, just like Vermont, New Hampshire is full of excellent motorcycle riding for both street and dirt riding. ADVwriter Kate was there in 2021 as a volunteer; she wrote up here experiences here at ADVrider. Touratech DirtDaze: How Was It? So what’s up for the schedule this year? Once again, it should be the biggest adventure rally in the northeast, by far. There’s a wide range of paved and unpaved riding options, for tires all the way from full-blown DOT knobbies to your classic backroad rubber with slightly aggressive tread. There are guided and unguided rides, and demo rides from manufacturers on-site as well. Make sure you have a motorcycle license, or you won’t be allowed to participate in those rides! Apparently this has been a problem in the past, and it’s been disruptive enough that the organizers have had to post that information to their website. Bill Dragoo’s D.A.R.T. adventure rider training program and SheADV’s female-only training will return for this year. These are extra cost. [embedded content] Most of the fun, games and excitement is included in your pass for the weekend, though, including an obstacle course, riding skill games, and prizes. Also note that if you’re a female rider, there’s a ladies-only camping and shower area as well. See more details here, and on Friday, you should be able to register (it was supposed to open Monday, but the website had tech issues). According to the registration page here, the cost this year is $169, and that does not include your meal package; that’s optional, and must be paid for beforehand. Vezi sursa
  23. The Touratech DirtDaze Rally is back for 2024, and registration is going to open March 29 (this Friday). As usual, the DirtDaze Rally will run at the North Haverhill Fairgrounds in Haverhill, New Hampshire. It moved to that location in 2020 after starting out in Vermont. The NH location has lots of tent space as well as 20-amp and 30-amp hookups for RVs. And of course, just like Vermont, New Hampshire is full of excellent motorcycle riding for both street and dirt riding. ADVwriter Kate was there in 2021 as a volunteer; she wrote up here experiences here at ADVrider. Touratech DirtDaze: How Was It? So what’s up for the schedule this year? Once again, it should be the biggest adventure rally in the northeast, by far. There’s a wide range of paved and unpaved riding options, for tires all the way from full-blown DOT knobbies to your classic backroad rubber with slightly aggressive tread. There are guided and unguided rides, and demo rides from manufacturers on-site as well. Make sure you have a motorcycle license, or you won’t be allowed to participate in those rides! Apparently this has been a problem in the past, and it’s been disruptive enough that the organizers have had to post that information to their website. Bill Dragoo’s D.A.R.T. adventure rider training program and SheADV’s female-only training will return for this year. These are extra cost. [embedded content] Most of the fun, games and excitement is included in your pass for the weekend, though, including an obstacle course, riding skill games, and prizes. Also note that if you’re a female rider, there’s a ladies-only camping and shower area as well. See more details here, and on Friday, you should be able to register (it was supposed to open Monday, but the website had tech issues). According to the registration page here, the cost this year is $169, and that does not include your meal package; that’s optional, and must be paid for beforehand. Vezi sursa
  24. Matt Spears has been grinding out the video content lately! A lot of you enjoyed his video of his summer vacation, taking a Honda Gold Wing through the mountains out west, including a chunk of the Montana BDR. Today, he’s back again, with something a bit tamer: A hillclimb effort on a new-to-him Honda CT90. Matt says he got this bike as a 22nd birthday present (happy birthday, matey!) after it sat for years in a barn; it hadn’t been started for eight years, he figures. So, between him and his moto-mechanic brother (whose shop is linked in the video description) and some supplies from O’Reilly’s and Wal-Mart, they get to work. To nobody’s surprise, the thing fires up without too much time and money wasted. Obviously it was going to run, or there would be no video. But, it’s just one more testament to the brutal reliability of old air-cooled Honda engines from the 1970s and 1980s (this bike is a ’71 model). These could be the best-made internal combustion engines in all history, considering how many are still running today. From there, it’s off to the hills, where we see an honest evaluation of the CT versus a new Sherco two-smoker. Honest, but not maybe fair. The CT, in its prime, was a dirt bike, sort of, but it was not intended for ripping and tearing about. It was intended to move people and equipment (farm tools, fishing tackle, hunting gear) around on bad roads and trails, with its handy dual range gearbox providing a lot of muscle from a small-cc package. Vezi sursa
  25. Matt Spears has been grinding out the video content lately! A lot of you enjoyed his video of his summer vacation, taking a Honda Gold Wing through the mountains out west, including a chunk of the Montana BDR. Today, he’s back again, with something a bit tamer: A hillclimb effort on a new-to-him Honda CT90. Matt says he got this bike as a 22nd birthday present (happy birthday, matey!) after it sat for years in a barn; it hadn’t been started for eight years, he figures. So, between him and his moto-mechanic brother (whose shop is linked in the video description) and some supplies from O’Reilly’s and Wal-Mart, they get to work. To nobody’s surprise, the thing fires up without too much time and money wasted. Obviously it was going to run, or there would be no video. But, it’s just one more testament to the brutal reliability of old air-cooled Honda engines from the 1970s and 1980s (this bike is a ’71 model). These could be the best-made internal combustion engines in all history, considering how many are still running today. From there, it’s off to the hills, where we see an honest evaluation of the CT versus a new Sherco two-smoker. Honest, but not maybe fair. The CT, in its prime, was a dirt bike, sort of, but it was not intended for ripping and tearing about. It was intended to move people and equipment (farm tools, fishing tackle, hunting gear) around on bad roads and trails, with its handy dual range gearbox providing a lot of muscle from a small-cc package. Vezi sursa
  26. The Age of the Adventure Bike is upon us—but that doesn’t mean interest in sportbikes is dead just yet, at least not in the UK. However, it seems that electric motorcycles may be losing ground in their battle for market share in Old Blighty. The MCIA – the UK’s motorcycle industry association, equivalent to the MIC in the US – has released its sales numbers for the first two months of 2024, and there are some interesting takeaways from the figures. Running through the chart quickly, we find: Total motorcycle/moped sales are up, by 6.1 percent Despite complaints of rising cost of living in the UK over the past few years, there were 5,106 bikes sold in January-February of 2024, up from 4,814 over the same period in 2023. Moped sales were basically flat Small-bore mopeds (50 cc or less) saw only 172 sales in that time period, down from only 220 the year before. Wait, what—isn’t Europe the domain of the step-through? Well, mopeds in the 51-125 cc range saw sales grow from 1,997 in 2023 to 2,213 in 2024. Mopeds in the 126-500 cc range saw sales grow from 817 units in the first two months of 2023 to 894 over the same period in 2024. Interesting – despite the alleged financial woes of the country, apparently riders aren’t flocking to scooters, which was often the case historically. Maybe they’re buying EVs? Electric motorcycle sales dropped – for the most part As it turns out, John Bull isn’t terribly excited about EV bikes, and he’s even less excited in 2024. Registrations for Jan-Feb last year were 220 electric motorcycles. In 2024, that number dropped to 151 machines. The only category that saw growth was the sub-4 kWh segment, basically the equivalent to the old small-bore moped class. This saw a 28 percent jump this year, to 86 machines sold over the first two months, which indicates riders are indeed turning towards battery bikes and away from scooters… but still, 86 machines isn’t very many, considering there are 67.33 million people living in the UK. Adventure bikes saw big gains ADV sales were 834 machines over January-February, up 33 percent from the numbers in 2023. That’s in line with what we’ve seen over the rest of the industry in the last three years. Right now, people want adventure bikes, and the OEMs are keen to sell them. Don’t rule out sportbikes In an age where even the Yamaha R1 is essentially on the chopping block, the public still wants sportbikes! Sportbike sales rose from 324 machines in 2023’s first two months, to 451 bikes in 2024. That’s a 39 percent gain, and it shows that even if superbikes are slowly going the way of the dinosaur, people still want to look like a racer. See the numbers for yourself here. Vezi sursa
  27. The Age of the Adventure Bike is upon us—but that doesn’t mean interest in sportbikes is dead just yet, at least not in the UK. However, it seems that electric motorcycles may be losing ground in their battle for market share in Old Blighty. The MCIA – the UK’s motorcycle industry association, equivalent to the MIC in the US – has released its sales numbers for the first two months of 2024, and there are some interesting takeaways from the figures. Running through the chart quickly, we find: Total motorcycle/moped sales are up, by 6.1 percent Despite complaints of rising cost of living in the UK over the past few years, there were 5,106 bikes sold in January-February of 2024, up from 4,814 over the same period in 2023. Moped sales were basically flat Small-bore mopeds (50 cc or less) saw only 172 sales in that time period, down from only 220 the year before. Wait, what—isn’t Europe the domain of the step-through? Well, mopeds in the 51-125 cc range saw sales grow from 1,997 in 2023 to 2,213 in 2024. Mopeds in the 126-500 cc range saw sales grow from 817 units in the first two months of 2023 to 894 over the same period in 2024. Interesting – despite the alleged financial woes of the country, apparently riders aren’t flocking to scooters, which was often the case historically. Maybe they’re buying EVs? Electric motorcycle sales dropped – for the most part As it turns out, John Bull isn’t terribly excited about EV bikes, and he’s even less excited in 2024. Registrations for Jan-Feb last year were 220 electric motorcycles. In 2024, that number dropped to 151 machines. The only category that saw growth was the sub-4 kWh segment, basically the equivalent to the old small-bore moped class. This saw a 28 percent jump this year, to 86 machines sold over the first two months, which indicates riders are indeed turning towards battery bikes and away from scooters… but still, 86 machines isn’t very many, considering there are 67.33 million people living in the UK. Adventure bikes saw big gains ADV sales were 834 machines over January-February, up 33 percent from the numbers in 2023. That’s in line with what we’ve seen over the rest of the industry in the last three years. Right now, people want adventure bikes, and the OEMs are keen to sell them. Don’t rule out sportbikes In an age where even the Yamaha R1 is essentially on the chopping block, the public still wants sportbikes! Sportbike sales rose from 324 machines in 2023’s first two months, to 451 bikes in 2024. That’s a 39 percent gain, and it shows that even if superbikes are slowly going the way of the dinosaur, people still want to look like a racer. See the numbers for yourself here. Vezi sursa
  28. US-based Exit Tours is once again off to run a trip around Cuba. They’re headed to the eastern end of the island, and Christopher Baker (who’s written books about Cuba and has ridden there for years) will be guiding. This time, the dates are May 4-13. In case you haven’t heard, Cuba is going through some political turmoil these days, and I reached out to Exit Tours to see what they had to say. We are aware of current unrest and are not concerned. Our rides are in ‘Support of the Cuban People’, and we ask our riders to bring gifts. Hotel Soap, books in english, kids toys & books, fingernail polish, cheap sunglasses. Reading glasses.Baby clothes. Aspirin, Pepto Bismol. We bought stuff at the Dollar Store. We felt like Rockstars on the last ride, people waving and giving thumbs up, when a pack of motorcycle hoodlums rode by their small town. I rode 2 up with my GF and she had the Parade wave down by the last day. Everyone was friendly and happy to see Americanos in Cuba. We are not the issue, but contributing to the economy. For what it’s worth, based on my own riding there, I cannot envision any problems either, especially if you follow the suggestion of bringing in gifts. The current unrest is caused by supply shortages, and if you’re bringing needed stuff in, that will certainly be appreciated. You can find information on the 10-day trip at this link here or here, but I’ve also copy/pasted their itinerary below, so you get the facts exactly as they posted them. I would suggest that you might expect some changes as the tour progresses, but that can happen with any moto event, anywhere. As before, Exit Tours will be running this event on rental BMW F700 GS motorcycles. FULL ITINERARY Day 1 (04/05/24): Meet in Holguín The U.S. “support for the Cuban people” license allows individuals to travel freely to Cuba as they wish. We’ll meet this evening at our B&B in Holguín, in eastern Cuba (American Airlines flies twice-weekly to Holguín from Miami). Get a first impression of Cuba and some information from your tour guide while enjoying your welcome drink in your private pension. Dinner in one of the many private restaurants in Holguín is included in the price. Meals: Dinner Day 2 (210 km)(05/05/24): Via Bayamo to Sierra Maestra After breakfast we get familiar with our F700GS bikes and begin our first stage. It starts with a well-paved road that leads through semi-arid farmland to Bayamo, a colonial-era city that has a rich history at the forefront of rebellion against Spanish rule. From here, we turn south and head up into the Sierra Maestra mountain range to reach our overnight accommodation in private B&Bs in the remote hamlet of Santo Domingo. Meals: Breakfast -Dinner Day 3 (190 km)(06/05/24): Sierra Maestra to Marea del Portillo We descend the snaking mountain road to Bartolomé Maso, then turn west for Yara and Manzanillo. Time permitting, passing through Campechuela and Medialuna, we’ll ride to the Cabo Cruz lighthouse, at the southwest tip of Cuba. Stopping en route at Parque Nacional Desembarcos del Granma to view the site where Fidel Castro, Che Guevara, and 80 other revolutionaries landed in 1953 to launch the war to topple dictator Fulgencio Batista. We then skirt the western foothills of the Sierra Maestra to reach the sugar-processing town of Pilón, on the Caribbean shore. We stay overnight in a pension B&Bs a few kilometers away from here in Marea del Portillo. Meals: BD Day 4 (180 km)(07/05/24): Mareal del Portillo to Santiago de Cuba Today we will have a breathtaking ride on one of the most beautiful tracks of Cuba. A narrow, mostly unpaved (and frequently badly damaged) road runs along the Caribbean coast to Santiago de Cuba. Boulders often bar our way! Using our enduro bikes, we can usually easily overcome these obstacles, turning this part of our journey into a true adventure. Meanwhile, the turquoise sea is always at fingertip distance on your right, with the Sierra Maestra mountain range soaring on our left. This is semi-desert, with cacti studding the barren landscape. Rocky coastal stretches alternate with numerous small beaches inviting us to relax and dream. Today’s destination is Santiago de Cuba, the second largest city of Cuba. Depending on our time or arrival, we may divert a short distance to visit the Basilica del Cobre–the holiest shrine in Cuba–before checking into our private B&Bs. Meals: BD Day 5 (60 km)(08/05/24): Santiago de Cuba Today enjoy a riding tour through this historically important and hilly city (founded in 1514 by conquistador Diego Velázquez). We lunch beside the clifftop “El Morro” fortress before heading east, out of town, to Parque Bacanao. We’ll ascend the twisting road that rises to Gran Piedra… a mountain peak at 4.011 feet elevation. Alternately, you might choose to use this as a rest day for independent exploration of the city. Meals: BD Day 6 (210 km)(09/05/24): Santiago de Cuba to Baracoa After breakfast, we depart Santiago and follow a scenic, winding route to the colonial-era (and now heavily militarized) city of Guantánamo, inland of Guantánamo Bay. We’ll stop at a mountainside mirador (viewpoint) to look down over the distant U.S. naval base, before riding one of the most spectacular roads of the country: La Farola. This sinuous and scenic mountain road was built in the mid-1960s and is reminiscent of European Alpine passes. We then descend La Farola dizzyingly, passing in a few kilometers from the semi-arid south side to the humid, lush northern side of the Sierra Cristal mountains and the oldest town in Cuba–Baracoa (founded in 1511). Here, depending on our time of arrival, they’ll be time to explore this fascinating and architecturally distinct city, which enjoys a magnificent setting in the Bahía de Miel (Bay of Honey). We’ll spend two nights in private accommodations. Meals: BD Day 7 (140 km)(10/05/24): Excursion to Yumurí and Punta Maisí. After breakfast we ride east along the Atlantic shoreline to the rivermouth of Yumurí and, beyond, to Punta de Maisí, the easternmost point of Cuba. We’ll return to Baracoa through the coffee-country via La Maquina. This mountain zone is the only area in Cuba where the indigenous Taíno peoples managed to escape extermination by Spanish conquistadores and European diseases. Even today, the faces of many people living in this region show facial characteristics of their indigenous heritage. Meals: BD Day 8 (180 km)(11/05/24): Baracoa to Mayarí Our last full day riding is one for the ages as we ride west along the denuded coast road. After a ride of 40 kilometres on a gravel and stony track, we’ll stop for refreshments at lovely Playa Maguana beach. Passing through Parque Nacional Alejandro de Humboldt National Park, we finally reach Moa, “the Ugly Ducking” of eastern Cuba. (enormous surfaces torn open by extensive mining and nickel processing give an apocalyptic appearance to the landscape). We then turn south into the Pinares de Mayarí mountains—a cool upland zone of pine forests that were a childhood playground for Fidel and Raúl Castro. We’ll overnight in private B&Bs in the town of Mayarí. Meals: BD Day 9 (12/05/24): Mayarí to Holguín After breakfast, we head towards Holguin, with a short diversion to visit Finca Manaca—the birthplace and childhood home of Fidel and Raúl Castro. We’ll continue via Banes and the beach resort of Guardalavaca to arrive in Holguín in the afternoon. Here, we’ll return the bikes and finish the tour with a final dinner together. Meals: BD Day 10 (13/05/24): Depart Depart Holguín for Miami today (or extend your stay as may be required). Meals: B Vezi sursa
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