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  2. It only in September this year that KTM bought a controlling interest in Spanish moto manufacturer GasGas. The acquisition left some people scratching their heads as to why KTM would want the “struggling” brand. GasGas goes racing in a big way Now, it seems that one of the reasons for KTM’s joint venture/purchase deal is to bring GasGas back to racing in a big way. GasGas announced yesterday that it is radically expanding its FIM World Championship competition participation in 2020. The Spanish manufacturer best known for its trial bikes will now take part in MXGP and expand its presence in Rally, Enduro, and Extreme Enduro. Sanz, Blazusiak, Coldenhoff, and Monticelli will ride GasGas bikes GasGas has partnered with Standing Construct, who will field the GasGas team in MXGP as Standing Construct GasGas Factory Racing. This team marks GasGas’s first foray into MXGP. Riders Glenn Coldenhoff and Ivo Monticelli will be at the bars of GasGas’s MXGP machinery. Standing Construct GasGas rider Glenn Coldenhoff on the podium. Photo credit: Instagram Standing Construct GasGas rider Ivo Monticelli always smiling. Photo credit: Instagram GasGas’s rally program will also be expanded. GasGas has hired Laia Sanz to be at the helm of GasGas’s Dakar effort. Sanz is a serial FIM Woman’s Trial World Champion as well as an enduro and rally record-breaker. She is the highest ever woman finisher and finished 9th overall in 2015. Laia Sanz at the finish of the Dakar. Photo credit: LaiaSanz.com GasGas’s upgraded Enduro effort sees Taddy Blazusiak competing in the full 2020 World Enduro Super Series (WESS). Blazusiak is a perennial winner in X-Games Moto X Enduro, FIM Indoor Enduro World Cup, and AMA EnduroCross. Taddy after an X-Games win. Photo credit: Red Bull Riders comments Sanz is excited to be with GasGas and part of their future. “When the announcement was made about GasGas’ future, things happened very fast and so we had the challenge to prepare very quickly for Dakar 2020. We are in a positive way; the bike looks great and we are in full preparation for the race in January. The other interesting thing with GasGas is the opportunities it might present me for the future – GasGas is known as a trials bike brand and this is also close to my heart and roots. The page turns for the brand from now, and my goal is to do the best job possible whilst bringing my passion and expertise to the company as we start on a new journey together.” Blazusiak also chimed in about being a part of the GasGas brand. I’m stoked to be part of this new adventure. I’d been with KTM forever and they are well known for their work and their competitiveness, so this is a fresh direction for me and it’s a privilege to be the first rider of the new GasGas era. I cannot wait to start working and racing with the new GasGas factory team.” So it seems that KTM’s “Ready to Race” philosophy has trickled down to GasGas. It will be interesting to see what the future holds for a manufacturer best known for its trial in a mix of FIM disciplines. Vezi sursa
  3. Modelul Yamaha Ténéré 700 a fost livrat primilor clienți și firma germană Hepco & Becker a prezentat gama de accesorii dedicate. Hepco & Becker, una dintre cele mai respectate firme din Germania, producătoare de accesorii moto de peste 40 de ani, are în paleta de produse repere pentru mai mult de 1000 de modele de motociclete. Compania este recunoscută pentru calitatea produselor, toate articolele fiind produse în Germania, motiv pentru care mulți dintre producătorii importanți au avut colaborări cu această companie. Ani de zile, gențile cu care motocicletele Suzuki, KTM, Moto Guzzi și Buell erau echipate sau modelele oferite ca opționale, erau fabricate de Hepco & Becker. În ultimul timp însă, din dorința de a coborâ prețurile, aproape toate marile firme au apelat la produse mai ieftine, fabricate de companii mai mici, moment în care calitatea accesoriilor oferite a scăzut vizibil. Încă de la lansare, modelul Yamaha Ténéré 700 a fost însoțit de o paletă largă de accesorii originale, produse care se bucură de calitatea cu care Yamaha ne-a obișnuit în ultimii ani, dar nici un producător nu poate acoperi toate reperele care pot fi utile pe o motocicletă. La mai puțin de două luni de la apariția pe piață a primelor unități a celei mai așteptate motociclete produsă de Yamaha, noul Ténéré 700, compania germană a prezentat o adevărată gamă de accesorii, sisteme de bagaje, bare de protecție și alte produse dedicate acestui model nou. Piesa de rezistență a gamei de accesorii oferită de Hepco & Becker este setul de genți laterale Xplorer, din aluminiu, croite după geometria motocicletei pentru a fi cât mai aproape de șasiu și a nu mări gabaritul mai mult decât este nevoie. Suporții metalii pentru genți și barele de protecție pentru motor și rezervor sunt produse din oțel inoxidabil, pentru barele de protecție existând și o varianta din oțel vopsit electrostatic în negru. Există scut de protecție al motorului produs din aluminiu și finisat în două variante, set de proiectoare suplimentare LED, grilă de protecție pentru far, protecții la mâini, tălpică de lărgire a suprafeței de contact a cricului lateral și suport magnetic pentru diferitele modele de genți de rezervor existente în gama Hepco&Becker. Mare parte din accesoriile produse pentru Yamaha Ténéré 700 sunt disponibile, restul vor fi oferite până la sfârșitul anului, iar prețurile în România sunt aceleași cu cele practicate în Germania. Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau Twitter iar filmele sunt postate pe YouTube. Sursa
  4. Suddenly everyone wants a piece of the mid-weight adventure market. After years when it seemed like monster adventure bikes were the norm, middleweight adventure bikes keep popping up. The latest, debuting at EICMA, is from Moto Morini, a storied Italian brand that never made it big in the United States. The Trivolzio-based manufacturer surprised us with the X-Cape. The bike is powered by a 650cc, liquid-cooled parallel twin and features a six-speed transmission, beefy 50mm, fully adjustable forks with 160mm (6.3 inches) of travel and a seat h of 32.7 inches, comparable to the KTM 790 Adventure in the low position and at the low end of the adventure market. It will come with either a “standard” or “limited” engine, the company says. Moto Morini didn’t publish horsepower figures for the standard, but says the “limited” will put out 48 hp. Morini also didn’t post weight for the bike, but from the spec sheet it seems like they are aiming at an accessible, beginner friendly adventure bike instead of a fire-breathing beast. ADVERTISEMENT Not that the X-Cape is short on technology. It comes with dual front disc brakes, full ABS, a 7” Bluetooth-connectable TFT display that Morini says is among the biggest in the market, LED lighting and a large windscreen that’s adjustable with one hand. The bike rides on spoked wheels, 19 inches at the front and 17” at the rear, a combination that address both off- and on-road capabilities. From a styling perspective, the X-Cape has a strong resemblance to the first-gen Honda Africa Twin, with a pronounced “swoop” from the high fuel tank to the low-ish seat. That means a lower seat h, but makes it tough to move around much. The dual front headlights blend into a fairing that should provide adequate weather protection, and there’s a skid plate, possibly plastic, that covers many of the essentials low on the engine but appears to leave the low-slung exhaust a bit vulnerable. Founded in 1937, Morini isn’t new to the game. Although the company has been passed around among owners and sporadically out of business, it is still well known in Europe. There the company’s offerings include a naked bike called the Corsaro, a “modern classic” dubbed the Milano, the v-twin powered Super Scrambler, and a larger v-twin powered adventure bike called the Granpasso 1200. In 2018 Moto Morini was purchased by the Chinese giant Zhongneng Vehicle Group. Production and design remains in Italy, but with an infusion of cash we could see a more global push from the brand. Whether that means Morini’s coming to the U.S. remains to be seen. Would you buy one? Moto Morini X-Cape Specs engine 649 cc, 2 cylinders, 6-speed cooling Liquid cooled seat h 830 mm and 845 mm overall lenght 2200 mm overall w (excluding mirrors) 850 mm steering ability 34-degrees front brake double disc, 300 mm diam., floating caliper rear brake single disc, 255 mm diam., double piston caliper front wheel 2.50″x19″ spoked rim rear wheel 4.25″x17″ spoked rim front tire 110/80-19″ rear tire 150/70-17″ engine management Bosch ECU Dashboard TFT 7″ Bluetooth connection front suspension Ø 50 mm Upside down telescopic fork , fully adjustable front wheel travel 160 mm rear suspension Single shock absorber adjustable in preload and rebound damping rear wheel travel 135 mm Rake angle 25,5° Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  5. Suddenly everyone wants a piece of the mid-weight adventure market. After years when it seemed like monster adventure bikes were the norm, middleweight adventure bikes keep popping up. The latest, debuting at EICMA, is from Moto Morini, a storied Italian brand that never made it big in the United States. The Trivolzio-based manufacturer surprised us with the X-Cape. The bike is powered by a 650cc, liquid-cooled parallel twin and features a six-speed transmission, beefy 50mm, fully adjustable forks with 160mm (6.3 inches) of travel and a seat h of 32.7 inches, comparable to the KTM 790 Adventure in the low position and at the low end of the adventure market. It will come with either a “standard” or “limited” engine, the company says. Moto Morini didn’t publish horsepower figures for the standard, but says the “limited” will put out 48 hp. Morini also didn’t post weight for the bike, but from the spec sheet it seems like they are aiming at an accessible, beginner friendly adventure bike instead of a fire-breathing beast. ADVERTISEMENT Not that the X-Cape is short on technology. It comes with dual front disc brakes, full ABS, a 7” Bluetooth-connectable TFT display that Morini says is among the biggest in the market, LED lighting and a large windscreen that’s adjustable with one hand. The bike rides on spoked wheels, 19 inches at the front and 17” at the rear, a combination that address both off- and on-road capabilities. From a styling perspective, the X-Cape has a strong resemblance to the first-gen Honda Africa Twin, with a pronounced “swoop” from the high fuel tank to the low-ish seat. That means a lower seat h, but makes it tough to move around much. The dual front headlights blend into a fairing that should provide adequate weather protection, and there’s a skid plate, possibly plastic, that covers many of the essentials low on the engine but appears to leave the low-slung exhaust a bit vulnerable. Founded in 1937, Morini isn’t new to the game. Although the company has been passed around among owners and sporadically out of business, it is still well known in Europe. There the company’s offerings include a naked bike called the Corsaro, a “modern classic” dubbed the Milano, the v-twin powered Super Scrambler, and a larger v-twin powered adventure bike called the Granpasso 1200. In 2018 Moto Morini was purchased by the Chinese giant Zhongneng Vehicle Group. Production and design remains in Italy, but with an infusion of cash we could see a more global push from the brand. Whether that means Morini’s coming to the U.S. remains to be seen. Would you buy one? Moto Morini X-Cape Specs engine 649 cc, 2 cylinders, 6-speed cooling Liquid cooled seat h 830 mm and 845 mm overall lenght 2200 mm overall w (excluding mirrors) 850 mm steering ability 34-degrees front brake double disc, 300 mm diam., floating caliper rear brake single disc, 255 mm diam., double piston caliper front wheel 2.50″x19″ spoked rim rear wheel 4.25″x17″ spoked rim front tire 110/80-19″ rear tire 150/70-17″ engine management Bosch ECU Dashboard TFT 7″ Bluetooth connection front suspension Ø 50 mm Upside down telescopic fork , fully adjustable front wheel travel 160 mm rear suspension Single shock absorber adjustable in preload and rebound damping rear wheel travel 135 mm Rake angle 25,5° Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  6. Capacele pe interior: O proba in care am montat si capacul transmisiei si scaritele:
  7. Seeing an Aston Martin car at a motorcycle event is odd; but this Aston Martin superbike, made in partnership with the English manufacturer Brough Superior, is definitely something special. This is the Aston Martin AMB001 is extreme in many ways. Its cacophonic name, seems out of a science lab, and its price seems out of a mental institution. You need €108,000 to bring one of the only 100 models home. The look of this sinuous monster is deceiving; this motorcycle is equipped with a 180hp Turbocharged V-Twin engine, capable of who knows what speed. Like a luxury car, the seat and handgrips are made of hand-stitched leather, the rims and chassis are apparently made of a special alloy. The body parts are mostly carbon fiber and titanium. The dry weight is only 180kg which, together with the engine, allows the bike to deliver an insane power to weight ratio. Looking and sounding more like a motorcycle suitable for James Bond, this machine will be produced in France, near Toulouse, at the Brough Superior facilities. It is definitely a very fast toy for the rich and famous. Vezi sursa
  8. The British Motorcyclists Federation (BMF) is reporting that a study to ban motorcycles in Brussels has angered many motorists and motorcyclists. The study is studying the effect of motorcycle emissions. Brussels Environment is the official agency that is responsible for managing environmental and energy-related matters in Brussels. The agency recently announced that it will study powered two-wheeler emissions through 2020. Thereafter, it will issue a decision on whether to ban scooters and motorcycles in the city’s low emission zones. Belgian motorcyclists are angry about a possible ban in Brussels. Photo credit: lesoir.be Many of Belgium’s motoring groups have expressed their displeasure with the study. The Belgian Federation of Automobile and Cycle Industries (FEBIAC) called the ban “pure provocation”. Phillipe Dehennin, Chairman of the FEBIAC says: This kind of reasoning is simplistic because it targets a minority of the road users and because it has been proven that daily traffic jams could be reduced with [sic] 40% if only 10% of drivers would choose a motorcycle instead of a car. We invite the Region to look at mobility in a different way instead of announcing a ban.” French newspaper La Dernière Heure added that motorcycles were responsible for just 6% of carbon dioxide emissions and 0.2% of nitrogen emissions. At this point, Brussels will only study motorcycle emissions. But depending on its conclusions, motorcyclists may be prohibited from entering Brussels’ low emission zones in the not too distant future. Feature image credit: Low Emission Zone Brussels Vezi sursa
  9. Ultima săptămână
  10. Europa Centrală -partea întâi

    Am fost curios cum e în „țările frățești” din Europa Centrală. La frații noștri; tovarăși de „lagăr socialist”, așa cum Ursul Roșu de la Est a hotărât să-și denumească țarcul în care ne-a îmbrățișat pe toții cu de-a sila, într-un experiment sinistru ce ne-a batjocorit în numele acelei lumi ideale clamată mincinos drept apogeul civilizației umane. Așa că în vara asta am plecat pe un drum ajustat zdravăn, din pricina vremii capricioase; a trebuit să mă mulțumesc doar cu partea sudică a Poloniei, o învârteală prin Cehia și nițel în Slovacia (de unde tot vremea m-a alungat la Viena) însă aș vrea tare mult ca într-o tură viitoare să vizitez mai ales Gdansk-ul, orașul de naștere al Solidarność și să înțeleg ceva mai mult din ce înseamnă astăzi Țările Baltice… Mie îmi place peisajul românesc cu tot cu stâlpii de înaltă tensiune. Iată comunismul: puterea sovietelor plus electrificarea, a exclamat „Marele Lenin” în vremea în care mirajul vorbelor sale înroșea Europa. Slavă Domnului, în zilele noastre dintre toate acestea a supraviețuit doar electrificarea. Vremea e tulbure încă de la plecare dar nu mă supără într-atât cât să nu mă amuz de specialitățile ultraexotice oferite de un restaurant ardelenesc și apoi de imaginea comică a unui cățel ce și-a luat lumea în cap, afișată într-o benzinărie maghiară. Traversez rapid Slovacia și mă opresc în Munții Tatra. În munții aceștia aspri, la 800 de kilometri de la Carpați, trăiesc goralii – înseamnă munteni în limba română- vlahi ajunși aici de sute de ani, poate chiar din antichitate, prin transhumanță. „Eu sunt vlah. Mulți dintre cei ce locuim aici suntem vlahi. Nu știm exact când am venit aici, dar strămoșii noștri au sosit din Carpații Românești. Au fost păs­tori, ca și mine, au umblat în munții ăș­tia cu oile, cântând la fluier sau la ceteră. Semănăm atât de mult cu românii la muzică, la haine, la sim­bo­lurile sculptate în lemn sau cusute pe că­mășile noas­tre!” spune păstorul Piotr Kohut, iar întregul reportaj despre el și românii din Tatra vă rog să îl citiți, aici. Kraków, căreia noi îi spunem Cracovia, este doar la o aruncătură de băț… In imagine este Catedrala Wawel, sanctuarul național suprem al nației poloneze. Are aproape 1000 de ani și în ea au fost încoronați toți regii lor; tot aici a slujit Papa Ioan Paul al II-lea și în cripta sa odihnesc suveranii și eroii națiunii, precum Władysław Sikorski, sau mareșalul Józef Piłsudski. Cum au salvat românii comorile de aici? A fost o grozavă surpriză pentru mine – și o să zic imediat ce m-a uimit. Dar înainte de a vizita orașul, mă instalez mai vârtos într-un camping verde. Atracția principală aici este o pasăre isteață foc și foarte prietenoasă. Fostă capitală istorică a Poloniei și centru academic și cultural, Cracovia este un oraș care arde! E foarte viu, e împânzit de monumente de arhitectură restaurate cu îngrijire iar palatele, catedralele și universitatea Jagielloński sunt multicolore și împlinite cu detalii interesante, vitralii, picturi și statui. Nu mă plictisesc deloc în centrul vechi al orașului, dealtfel foarte animat dar fără a fi sugrumat de hoarde de turiști, precum în alte orașe faimoase. Arde nu doar orașul dar și vodka, prezentă insistent în rafturile oricărui magazin. Se stinge cu o supă tradițională, de sfeclă roșie. Hisilicon Balong Atenționările speciale de treceri de pietoni, acelea ce semnalează prezența copiilor, sunt înfățișate într-un fel funny -precum acesta: Iar tramvaiele din Cracovia sunt impecabile și arată cam așa: … Plec de-aici spre vest, către Wrocław și mă opresc puțin la Gliwice. Cu gândul la bunicii noștri luptători, mă emoționează acest loc… Exact de lângă acest turn a început Al Doilea Război Mondial: Naziștii tocmai ce bătuseră palma cu sovieticii pentru împărțirea Poloniei (și se spune chiar de către un ofițer sovietic de contrainformații, că planul lor viza mai ales o ofensivă comună ce ar fi urmat să se oprească de-abia la Atlantic, pentru o victorie totală asupra Europei) dar întâi aveau nevoie de un motiv pentru război, un Casus belli. De aceea a fost inventat un atac asupra acestui prăpădit de turn din lemn -pe atunci folosit pentru transmisii radio- comis de către deținuți germani îmbrăcați de naziști în uniforme poloneze, uciși imediat după incidentul regizat. Se întâmpla asta la 31 august 1939. In zorii următoarei zile, Hitler atacă Polonia iar după două săptămâni, Polonia este atacată și de Stalin, conform înțelegerii. Polonezii luptă eroic, dar țara este sfâșiată de cei doi diavoli. De bucurie, naziștii și sovieticii serbează victoria împreună, cu parade militare infrățite. Iată harta poloneză la trei săptămâni de la începutul războiului și în fotografia istorică alăturată, General der Panzertruppe Heinz Guderian (stânga) și tovarășul Коmbrig / Командир бригады Semyon Krivoshein (dreapta), la parada sovieto-nazistă de la Brest-Litovsk din septembrie 1939. România sprijină Polonia în aceste zile dramatice. Membrii guvernului polonez ce s-au adăpostit la noi, că aveam atunci graniță cu polonezii, populația venită la noi în refugiu, armata poloneză evacuată în România și mai ales Tezaurul Poloniei sunt salvate de către români, împotriva presiunilor infernale. Ai noștri au izbăvit împreună cu acest tezaur (vreo 40 de tone de aur) inclusiv comori inestimabile ale Catedralei Wawel: precum Spada Încoronării, Szczerbiec, folosită din 1320 la ceremoniile de încoronare ale regilor poloni. Sau pălăria din catifea ornată cu perle, primită în dar de regele Sobieski din partea Papei, după victoria de la Viena din 1683; ori partituri ale lui Chopin. Iar povestea salvării tuturor acestora cu ajutorul nostru este eroică și cu detalii fabuloase. Polonia este crucificată în 1939, ca și mai înainte de câteva ori și, după ce a fost sugrumată în anii comunismului, astăzi renaște într-un ritm susținut. Iar eu îmi văd de drum și mă opresc într-o pădure de pini, de lângă Wrocław. Aici este cel mai mișto camping în care am fost vreodată oaspete. Polonezii sunt din fire oameni comunicativi și peste tot m-am simțit tare bine în țara lor, însă aici proprietarii campingului au întrecut măsura: o cafea fierbinte mi-a fost oferită în fiecare dimineață de patron, iar soția lui ne-a dăruit fiecăruia prăjituri excelente -făcute chiar de ea! Atmosfera aici este ca la un drink vesel, între prieteni vechi și în plus este tihnă, umbră și totul este strălucitor de curat. Firește că a doua zi vizitez orașul. Observați piticul chitarist agățat de stâlpul de iluminat – pitici precum acesta au tâlcul lor și vă spun care-i treaba cu ei… Deși nu m-am omorât cu cartea niciodată, mi se năzare să vizitez mai întâi de toate Universitatea din Wrocław. Are o istorie de peste trei secole. Fondată de Leopold I Habsburg, universitatea a evoluat dintr-o școală modestă într-una dintre cele mai mari instituții academice din Germania (și apoi, din Polonia – după preluarea acestui teritoriu de către polonezi; un schimb impus de ruși, pentru că aceștia și-au împins granițele înspre Vest, așa cum demult le era poftă. Totul cu prețul unei drame cumplite pentru populațiile „purificate” cu cruzime după război, pe criteriile strict etnice dictate de tovarășii sovietici: polonezii ocupați de ruși au fost expulzați aici, nemții de aici au fost alungați din casele lor înspre Germania iar pe ceilalți i-au alungat cu toții). Zece studenți sau profesori ai acestei universități au primit premiul Nobel. Cam așa arată locul: Eu mă minunez de sălile de clasă și apoi vagabondez prin oraș. Rafinamentul construit în secole ajunge un morman de moloz la sfârșitul WW2. Cam așa arăta Wrocław la momentul preluării sale de către polonezi: „Tovarășii” au tot dansat printre ruine vreo 45 de ani. Până când piticii le-au cam oprit veselia tâmpă. Prima statuie a unui pitic a apărut în 2001, în onoarea Alternativei Orange – o mișcare subterană anarhistă, care din 1981 picta spiriduși pe clădiri; miliția ștergea desenele a doua zi, iar cei din Alternativă desenau iarăși. Protestatarii nu puteau fi astfel arestați de milițieni pe motiv de opoziție în contra regimului, fără ca autoritățile să devină ridicole – cum să arestezi oameni pentru că desenează spiriduși? Mișcarea aceasta, parte a Solidarność, a fost cel mai pitoresc element al opoziției poloneze față de Ciuma Roșie. După prăbușirea comunismului, a început o adevărată invazie de spiriduși în oraș: pe trotuare, pe stâlpi, la bancă, pitici hoți de prăjituri, pitici dormind în fața unui hotel, pompieri, soldați… Există hărți ale orașului cu aceștia, dar alții apar în fiecare zi. Plin de turiști care vânează piticii, înarmați cu hărți și cu aparate foto, Wrocław pare să fie acum locul vânătorilor de spiriduși. Nu, asta nu-i o catedrală, e turnul primăriei – construită între sec. XIII – XVI… Și cum nu ți se întâmplă în fiece zi să îți cânte Tziriac la masă, închid cu o bere savurată în ritmuri de mazurka scurta mea vizită în Polonia. De-acum, spre Praga! Traseul parcurs până acum e schițat aici. – Stai aproape. In curând îți zic cum mi-a fost în Cehia și mai departe- Vezi articolul integral
  11. Published on 11.13.2019 Since 1992, Wolfman Luggage has been creating high-quality, durable soft bags for moto travelers, adventure riders and trail riders alike. Many of their most popular bags like the Enduro Tank Bag, Expedition Duffel and E-12 saddlebags have been around for years with only small refinements in their design. Now for 2020, Wolfman is announcing they have completely revised and refreshed their entire line of soft bags. Yes, everything is new! Starting with a blank slate, Eric Hougen, owner of Wolfman Luggage, used his decades of knowledge in product design, combined with the latest materials and Radio Frequency (RF)-welding construction technologies available, to re-envision the lineup. His goal was to reinvigorate the product line while maintaining the Wolfman DNA to ensure the company’s leadership position in the motorcycle soft luggage industry well into the future. We got a confidential sneak peek of the new line recently during the KTM Adventure Rally and the new bags are impressive. Bags that were previously made with a vinyl or stitched ballistic nylon fabric are now made with a new 3-layer heavy-duty TPU shell. A layer of 840 D TPU on the outside, 840 D Nylon in the center, and bright yellow (to make it easy to find items) 840 D TPU on the inside are precision RF Welded together for a completely waterproof, significantly more durable shell, and a more-modern look. ADVERTISEMENT The new material and construction process also opens up new possibilities for sophisticated features, while maintaining a 100% waterproof shell that does not require additional inner liners or plastic covers. All of Wolfman’s 2020 bags will share the new high-tech construction for a waterproof, durable design that is ready for the harshest conditions. Many of Wolfman’s most popular bags will return to the lineup using the new watertight construction, along with a refined look and redesigned features. There’s even a refreshed logo with a reflective Wolf on every bag. Wolfman will unveil their 2020 luggage line to the public at the 2019 IMS Long Beach motorcycle show November 22nd to the 24th. Be sure to stop by the Wolfman booth at 3 pm Friday Nov 22nd for the big reveal! The next gen Wolfman soft luggage will be available late winter 2020. Look for the latest information and details about each product on their website at www.wolfmanluggage.com.
  12. New CFMoto 700CL-X line includes an adventure bike

    Chinese manufacturer CFMoto has introduced a new line of motorcycles, based around a 700-class parallel twin engine. For now, the 700CL-X line includes a neo-retro, a naked bike, and an adventure-styled bike. CFMoto is better-known for quads than for motorcycles in North America; its attempts to enter the two-wheeled market in the US and in Canada have been mostly unsuccessful, despite some interesting, well-priced product. Previous CFMoto models included a series of motorcycles with parallel twin engines that appeared to be based very closely on Kawasaki’s utilitarian 650 twin. [embedded content] The new 700CL-X series is supposed to be designed off KTM’s 790 motor, as used in the 790 Adventure line. CFMoto’s version is a smaller parallel twin, but is said to use similar internals to the KTM engine, which makes sense: CFMoto and KTM have been working together on R&D and manufacturing for years. KTM’s already built 125, 200 and 390 models in CFMoto’s manufacturing facilities for years. Performance on the 700CL-X line is obviously toned down from the 790’s numbers. CFMoto says the engine makes 74 horsepower, and 49 lb-ft of torque—certainly adequate for real-world use on public roads. Although they’re going to be less technologically-advanced than Euro bikes, the CFMoto machines get a Bluetooth-integrated display and cruise control as standard. Breaking the line down, there are three separate models at this point: The CL-X Adventure, the CL-X Sport and the CL-X Heritage. The Adventure gets spoked wheels, at least, but the main difference between the models appears to be bodywork, handlebar positioning, and general aesthetics. Much of the spec sheet remains unknown, otherwise—not that it matters in North America, where we likely won’t get to see them in showrooms anyway. Vezi sursa
  13. Chinese manufacturer CFMoto has introduced a new line of motorcycles, based around a 700-class parallel twin engine. For now, the 700CL-X line includes a neo-retro, a naked bike, and an adventure-styled bike. CFMoto is better-known for quads than for motorcycles in North America; its attempts to enter the two-wheeled market in the US and in Canada have been mostly unsuccessful, despite some interesting, well-priced product. Previous CFMoto models included a series of motorcycles with parallel twin engines that appeared to be based very closely on Kawasaki’s utilitarian 650 twin. [embedded content] The new 700CL-X series is supposed to be designed off KTM’s 790 motor, as used in the 790 Adventure line. CFMoto’s version is a smaller parallel twin, but is said to use similar internals to the KTM engine, which makes sense: CFMoto and KTM have been working together on R&D and manufacturing for years. KTM’s already built 125, 200 and 390 models in CFMoto’s manufacturing facilities for years. Performance on the 700CL-X line is obviously toned down from the 790’s numbers. CFMoto says the engine makes 74 horsepower, and 49 lb-ft of torque—certainly adequate for real-world use on public roads. Although they’re going to be less technologically-advanced than Euro bikes, the CFMoto machines get a Bluetooth-integrated display and cruise control as standard. Breaking the line down, there are three separate models at this point: The CL-X Adventure, the CL-X Sport and the CL-X Heritage. The Adventure gets spoked wheels, at least, but the main difference between the models appears to be bodywork, handlebar positioning, and general aesthetics. Much of the spec sheet remains unknown, otherwise—not that it matters in North America, where we likely won’t get to see them in showrooms anyway. Vezi sursa
  14. For years, TKC70 has been one of the best big adventure moto tyre on the market; some people though, pushed by the great looks and their off road capabilities, were more oriented on the TKC80. Continental TKC70 Continental TKC80 So, what did Continental do? The most logical thing, probably. Blended the two together and renamed it with the coolest name ever: TKC 70 Rocks. Obviously the new tyre is still considered a 70/30, but with its new and improved rear thread, surely most people won’t struggle anymore to say that this is their new favorite. The front tyre hasn’t changed much but the rear has a new design and compound, that certainly provides a “grippier” experience on rough terrains, at the expenses of the incredible smoothness that the old TKC70 was able to deliver. It seems that Continental wanted to reach, with this new tyre, a broader market range. The TKC models now cover the whole spectrum of terrains that the big adventure bikes may encounter. It would be interesting now to test the durability of this new Conti tyre, since clearly the TKC80 wasn’t meant for long travels and the TKC70 was good, in this realm, but not the best. I am looking forward to try one of these myself soon! Vezi sursa
  15. For years, TKC70 has been one of the best big adventure moto tyre on the market; some people though, pushed by the great looks and their off road capabilities, were more oriented on the TKC80. Continental TKC70 Continental TKC80 So, what did Continental do? The most logical thing, probably. Blended the two together and renamed it with the coolest name ever: TKC 70 Rocks. Obviously the new tyre is still considered a 70/30, but with its new and improved rear thread, surely most people won’t struggle anymore to say that this is their new favorite. The front tyre hasn’t changed much but the rear has a new design and compound, that certainly provides a “grippier” experience on rough terrains, at the expenses of the incredible smoothness that the old TKC70 was able to deliver. It seems that Continental wanted to reach, with this new tyre, a broader market range. The TKC models now cover the whole spectrum of terrains that the big adventure bikes may encounter. It would be interesting now to test the durability of this new Conti tyre, since clearly the TKC80 wasn’t meant for long travels and the TKC70 was good, in this realm, but not the best. I am looking forward to try one of these myself soon! Vezi sursa
  16. Suzuki unveiled its new V-strom at this year’s EICMA. Just by looking at It, you can tell that the designers at Suzuki had a clear idea in mind: make the old-school Dakar fans happy. They wen as far as displaying the old Dakar DR-Z at their EICMA booth and the resemblance is pretty spot on. Like Ducati did with its Desert X, Suzuki wanted to pay an homage to its history. With a dry weight of 216 kg and 107 hp delivered at 8500 rpm , this new does not have a “dakar”-style engine. They certainly want to keep their old customers happy, maintaining the same vibe of a comfortable motorcycle with decent engine, designed for long and short distance trips. I personally believe that the old V-Strom was a great bike, with modern feel. I was very excited to see what kind of modern and cutting edge design Suzuki would come up with, to captivate the interest of its own customers and steal some thunder from its competitors. The LCD Screen is small and monochromatic, a poor choice for its category, but everything seems well balanced overall in terms of controls. Riding position is optimal and very comfortable; seat stance is in the high range, being 85cm from the ground. Suzuki introduced the Ride-by-wire system to this Storm and the new ESS (Easy Start System), starts the engine with one single press of the button, no need to hold it down, is a nice touch. Radiator is 15% bigger, to accommodate the bigger engine cooling needs, and there is also some additional sensors, one that regulates airflow called PAIR (Pulse Secondary Air Injection) and another one that regulates the idle ISC (Idle Speed Control) and automatically manages the perfect idle engine speed, for a smoother riding experience The fuel tank is 20 liters, allowing the new Suzuki to reach the 300+ km range. The 1050 series will come in 3 versions, the 1050, the 1050 XT and the 1050 XT Adventure, which will differ mostly by only few optionals, like crash bars, heated grips and luggage system. Vezi sursa
  17. Suzuki unveiled its new V-strom at this year’s EICMA. Just by looking at It, you can tell that the designers at Suzuki had a clear idea in mind: make the old-school Dakar fans happy. They wen as far as displaying the old Dakar DR-Z at their EICMA booth and the resemblance is pretty spot on. Like Ducati did with its Desert X, Suzuki wanted to pay an homage to its history. With a dry weight of 216 kg and 107 hp delivered at 8500 rpm , this new does not have a “dakar”-style engine. They certainly want to keep their old customers happy, maintaining the same vibe of a comfortable motorcycle with decent engine, designed for long and short distance trips. I personally believe that the old V-Strom was a great bike, with modern feel. I was very excited to see what kind of modern and cutting edge design Suzuki would come up with, to captivate the interest of its own customers and steal some thunder from its competitors. The LCD Screen is small and monochromatic, a poor choice for its category, but everything seems well balanced overall in terms of controls. Riding position is optimal and very comfortable; seat stance is in the high range, being 85cm from the ground. Suzuki introduced the Ride-by-wire system to this Storm and the new ESS (Easy Start System), starts the engine with one single press of the button, no need to hold it down, is a nice touch. Radiator is 15% bigger, to accommodate the bigger engine cooling needs, and there is also some additional sensors, one that regulates airflow called PAIR (Pulse Secondary Air Injection) and another one that regulates the idle ISC (Idle Speed Control) and automatically manages the perfect idle engine speed, for a smoother riding experience The fuel tank is 20 liters, allowing the new Suzuki to reach the 300+ km range. The 1050 series will come in 3 versions, the 1050, the 1050 XT and the 1050 XT Adventure, which will differ mostly by only few optionals, like crash bars, heated grips and luggage system. Vezi sursa
  18. La EICMA, grupul Dainese ce include și brandul de căști AGV, a venit cu 3 noutăți : Dainese Smart Jacket, vesta cu airbag ce folosește tehnologia D-air, noua cască full face pentru stradă AGV K-6 și inedita Pista GP RR, casca racing de top din portofoliul AGV folosită de piloții din MotoGP și omologată FIM. Smart Jacket este disponibilă atât pentru bărbați cât și pentru femei, poate să fie purtată pe sub cât și peste orice geacă moto, fără să fie nevoie de niciun fel de conexiune cu motocicleta. Există un modul electronic care analizează peste 1.000 de date pe secundă, încercând să simtă eventualele situații periculoase, chiar și în cazul unui impact când motocicletă staționează, pentru a putea declanșa airbag-ul în momentul oportun. Pretul acestei veste este de aproximativ 600EUR. Dainese Smart Jacket Dainese Smart Jacket AGV K-6 este pasul următor de la K-5, o cască concepută pentru stradă, o cască sport-touring ce oferă confort și siguranță. Nouă generatie, împrumută din tehnologiile folosite la Pista GP R si Veloce S, carcasa este dintr-un amestec de fibre de carbon și aramid ce o ajută să aibă o greutate redusă. O cască mărimea MS cântărește doar 1200gr, ceea ce o face să fie una dintre cele mai ușoare căști pe piață. Stratul interior de EPS are 5 densități diferite pentru a oferi o absorbție optimă a impactului . Am mai prezentat în trecut care sunt diferențele între căștile scumpe și căștile ieftine și ce beneficii au primele…folosirea mai multor straturi de EPS cu densități diferite este una dintre aceste diferențe. Carcasa încorporează un spoiler posterior care la viteze mari asigură stabilitatea căștii. Câmpul vizual este foarte generos, oferă o vedere periferică de 190 de grade ce va fi foarte folositoare în traficul din oraș. Preturile încep pe la 460EUR pentru versiunea negru mat. AGV Pista GP RR este o cască proiectată pentru performanță. Nu este o cască complet nouă, fiind evoluția versiunii anterioare Pista GP R, însa au fost făcute câteva mici modificări. Fiind omologată FIM, ceea ce presupune niște teste mai stricte decât cele pentru căștile de stradă, această cască este omologată evident și conform standardului european ECE 22.05, adică poate fi folosită și pe stradă. Totuși fiind o cască de circuit va fi foarte zgomotoasă pe stradă, mai ales că de exemplu gurile de aerisire frontale de pe GP RR nu au și capace pe care să le închizi așa cum au căștile pentru stradă, sunt mereu deschise pentru o cât mai bună aerisire. Carcasa este fabricată integral din fibră de carbon, însă comparativ cu vechea generație, este mai groasă, cu până la 5mm în unele zone. Asta înseamnă și că este mai grea decât vechea generație cu aproximativ 100gr, de exemplu o cască mărimea MS are greutatea de 1550gr. Există 7 mărimi de la XS la XXL , pentru care sunt folosite 4 mărimi de carcase. Pe lângă creșeterea rezistenței s-a lucrat și la aerodinamică. Spoilerul posterior a fost redesenat, la urma urmei este vorba de o cască pe care piloții de MotoGP o duc până la viteze de peste 350Km/h. Cei de la AGV susțin că până la 160Km/h nu vei simți absolut niciun pic de vânt, nicio turbulentă. Toate astea vin și cu un preț pe măsură, prețul începe pe la 1350Eur. AGV Pista GP RR AGV Pista GP RR Continue Reading Articol preluat de pe motoroute.ro
  19. Un foarte frumos clip despre incredibila relație dintre om și câine, în cazul special de față, dintre câine și rider! [embedded content] Sursa: Freerider
  20. Bucuresti MTB Race 2020

    Bucuresti MTB Race 2020 Parcul Natural Vacaresti, Bucuresti, Romania
  21. BikeXpert Alpine Challenge 2020

    BikeXpert Alpine Challenge 2020 Romania
  22. Maratonul Vinului 2020

    Maratonul Vinului 2020 Romania
  23. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  24. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  25. It’s been almost 13 years since KTM hit on the simple-yet-brilliant idea of adding a few bits to its enduro bikes to create barely-street-legal dual sport machines. It didn’t take much – different lighting, brake switches, keyed ignition, turn signals, bare bones emissions – to turn the whole segment on its head. EXC buyers who lived where it’s possible to plate a dirt bike had been making them street legal for years anyway, so why not capitalize on the demand while making it easier for people? Despite the naysayers who claimed high-power, lightweight singles were ticking time bombs, the KTMs have proven remarkably durable. Check Adam Riemann’s Motonomad film series, or Aaron Steinmann’s 77,000-mile around-the-world journey if you still doubt it. The KTM 500 EXC is a proven platform. ADVERTISEMENT Kurt Forgét, the owner of Black Dog Cycle Works, understood the appeal of a featherweight, go anywhere adventure bike. He’s been dreaming of building one for 10 years. He wasn’t after a pavement queen, but needed something that would do more than just survive the highway. The perfect bike would do longer journeys and retain the agility and performance of a lightweight enduro. His goal was a bike that’s much more versatile than a standard 500 EXC, but with better performance off-road than a KTM 690 Enduro R, a bike Kurt could use to explore the vast expanses of Baja. This is how he built it. IMPROVE COMFORT & RANGE The stock 500 EXC is many things: ultra-capable dual sport, single-track weapon, tire-shredding supermoto, commuter in a pinch. But a comfortable mile muncher it is not. The seat is narrow and hard; fuel capacity is limited and vibration, while less of an issue than it used to be, will still add to your fatigue. In stock form the bike has little wind protection, anemic lighting and short oil-change intervals. As fixes Forgét added: KTM 500 EXC Rally Kit KTM 500 EXC Rally Kit This single product solved several issues at once. The bolt-on rally tower increases dashboard space for a USB charger, extra switches and a mounting spot for a phone or GPS. The windshield is a clear unit from a KTM 450 Rally bike, with fairing lowers, that will punch a better hole in the elements for increased rider protection. And the lighting gets a huge upgrade to dual Baja Designs LED lights: the Squadron Sport for the low beams and the Squadron Pro for the high beams. Together they put out a paint blistering 8,050 lumens. Cold hands add to rider fatigue, so Forgét added grip heaters from Kimpex. The inside design allows riders to use whatever grips they prefer. It uses 26.8 watts on the high setting and 21 watts on low, and uses a simple-but-effective rocker switch control. KTM singles come factory-equipped with vinyl-covered two-by-fours for seats. It’s been that way for years, and the factory isn’t giving your backside a break on the latest models. You’re supposed to be standing up anyway, otherwise you’re not “ready to race.” But anyone who dual sports an EXC will spend seat time on the saddle and quickly realize the need for something more comfortable Renazco Racing builds quality seats, one at a time, keeping the bike’s intended purpose in mind. Their enduro models are wider than stock in the rear, but taper in front so riders can grip the tank with their knees in the standing position. Kurt opted for the full suede model, which is grippy, good looking and durable. It makes sense that this throttle lock ended up on the build; it’s the company owner’s bike, after all. But this mod fits with the mission of the bike no matter whose name is on the title. Having a throttle lock significantly decreases fatigue by allowing the rider to rest their right wrist during the extended on-road stints necessary to get Forgét to the good stuff. As we noted when we tested the Black Dog Throttle Lock, the unit is easy to install, is inconspicuous, takes up very little space on your handlebars and works consistently every time via a simple on/off “click” mechanism. When engaged it will hold an opening but still allow for emergency throttle chops. When disengaged the throttle snaps closed like it should. The “flex” part sounds strange, but you can’t actually feel any movement in the bars while you ride. What you do feel is a noticeable reduction in vibration thanks to a bushing that eliminates any metal-to-metal contact between the part you grip and the part connected to the handlebar clamps. That means less fatigue and no cramped wrists at the end of a long ride. The stock tank on an 500 EXC is 2.25 gallons, a nod to the bike’s hardcore off-road genetics. But when you press the bike into adventure service, you’ll quickly note there are many places that lack gas stations every 100 miles or so. The Acerbis nearly doubles your range, maintains the bike’s slim profile, works with the radiator fan and seat, and is made out of tough polyethylene. The translucent color makes it easy to see how much fuel you have left. Another clue to the bike’s nature is its 1.5 liter oil capacity. That’s not a lot, and it means frequent oil changes if you rack up a lot of miles. Forgét addressed this issue by adding a Twin Air auxiliary cooler. It bolts on behind the left radiator so it’s out of harm’s way, keeps oil temps down and increases capacity by 10 percent. Overpacking a lightweight off-road bike like the 500 EXC can make it handle like a boat. Mosko’s Reckless 40L System attaches directly to the bike via a harness that stays in place and rugged, removable, waterproof dry bags. The design is light, secure and easy to take off for packing/moving into your tent. The 14-liter dry bags (two), eight-liter tail bag and stash pockets add just enough capacity for overnighters if you take your minimalism seriously. PERFORMANCE MODS The KTM is no slouch right off the showroom floor, but Forgét added a few pieces that tailored the bike more to his mission of on-road capability without sacrificing off-road prowess. A steering stabilizer is like insurance for nasty surprises: the rock you hit that tries to rip the bars out of your hands, the sand-induced weave you didn’t see coming, the sudden head shake from the air blast of a passing semi. Stabilizers smooth out the feedback and help you stay pointed in the right direction. Scotts is an industry leader, and the BRP SUB mount fits under the bars, leaving space to mount a GPS or phone up top. They also use the stock handlebar mounts and triple clamps. You need to stand up off road. Unfortunately, manufacturers often see footpegs as a place to trim costs rather than a means of providing a stable, comfortable way to increase control of your bike. Kurt addressed the issue on his bike with BDCW’s Traction Footpegs. They‘re made of aluminum alloy, 2.5 inches wide and 4 inches long with traction cleats around the perimeter and removable spikes for additional grip on your boot soles. The voids are large and widely spaced so the pegs shed mud and snow. Galfer’s Tsunami discs are grooved to allow more air flow to the pad, keeping brake temps down and performance consistent. The advantage is twofold: increased braking power and, more importantly off road in slippery conditions, better ability to modulate that power. Forgét coupled them with sintered pads, which are heat resistant and long wearing in a variety of conditions. Think about the hundreds of times you’ll pull the clutch lever on a ride. Now think about riding long distances day after day in situations that demand good clutch control. You’re expending a lot of mental and physical energy on a single aspect of bike control. An auto clutch frees up that energy so the rider can concentrate on momentum, line choice, weight distribution, body positioning, etc.,all of which come into play as soon as you leave the pavement. Forgét chose the Rekluse RadiusCX for this 500 EXC build, which incorporates the company’s latest technology for optimized power delivery and long life. Rekluse clutches eliminate stalling, but the clutch lever still functions normally in situations where you might need it, such as popping the front wheel over a log. Properly setting up the suspension is one of the best ways to improve a bike’s performance. And while the KTM 500 EXC’s suspension is very good off the showroom floor, it is biased toward racing and some riders may find the ride harsh or choppy in slower, less aggressive riding. Konflict takes riding style, anticipated terrain, rider weight and ability into account in their suspension work, tailoring the bike to the purpose. The Level III Service includes complete disassembly of forks and shock, polishing certain components, replacing worn parts and revalving to suit the rider’s needs. BIKE PROTECTION It’s one thing to damage a bike in a race and lose time or points; it’s another to break something 100 miles from anywhere and have to figure out how you’re going to get back to civilization. With remote riding in mind, Kurt did the following to armor his hardcore adventure bike: The simple, nearly indestructible design holds steady on the road or trail, thanks to the Ram mount you can crank down hard, and it neatly folds away behind the headlight when the trail gets tight. It will give way instead of break if you fall with it extended, and If you do manage to break the glass part, Doubletake sells replacements. Small bikes go places big bikes can’t, or shouldn’t, and that means more exposure rocks, roots, sticks and other nasty stuff that can break things. BDCW’s Ultimate Skid Plate covers the engine block, water pump, clutch cover and ignition cover. It’s frame mounted and made out of an aluminum alloy designed to absorb hits, not transmit them. And we learned during our own testing that it goes on and comes off easily, a good thing given the shorter oil-change intervals on the KTM 500 EXCs. In stock form the KTM 500 EXC comes with flimsy plastic handguards that aren’t going to protect your fingers, or levers, in a crash. Kurt Forgét replaced them with beefy Cycra Probend CRM (center reach mount) units that put billet aluminum between your fingers and tree branches or rocks. The center-mount design leaves more room on the bars for other things, like RAM mounts, and plenty of clearance for levers. The BRP Handguard Mounts provide additional room on the bars for controls and cables, and integrate well with the Scotts SUB Mount steering stabilizer. Made out of tough billet aluminum and deeper than stock, the Rekluse clutch cover will stand up to abuse and provides a small increase in engine oil capacity, a good thing on a bike that doesn’t hold much oil in the first place. The Kurt Caselli Limited Edition honors the legacy of the late Baja racer. Rekluse donates $125 from every sale to the Kurt Caselli Foundation, which promotes off-road rider safety. KTM 500 EXC Build Parts List Author: Bob Whitby Bob has been riding motorcycles since age 19 and working as a journalist since he was 24, which was a long time ago, let’s put it that way. He quit for the better part of a decade to raise a family, then rediscovered adventure, dual sport and enduro riding in the early 2000s. He lives in Arkansas, America’s best-kept secret when it comes to riding destinations, and travels far and wide in search of dirt roads and trails.
  26. EICMA 2019: Fetele [GALERIE FOTO]

    Ediția 2019 a EICMA s-a remarcat nu doar prin numărul record de expozanți și de vizitatori, ci și prin domnișoarele care înfrumusețau multe dintre standurile salonului. Iată o selecție sugestivă:
  27. Ediția 2019 a EICMA s-a remarcat nu doar prin numărul record de expozanți și de vizitatori, ci și prin domnișoarele care înfrumusețau multe dintre standurile salonului. Iată o selecție sugestivă: Sursa
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