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  1. Astăzi
  2. Yes, I know that’s not an off-road bike in the opening photo. But isn’t it lovely? And isn’t it wonderful to see it being ridden in the real world? No doubt you’ve seen the big bikes of the 2019 Concours d’Eleganza Villa d’Este by now – but what about taking a look at some of the little ones with me… The Concorso d’Eleganza on Lake Como in northern Italy is one of the automotive world’s most impressive events. It is sponsored by BMW, but that doesn’t mean that there is a Bavarian bias among the bikes on display. This year’s motorcycle division showcased some extraordinary bikes as usual, and there was a remarkable number of small off-road machines making extremely rare public appearances. So, let’s have a look at the little end of the show. The bikes are apparently all runners, although I doubt they see much use in competition these days! Mind you, you never know… 1969 Moto Guzzi Dingo Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Ducati Scrambler 50, entered by Collezione Zappieri( Credit: BMW Group Classic) 1969 Gitan Cross 50, entered by Collezione Zappieri (Credit: BMW Group Classic) 1970 Moto Muller 50 GT Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Guazzoni Matta Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1976 Aspes Navaho CS Special 47.6cc, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Milani Cross 50, entered by Collezione Zappieri (Credit: BMW Group Classic 1972 Morini Corsarino Super Scrambler 49.5cc, entered by Collezione Zappieri (Credit: BMW Group Classic) Impressed? I am. I wonder how many classic little bikes we have out there among you guys. Anybody want to show off? Go for it. Oh, and I just thought I’d leave you with the bike I thought was the most amazing of all in the show – though it’s not a dirt bike. 1929 N3A “Ecremeuse” MGC, 490cc, entered by Gilbert Redon (Credit: BMW Group Classic) The bike was the Class B winner. MGC was a French manufacturer, and this model apparently caused quite a commotion at the 1929 Lyon show due to its cast aluminum frame. Unfortunately, the idea was many decades ahead of its time – the alloys of the day tended to fail, leaving leaks from the integrated fuel tank. Gee, I’m sure I’ve heard similar complaints about much more rent bikes! Vezi sursa
  3. Yes, I know that’s not an off-road bike in the opening photo. But isn’t it lovely? And isn’t it wonderful to see it being ridden in the real world? No doubt you’ve seen the big bikes of the 2019 Concours d’Eleganza Villa d’Este by now – but what about taking a look at some of the little ones with me… The Concorso d’Eleganza on Lake Como in northern Italy is one of the automotive world’s most impressive events. It is sponsored by BMW, but that doesn’t mean that there is a Bavarian bias among the bikes on display. This year’s motorcycle division showcased some extraordinary bikes as usual, and there was a remarkable number of small off-road machines making extremely rare public appearances. So, let’s have a look at the little end of the show. The bikes are apparently all runners, although I doubt they see much use in competition these days! Mind you, you never know… 1969 Moto Guzzi Dingo Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Ducati Scrambler 50, entered by Collezione Zappieri( Credit: BMW Group Classic) 1969 Gitan Cross 50, entered by Collezione Zappieri (Credit: BMW Group Classic) 1970 Moto Muller 50 GT Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Guazzoni Matta Cross, entered by Collezione Zappieri (Credit: BMW Group Classic) 1976 Aspes Navaho CS Special 47.6cc, entered by Collezione Zappieri (Credit: BMW Group Classic) 1971 Milani Cross 50, entered by Collezione Zappieri (Credit: BMW Group Classic 1972 Morini Corsarino Super Scrambler 49.5cc, entered by Collezione Zappieri (Credit: BMW Group Classic) Impressed? I am. I wonder how many classic little bikes we have out there among you guys. Anybody want to show off? Go for it. Oh, and I just thought I’d leave you with the bike I thought was the most amazing of all in the show – though it’s not a dirt bike. 1929 N3A “Ecremeuse” MGC, 490cc, entered by Gilbert Redon (Credit: BMW Group Classic) The bike was the Class B winner. MGC was a French manufacturer, and this model apparently caused quite a commotion at the 1929 Lyon show due to its cast aluminum frame. Unfortunately, the idea was many decades ahead of its time – the alloys of the day tended to fail, leaving leaks from the integrated fuel tank. Gee, I’m sure I’ve heard similar complaints about much more rent bikes! Vezi sursa
  4. Schwalbe Hans Dampf 29×2.35 Addix (2019)

    Acestea sunt noile Hans Dampf în versiunea Addix, în dimensiunea 29×2.35 și în toată splendoarea lor. Gândite pentru traseele de enduro, acestea vin cu un avantaj de necontestat și anume acela al greutății reduse. Doar 850 de grame. Doar? Pe bune? Da, pe bune. Căci în acest segment, majoritatea anvelopelor solide vor cântări mai bine de 900 de grame dacă nu chiar și mai mult. Curiozitatea a fost să vedem dacă cei de la Schwalbe au reușit să construiască o anvelopă suficient de solidă și de aderentă cu o greutate redusă. Iar astfel, nu mi-a rămas decât să le cer la test. Și au venit direct din Germania, prin UPS, companie cu cei mai amabili curieri. Iar eu n-am stat prea mult pe gânduri și le-am montat pe un set de roți Shimano XT. Țin să precizez asta, deoarece janta XT este ceva mai îngustă, iar aceste anvelope își pot desfășura potențialul maxim pe jante mai late. Însă nici în cazul roților Shimano treburile n-au stat rău deloc, exceptând poate mici inadvertențe de imagine (spre talon, par destul de strânse). Le-am montat tubeless, desigur, ca să pot rula la presiuni mai joase. Și nici n-am ezitat prea mult, introducând doar 1.4 bar în ele. O presiune cu care în mod normal n-aș rula cu cameră, însă în cazul de față, valoarea a reprezentat un echilibru perfect între o viteză de rulare decentă și protecție. Viteza de rulare este desigur discutabilă, iar dacă luăm în calcul o jantă mai lată, pata de contact a anvelopei cu solul va fi mai mare, în acest caz rulând probabil cu 5% mai greu. Sau 4%. Cui îi pasă? Pentru că tot suntem la capitolul de față, sper că este evident pentru toată lumea că un set de anvelope cu balonaj mai mare și crampoane foarte înalte și fără sens de rotație nu vor rula pe drept sau la urcare precum unele cu crampoane mici și dimensiunea de 2.10. Mai ales că le-am montat pe o bicicletă cu suspensii de 170mm. Oricum, dacă există voință și ceva antrenament, poți să faci și ture montane mai lungi cu ele, fără nici cea mai mică problemă. Dar acolo unde chiar vei uita de probleme va fi pe traseul dificil, acela cu noroi, multe rădăcini și pietre. Căci acolo se va vedea și măiestria acestor anvelope. Nu puteam alege nimic altceva decât unul dintre traseele de pe Ciocanu și altul mai pietros, din spatele casei, ca să analizez cum se cuvine prestația. Iar concluziile sunt pozitive. Pe teren alunecos, crampoanele laterale imense îți asigură o aderență excelentă și chiar când lucrurile merg prost, acestea îndreaptă la un moment dat situația. Așadar, chiar în mijlocul unui derapaj, într-un viraj, când îți fig ambele roți, compound-ul Addix împreună cu construcția crampoanelor laterale se aliază și opresc alunecarea, permițând abordarea virajului așa cum vezi în filme: cu noroiul sărind în lateral. Desigur, trebuie să vrei și să poți face asta, dar dacă nu vrei și nici nu poți nu este nicio problemă: cel puțin ai siguranța că acestea se așează acolo unde dorești. Trecerea peste rădăcini umede nu a fost lipsită de stres, căci în astfel de cazuri prea puține anvelope pot face față cu adevărat, însă performanța la frânare este foarte bună, crampoanele centrale mari practic înfingându-se în sol. Pe teren uscat sau pe piatră aderența este enormă și puncte în plus vin și din partea presiunii scăzute (în speță, tubeless-ul). Punând în balanță toate aceste specificații, pot spune că greutatea este mai mult decât justă raportată la performanțe. Iar prețul, de 260 de lei/bucată, nu tocmai mic, dat fiind faptul că poți termina într-un sezon o astfel de pereche. Vestea bună vine însă tot din online, căci pot fi achiziționate chiar și la un preț de 190 de lei/bucata dacă prinzi vreo promoție, iar acesta face ca toată povestioara de mai sus să sune și mai bine. Plus: Greutate mai mult decât acceptabilă, prestații foarte bune pe uscat și bune pe umed Minus: Nu rulează foarte rapid dar este de înțeles, preț măricel Preț de raft: 260 lei/bucata Greutate: 850 grame/bucata Sursa: Freerider
  5. Viața fără cabluri: Magura Cockpit Integration

    Chiar dacă la un moment dat ajunsesem să avem pe ghidon o sumedenie de cabluri, de la conductele de frână, la cămășile cablurilor pentru schimbătoare și de la cablul de dropper până la cel pentru lock-out (nemaivorbind de cele adiționale existente pe bicicletele electrice), se pare că inginerii germani care stau confortabil și relaxați în birourile lor au venit cu o soluție care să pună capăt acestei nenorociri care ne-a lovit pe toți, mai mult sau mai puțin. Au denumit-o Magura Cockpit Integration și alături de sistemele wireless, ar trebui să elimine practic orice cablu de pe ghidon. Schimbătoare wireless avem deja de la Sram, deci putem răsufla liniștiți, apoi avem tija de șa wireless de la Magura, avem Lock-out care se activează automat de la Fox și acum avem conducte de frână trase prin ghidon. Doar nu v-ați așteptat ca frânele să fie și ele wireless nu? Și chiar dacă nu sunt, sistemul este mai mult decât binevenit. Desigur, soluția tehnică nu este neapărat simplă căci după cum observi din fotografii maneta este foarte subțire și nu mai conține niciun rezervor. Păi bine, atunci ce-au făcut cu rezervorul? L-au ascuns chiar în ghidon, iar data viitoare când vei aerisi frânele va părea că vei aerisi… ghidonul. EasyLink permite conectarea rapidă a conductelor, iar atunci când va fi necesar să demontezi întreg sistemul, o vei putea face fără să pierzi din prețiosul ulei mineral Magura Royal Blood. Conductele pornesc deci prin ghidon, trec prin pipă, apoi intră în headtube, iar de acolo mai departe – prin cadru. Cum trec acestea de steerer-ul furcii sau dacă sunt trase pe lângă acesta nu este momentan foarte clar și nici nu reiese prea bine din fotografii, însă dacă ideea funcționează înseamnă că au reușit să găsească o soluție inteligentă. Mai multe detalii poți vedea în filmul de mai jos: [embedded content] via Magura Sursa: Freerider
  6. Chiar dacă la un moment dat ajunsesem să avem pe ghidon o sumedenie de cabluri, de la conductele de frână, la cămășile cablurilor pentru schimbătoare și de la cablul de dropper până la cel pentru lock-out (nemaivorbind de cele adiționale existente pe bicicletele electrice), se pare că inginerii germani care stau confortabil și relaxați în birourile lor au venit cu o soluție care să pună capăt acestei nenorociri care ne-a lovit pe toți, mai mult sau mai puțin. Au denumit-o Magura Cockpit Integration și alături de sistemele wireless, ar trebui să elimine practic orice cablu de pe ghidon. Schimbătoare wireless avem deja de la Sram, deci putem răsufla liniștiți, apoi avem tija de șa wireless de la Magura, avem Lock-out care se activează automat de la Fox și acum avem conducte de frână trase prin ghidon. Doar nu v-ați așteptat ca frânele să fie și ele wireless nu? Și chiar dacă nu sunt, sistemul este mai mult decât binevenit. Desigur, soluția tehnică nu este neapărat simplă căci după cum observi din fotografii maneta este foarte subțire și nu mai conține niciun rezervor. Păi bine, atunci ce-au făcut cu rezervorul? L-au ascuns chiar în ghidon, iar data viitoare când vei aerisi frânele va părea că vei aerisi… ghidonul. EasyLink permite conectarea rapidă a conductelor, iar atunci când va fi necesar să demontezi întreg sistemul, o vei putea face fără să pierzi din prețiosul ulei mineral Magura Royal Blood. Conductele pornesc deci prin ghidon, trec prin pipă, apoi intră în headtube, iar de acolo mai departe – prin cadru. Cum trec acestea de steerer-ul furcii sau dacă sunt trase pe lângă acesta nu este momentan foarte clar și nici nu reiese prea bine din fotografii, însă dacă ideea funcționează înseamnă că au reușit să găsească o soluție inteligentă. Mai multe detalii poți vedea în filmul de mai jos: [embedded content] via Magura Sursa: Freerider
  7. Ieri
  8. In a move that reinforces weeks of gossip, but still comes as a shock, Harley-Davidson has officially confirmed its plans to build a motorcycle in China. The deal was confirmed today, after Harley-Davidson’s CEO hinted at it in a call a few weeks back. It sees Harley-Davidson working with Chinese manufacturer Qianjiang on a new 339 cc motorcycle. The bike will be built in Qianjiang’s facilities, with Harley-Davidson oversight (the rigorous quality standards and testing processes followed for all Harley-Davidson products, according to the MoCo’s presser). Details on the new bike are sketchy, but if the design sketches are accurate, it appears to have a parallel twin engine and naked roadster styling. Both these moves would be bold departures from the Harley-Davidson formula, as it’s best-known for its current V-twin lineup and a few single-cylinder engines back in the old days. And of course, Harley-Davidson is tied to the cruiser style of motorcycle in its developed markets. According to Harley-Davidson’s announcement, the new motorcycle is intended to be sold in China first, and then in other markets in Asia. There is no mention of sales in Europe, Australia or North America. Harley-Davidson’s presser says “Continuing to capitalize on growth opportunities in Asia is key to the company achieving its 2027 objective to grow its international business to 50 percent of annual volume.” In other words, Harley-Davidson needs to sell a lot more motorcycles in Asia to hit its goals, which raises another question: since this motorcycle is only going to be sold through Harley-Davidson dealerships, will the company have to aggressively expand its dealer network in China just to meet the desired sales volume in the next eight years? Why choose Qianjang (also known as Chang Jiang)? Harley-Davidson said it’s due to the Chinese company’s ability to build premium small-displacement bikes, as well as its established supply base, its ability to meet consumer requirements and its proven capabilities in emerging markets. It also probably doesn’t hurt that Qianjang is the Chinese company with decent history in the big-bike game, as it built CJ750 sidecars for many years (basically the same thing as the Ural and Dnepr rigs). It’s already a respected and prestigious brand in that market because of the history of the CJ750. Vezi sursa
  9. In a move that reinforces weeks of gossip, but still comes as a shock, Harley-Davidson has officially confirmed its plans to build a motorcycle in China. The deal was confirmed today, after Harley-Davidson’s CEO hinted at it in a call a few weeks back. It sees Harley-Davidson working with Chinese manufacturer Qianjiang on a new 339 cc motorcycle. The bike will be built in Qianjiang’s facilities, with Harley-Davidson oversight (the rigorous quality standards and testing processes followed for all Harley-Davidson products, according to the MoCo’s presser). Details on the new bike are sketchy, but if the design sketches are accurate, it appears to have a parallel twin engine and naked roadster styling. Both these moves would be bold departures from the Harley-Davidson formula, as it’s best-known for its current V-twin lineup and a few single-cylinder engines back in the old days. And of course, Harley-Davidson is tied to the cruiser style of motorcycle in its developed markets. According to Harley-Davidson’s announcement, the new motorcycle is intended to be sold in China first, and then in other markets in Asia. There is no mention of sales in Europe, Australia or North America. Harley-Davidson’s presser says “Continuing to capitalize on growth opportunities in Asia is key to the company achieving its 2027 objective to grow its international business to 50 percent of annual volume.” In other words, Harley-Davidson needs to sell a lot more motorcycles in Asia to hit its goals, which raises another question: since this motorcycle is only going to be sold through Harley-Davidson dealerships, will the company have to aggressively expand its dealer network in China just to meet the desired sales volume in the next eight years? Why choose Qiangjang (also known as Chang Jiang)? Harley-Davidson said it’s due to the Chinese company’s ability to build premium small-displacement bikes, as well as its established supply base, its ability to meet consumer requirements and its proven capabilities in emerging markets. It also probably doesn’t hurt that Qiangjang is the Chinese company with decent history in the big-bike game, as it built CJ750 sidecars for many years (basically the same thing as the Ural and Dnepr rigs). It’s already a respected and prestigious brand in that market because of the history of the CJ750. Vezi sursa
  10. Patru prieteni purced la o aventură de făcut măcar o dată în viaţă, mai precis pedalarea spaţiilor vaste din Patagonia pe biciclete (pliabile apropo) pe calea ferată dezafectată care poartă numele „La Trochita”. Aventura lor a durat aproape o săptămână timp în care au pedalat peste 400 km pe biciclete, doar pe calea ferată. [embedded content] Sursa: Freerider
  11. Aventura vieţii! Cu bicicleta pe calea ferată în Patagonia!

    Patru prieteni purced la o aventură de făcut măcar o dată în viaţă, mai precis pedalarea spaţiilor vaste din Patagonia pe biciclete (pliabile apropo) pe calea ferată dezafectată care poartă numele „La Trochita”. Aventura lor a durat aproape o săptămână timp în care au pedalat peste 400 km pe biciclete, doar pe calea ferată. [embedded content] Sursa: Freerider
  12. Clubul Sportiv Municipal Flacara Moreni impreuna cu Primaria Municipiului Moreni organizeaza duminica etapa a IV din Campionatul National de Endurocross. Etapa va avea loc pe dealul Sangeris din Judetul Dambovita pe 23 iunie 2019. Vor concura clasele: MOTO-A, VET, B, C si FETE; QUAD-A și C; ATV-A și C. Traseul de la Moreni este unul care respecta traditia locala a pasiunii pentru Motocros, sportivii care performeaza la aceasta disciplina fiind cel mai probabil in largul lor pe dealurile Sangerisului. Program DUMINICA 23 IUNIE 2019 08.00 – 12.00 – Secretariat + Revizie Tehnica 11.00 – 11.30 – Incalzire in zona speciala. Doar sportivii care au indeplinit toate formalitatile de inscriere in competitie pot efectua incalzirea, pentru clasele MOTO. 11.30 – 11.45 – Sedinta informare sportivi (briefing). Concurentii claselor MOTO se vor prezenta in echipamentul de concurs. 12.00 – START clasa MOTO A (2h + 1 tur) si MOTO B+VET+C + FETE (1h si 30 min.+1 tur) 14.30- 14.45 Incalzire pe zona speciala. Doar sportivii care au indeplinit toate formalitatile de inscriere in competitie pot efectua incalzirea, pentru clasele QUAD si ATV 14.45 – 15.00 – Sedinta informare sportivi (briefing). Concurentii claselor QUAD si ATV se vor prezenta in echipamentul de concurs. 15.00– START clasa QUAD PRO si ATV PRO (2h+1 tur) clasa QUAD HOBBY si ATV HOBBY (1h si 30 min.+1 tur); 18.00– FESTIVITATE DE PREMIERE - Prezenta este OBLIGATORIE Programul si Regulamentul Particular al CNIR Endurocross etIV sunt disponibile aici. Va asteptam!
  13. Clubul Sportiv Municipal Flacara Moreni impreuna cu Primaria Municipiului Moreni organizeaza duminica etapa a IV din Campionatul National de Endurocross. Etapa va avea loc pe dealul Sangeris din Judetul Dambovita pe 23 iunie 2019. Vor concura clasele: MOTO-A, VET, B, C si FETE; QUAD-A și C; ATV-A și C. Traseul de la Moreni este unul care respecta traditia locala a pasiunii pentru Motocros, sportivii care performeaza la aceasta disciplina fiind cel mai probabil in largul lor pe dealurile Sangerisului. Program DUMINICA 23 IUNIE 2019 08.00 – 12.00 – Secretariat + Revizie Tehnica 11.00 – 11.30 – Incalzire in zona speciala. Doar sportivii care au indeplinit toate formalitatile de inscriere in competitie pot efectua incalzirea, pentru clasele MOTO. 11.30 – 11.45 – Sedinta informare sportivi (briefing). Concurentii claselor MOTO se vor prezenta in echipamentul de concurs. 12.00 – START clasa MOTO A (2h + 1 tur) si MOTO B+VET+C + FETE (1h si 30 min.+1 tur) 14.30- 14.45 Incalzire pe zona speciala. Doar sportivii care au indeplinit toate formalitatile de inscriere in competitie pot efectua incalzirea, pentru clasele QUAD si ATV 14.45 – 15.00 – Sedinta informare sportivi (briefing). Concurentii claselor QUAD si ATV se vor prezenta in echipamentul de concurs. 15.00– START clasa QUAD PRO si ATV PRO (2h+1 tur) clasa QUAD HOBBY si ATV HOBBY (1h si 30 min.+1 tur); 18.00– FESTIVITATE DE PREMIERE - Prezenta este OBLIGATORIE Programul si Regulamentul Particular al CNIR Endurocross etIV sunt disponibile aici. Va asteptam!
  14. Avem bucuria sa va anuntam ca prima etapa din Campionatul Natinal de Supermoto va avea loc la Drobeta Turnu Severin. Clubul Arici Supermoto Arad in parteneriat cu Primaria Drobeta Turnu Severin si clubul Drobeta Motors 2003 organizeaza intre 22 si 23 iunie 2019 etapa I de Supermoto si Viteza Juniori din sezonul competitional 2019. Felicitam pe aceasta cale autoritatile locale care au sprijinit acest proiect. S-a lucrat din timp la traseu si vom avea parte de foarte multi spectatori. Aceasta din două motive, în primul rând etapa va avea loc în plin oraș (Sala Polivalenta), iar în al doilea autoritățile locale au depus eforturi serioase pentru promovarea acestui concurs. Vor concura clasele: Jun.III, Jun.II, SM65, SM85, S Open, Hobby, Veterani Ziua de sambata este dedicata înregistrării concurenților, verificărilor tehnice și antrenamentelor. Duminica 23 iunie 2019 pilotii intra pe traseu incepand cu ora 9:00 pentru incalzire. Incepand cu ora 11:30 programul curselor in functie de clasa este urmatorul: 11:40 – 11:55 SM85 & SM65 START MANȘA 1 – APROX. 15 MIN. 12:10 – 12:25 SM HOBBY START MANȘA 1 – APROX. 15 MIN. 12:35 – 12:45 JUNIOR 3 START – APROX. 10 MIN. 12:55 – 13:05 JUNIOR 2 START – APROX. 10 MIN. 13:20 – 13:35 S OPEN & SM VET START MANȘA 1 – APROX. 20 MIN. 13:35 – 14:50 TOATE CLASELE PAUZĂ 13:40 – 14:40 DEMONSTRAȚIE DRIFT STUNT SHOW – BULGARIA 15:00 – 15:15 SM HOBBY START MANȘA 2 – APROX. 15 MIN. 15:35 – 15:50 SM85 & SM65 START MANȘA 2 – APROX. 15 MIN. 16:10 – 16:30 S OPEN & SM VET START MANȘA 2 – APROX. 20 MIN. 17:00 TOATE CLASELE FESTIVITATE DE PREMIERE Programul complet si Regulamentul Particular al CNIR Supermoto Et.I sunt disponibile aici. Va asteptam in numar cat mai mare sa sarbatorim revenirea sporturilor cu motor in Drobeta Turnu Severin!
  15. Avem bucuria sa va anuntam ca prima etapa din Campionatul Natinal de Supermoto va avea loc la Drobeta Turnu Severin. Clubul Arici Supermoto Arad in parteneriat cu Primaria Drobeta Turnu Severin si clubul Drobeta Motors 2003 organizeaza intre 22 si 23 iunie 2019 etapa I de Supermoto si Viteza Juniori din sezonul competitional 2019. Felicitam pe aceasta cale autoritatile locale care au sprijinit acest proiect. S-a lucrat din timp la traseu si vom avea parte de foarte multi spectatori. Aceasta din două motive, în primul rând etapa va avea loc în plin oraș (Sala Polivalenta), iar în al doilea autoritățile locale au depus eforturi serioase pentru promovarea acestui concurs. Vor concura clasele: Jun.III, Jun.II, SM65, SM85, S Open, Hobby, Veterani Ziua de sambata este dedicata înregistrării concurenților, verificărilor tehnice și antrenamentelor. Duminica 23 iunie 2019 pilotii intra pe traseu incepand cu ora 9:00 pentru incalzire. Incepand cu ora 11:30 programul curselor in functie de clasa este urmatorul: 11:40 – 11:55 SM85 & SM65 START MANȘA 1 – APROX. 15 MIN. 12:10 – 12:25 SM HOBBY START MANȘA 1 – APROX. 15 MIN. 12:35 – 12:45 JUNIOR 3 START – APROX. 10 MIN. 12:55 – 13:05 JUNIOR 2 START – APROX. 10 MIN. 13:20 – 13:35 S OPEN & SM VET START MANȘA 1 – APROX. 20 MIN. 13:35 – 14:50 TOATE CLASELE PAUZĂ 13:40 – 14:40 DEMONSTRAȚIE DRIFT STUNT SHOW – BULGARIA 15:00 – 15:15 SM HOBBY START MANȘA 2 – APROX. 15 MIN. 15:35 – 15:50 SM85 & SM65 START MANȘA 2 – APROX. 15 MIN. 16:10 – 16:30 S OPEN & SM VET START MANȘA 2 – APROX. 20 MIN. 17:00 TOATE CLASELE FESTIVITATE DE PREMIERE Programul complet si Regulamentul Particular al CNIR Supermoto Et.I sunt disponibile aici. Va asteptam in numar cat mai mare sa sarbatorim revenirea sporturilor cu motor in Drobeta Turnu Severin!
  16. ACS Lion Racing Team a organizat sambata trecuta cea de a III-a etapa din Campionatul National de Endurocross. Aceasta etapa a avut loc in localitatea Plescuta din judetul Arad. Au concurat clasele: Moto: A (PRO), Veterani, B (Expert), C (Hobby); QUAD-A și C; ATV-A și C. Vremea a tinut de aceasta data cu organizatorii si sportivii, decizia de amanare a concursului programat initial pe 8 iunie dovedindu-se astfel una inspirata. Aceasta etapa a fost cea de a II-a din categoria Extrem si a fost apreciata pozitiv de catre sportivi pentru zonele sale tehnice. Felicitam si autoritatile locale pentru implicarea in buna desfasurare a acestui eveniment. Am avut foarte multi spectatori care au asista nu doar la cursa si la ceremonia de premiere, ci si la Festivalul Folcloric programat la sfarsitul zilei: Comori de Suflet Românesc. Grecu Sergiu de la clubul Haita Deva se impune la clasa PRO. Sergiu alearga în special la disciplina Hard Enduro și astfel s-a simțit în largul lui pe porțiunile extreme ale traseului de la Pleșcuța. Pe locul doi incheie Boțoacă Andrei, iar pe trei Avram Florin. Cel mai bun Veteran este Gagyi Peter (Master Bike Cluj). Locul doi este adjudecat de Căraba Florin, ultimul loc pe podium revenind lui Rogh Constantin. La Experți ajunge primul Leric George de la Hard Enduro Arad, urmat de Dragoi Alin si Kubalak Milan. Hutopilă Cătălin (Hard Enduro Arad) câștigă clasa Hobby. Pe doi ajunge Novanc Florin, iar pe trei Tudur Alexandru. La clasa Quad PRO se impune Burjan Zoltan de la Haita Deva. Pe locul al doilea este clasat Bodea Sebastian iar pe trei Lorincz Csaba. Cel mai bun la Quad Hobby este Jacob Denis (Lion Racing Team), urmat de Cosma Alin si Diaconescu Bogdan. Clasa ATV PRO este castigata din nou de Lungu Radu Mihai de la ATH Racing Floresti. Pe locul doi se claseaza la finalul zilei Szejke Vilmos, iar pe trei Bercea Savu. Etapa a IV-a va avea loc la Moreni pe 23 iunie 2019. Va asteptam!
  17. ACS Lion Racing Team a organizat sambata trecuta cea de a III-a etapa din Campionatul National de Endurocross. Aceasta etapa a avut loc in localitatea Plescuta din judetul Arad. Au concurat clasele: Moto: A (PRO), Veterani, B (Expert), C (Hobby); QUAD-A și C; ATV-A și C. Vremea a tinut de aceasta data cu organizatorii si sportivii, decizia de amanare a concursului programat initial pe 8 iunie dovedindu-se astfel una inspirata. Aceasta etapa a fost cea de a II-a din categoria Extrem si a fost apreciata pozitiv de catre sportivi pentru zonele sale tehnice. Felicitam si autoritatile locale pentru implicarea in buna desfasurare a acestui eveniment. Am avut foarte multi spectatori care au asista nu doar la cursa si la ceremonia de premiere, ci si la Festivalul Folcloric programat la sfarsitul zilei: Comori de Suflet Românesc. Grecu Sergiu de la clubul Haita Deva se impune la clasa PRO. Sergiu alearga în special la disciplina Hard Enduro și astfel s-a simțit în largul lui pe porțiunile extreme ale traseului de la Pleșcuța. Pe locul doi incheie Boțoacă Andrei, iar pe trei Avram Florin. Cel mai bun Veteran este Gagyi Peter (Master Bike Cluj). Locul doi este adjudecat de Căraba Florin, ultimul loc pe podium revenind lui Rogh Constantin. La Experți ajunge primul Leric George de la Hard Enduro Arad, urmat de Dragoi Alin si Kubalak Milan. Hutopilă Cătălin (Hard Enduro Arad) câștigă clasa Hobby. Pe doi ajunge Novanc Florin, iar pe trei Tudur Alexandru. La clasa Quad PRO se impune Burjan Zoltan de la Haita Deva. Pe locul al doilea este clasat Bodea Sebastian iar pe trei Lorincz Csaba. Cel mai bun la Quad Hobby este Jacob Denis (Lion Racing Team), urmat de Cosma Alin si Diaconescu Bogdan. Clasa ATV PRO este castigata din nou de Lungu Radu Mihai de la ATH Racing Floresti. Pe locul doi se claseaza la finalul zilei Szejke Vilmos, iar pe trei Bercea Savu. Etapa a IV-a va avea loc la Moreni pe 23 iunie 2019. Va asteptam!
  18. 4 zile până la startul Vidraru Bike Challenge

    Este jumătatea lui iunie, semn că mai este foarte puțin până la startul celei de-a 6-a ediții a maratonului MTB Vidraru Bike Challenge. Mountainbike offroad după atâtea ploi? Am fi tentați să ne întrebăm, mai ales aceia dintre noi care au trebuit să facă recent push bike prin noroaie până la ax. Vidraru Bike Challenge 2018 – foto Mihai PatrascuEi bine, organizatorii ne promit un traseu fără probleme deosebite din punctul acesta de vedere; și asta nu pentru că ar usca traseul cu foehnul înainte de start, ci pentru că – lucru dovedit la edițiile anterioare – traseul rămâne foarte bun de rulat chiar și după ploaie. În Făgăraș, atât organizatorii cât mai ales concurenții, au noroc cu terenul înclinat, de pe care apele se scurg repede; și cu baza solidă, pietroasă – ce nu permite transformarea drumurilor forestiere și potecilor de pe cele trei rute (scurtă / medie / lungă) în mlaștini din care să nu mai ieși în șa, cum se întâmplă deseori la concursurile de la șes. Nici căldura (sau canicula) nu trebuie să ne sperie – acolo mountain bike-ul este cu adevarat pe ”mountain” – așa că de fiecare dată cicliștii au avut parte de răcoare, atât datorită altitudinii cât și datorită apelor reci și pădurilor umbroase. Ne aducem aminte că la ediția a 2-a, în punctul cel mai înalt de la tura lungă, pe munte – au fost doar 5 grade Celsius, spre înviorarea participanților și spre clănțănitul voluntarilor din acel punct de control. Va fi o zi lungă – nu întâmplător aleasă în preajma solstițiului – și frumoasă; o adevărata fiesta de pedalat într-un decor superb. De abea așteptăm! Cine mai vine? http://vidrarumtb.ro/participanti/ ! Sursa: Freerider
  19. When many of us think about electric motorcycles, we may think of companies like Zero and Lightning. But would you ever think that Facebook would be interested in producing an electric motorcycle? Well, they apparently are. Facebook Patent application Facebook has filed a patent application for a “Self-Balancing Robotic Motorcycle”. Is it just that Facebook wants to be in with other high tech companies wanting a piece of the electric vehicle pie? Or is it something else? Unfortunately, the patent application does not tell us anything about the electric self-balancing motorcycle’s purpose. But it does tell us something about how it will supposedly work. How it works The machine appears to have two driven wheels. Two independent drive motors are mounted in a pair of swingarm style mounts attached to some sort of suspension system. Each motor provides power to one wheel with a belt drive system. Facebook’s self-balancing motorcycle platform. Image credit: Facebook Disc brakes provide the braking. But the discs are attached internally and would likely be enclosed by the body of the motorcycle. Facebook claims that this method keeps the brakes out of environmental elements and therefore will be more efficient than wheel mounted discs. 360-degree steering Interestingly, both wheels are attached to permit 360-degree arc around the steering axis. With this type of setup, the bike could theoretically move sideways. That’s pretty exciting even if it is just for parking. Wheels are free to rotate in a 360 degree arc around the steering. Image credit: Facebook The self-balancing aspect of the motorcycle will be handled by a so-called control loop stabilizer. It includes things like sensors and gyroscopes to calculate the proper balance. The system will also measure the linear and angular velocity of the motorcycle. It will also measure the linear and angular velocity of each wheel. So even with all this information, the major question remains. What does Facebook intend to do with a self-balancing motorcycle? Vezi sursa
  20. When many of us think about electric motorcycles, we may think of companies like Zero and Lightning. But would you ever think that Facebook would be interested in producing an electric motorcycle? Well, they apparently are. Facebook Patent application Facebook has filed a patent application for a “Self-Balancing Robotic Motorcycle”. Is it just that Facebook wants to be in with other high tech companies wanting a piece of the electric vehicle pie? Or is it something else? Unfortunately, the patent application does not tell us anything about the electric self-balancing motorcycle’s purpose. But it does tell us something about how it will supposedly work. How it works The machine appears to have two driven wheels. Two independent drive motors are mounted in a pair of swingarm style mounts attached to some sort of suspension system. Each motor provides power to one wheel with a belt drive system. Facebook’s self-balancing motorcycle platform. Image credit: Facebook Disc brakes provide the braking. But the discs are attached internally and would likely be enclosed by the body of the motorcycle. Facebook claims that this method keeps the brakes out of environmental elements and therefore will be more efficient than wheel mounted discs. 360-degree steering Interestingly, both wheels are attached to permit 360-degree arc around the steering axis. With this type of setup, the bike could theoretically move sideways. That’s pretty exciting even if it is just for parking. Wheels are free to rotate in a 360 degree arc around the steering. Image credit: Facebook The self-balancing aspect of the motorcycle will be handled by a so-called control loop stabilizer. It includes things like sensors and gyroscopes to calculate the proper balance. The system will also measure the linear and angular velocity of the motorcycle. It will also measure the linear and angular velocity of each wheel. So even with all this information, the major question remains. What does Facebook intend to do with a self-balancing motorcycle? Vezi sursa
  21. You Ride Like A Girl!… You Wish!

    Sometimes people excel and don’t get the recognition they deserve. For example, have you ever heard of Vicki Golden? No? Me neither, but by the time you finish this article, you will know about her. And, perhaps be a bit jealous. Champion rider So who is Vicki Golden? Well, she happens to ride motorcycles. Actually, she races and flies motorcycles as well. And she’s really good at it. So what makes Vicki such a special rider? Vicki is a professional freestyle motocross competitor currently traveling with one of the more elite teams; the Metal Mulisha. The day starts well before dawn. 4:30 for practice and press. Golden is no stranger to suiting up in the dark. Photo credit: X-Games She started riding at the age of 7 to be like her bigger brother. As her brother progressed in racing, Vicki wanted to take on the challenge as well. Racing achievements She began racing as an amateur at the national level and turned pro by the age of 17. Along the way, at age 16, she became the Loretta Lynn’s AMA Women’s Amateur Champion. Vicki Golden, Motocross champion and freestyle rider. Photo credit: Wiseco Not long after gaining that title, Vicki won her first gold medal at the Women’s Moto X Racing in the Summer X Games and collected her second and third gold medals in 2012. Backflipping off of the big ramp Still, she was not done wowing audiences. In March of 2019, Vicki landed her first ever backflip on a full-size motorcycle using a 15-foot next level ramp. The feat marked her as the only woman who has flipped one of the largest freestyle motocross ramps in the world. Vicki Golden flies through the air during competition. Photo credit: Wikipedia So now you know a little about Vicki Golden. And do you now wish you could ride like a “girl”? I do. Bravo Vicki! Vezi sursa
  22. Sometimes people excel and don’t get the recognition they deserve. For example, have you ever heard of Vicki Golden? No? Me neither, but by the time you finish this article, you will know about her. And, perhaps be a bit jealous. Champion rider So who is Vicki Golden? Well, she happens to ride motorcycles. Actually, she races and flies motorcycles as well. And she’s really good at it. So what makes Vicki such a special rider? Vicki is a professional freestyle motocross competitor currently traveling with one of the more elite teams; the Metal Mulisha. The day starts well before dawn. 4:30 for practice and press. Golden is no stranger to suiting up in the dark. Photo credit: X-Games She started riding at the age of 7 to be like her bigger brother. As her brother progressed in racing, Vicki wanted to take on the challenge as well. Racing achievements She began racing as an amateur at the national level and turned pro by the age of 17. Along the way, at age 16, she became the Loretta Lynn’s AMA Women’s Amateur Champion. Vicki Golden, Motocross champion and freestyle rider. Photo credit: Wiseco Not long after gaining that title, Vicki won her first gold medal at the Women’s Moto X Racing in the Summer X Games and collected her second and third gold medals in 2012. Backflipping off of the big ramp Still, she was not done wowing audiences. In March of 2019, Vicki landed her first ever backflip on a full-size motorcycle using a 15-foot next level ramp. The feat marked her as the only woman who has flipped one of the largest freestyle motocross ramps in the world. Vicki Golden flies through the air during competition. Photo credit: Wikipedia So now you know a little about Vicki Golden. And do you now wish you could ride like a “girl”? I do. Bravo Vicki! Vezi sursa
  23. Wheelie Academy with Rok Bagoroš: Lift it up

    Wheelie Academy with Rok Bagoroš: Lift it up Everyone who’s ever watched a motorcycle stunt show, will have felt that urge; I want to do that! But as easy as it looks, the sort of stunts and tricks guys like Rok Bagoroš bring to the table are incredibly difficult to master. You’ll find that out soon enough once you book a lesson at the Slovenian stunt rider’s Wheelie Academy. For years I tried to piece together an acceptable wheelie for the motorcycle magazine I worked for as a road tester, but unfortunately, the end result would never involve any sort of excitingly high lifted front wheel – or at least not to a point I felt in control. Lifting it up at a call kept getting me down. Especially when looking at the photographic outcome afterwards, it was hardly anything to write home about, though it felt like an incredibly high-flying frontend; it really wasn’t ever. Mere decimeters from the deck every single time. Knowing exactly what makes it such a hassle to achieve only fuels the frustration; I’m simply too afraid to flip the bike. Weirder still is the fact I’m sure I’ve never even come close to the infamous point of no return. I’ve considered buying something cheap I could practice wheelying on, but never followed through. As I kept trying, I was more and more giving up on that illusive, controlled wheelie. Until I heard of Rok Bagoroš’ Wheelie Academy. As of last year, the Slovenian freestyle motorcycle stunt rider shares his knowledge of how to ‘lift it up’ – without crashing bike after bike, obviously. © Jowin Boerboom Mounts of dirty dishes Of course, I knew Rok Bagoroš as the YouTube stunt sensation he’d become over the years, throwing around bikes on videos. The sight of him near effortlessly swinging a bike around on one wheel – front or rear; it’s all the same to him – is bizarre to say the least. But as with any masterfully skilled person, the time and effort put in pays off tenfold – even though it takes both time and effort a plenty. Bagoroš grew up in Radenci, a tiny Slovenian town with barely 2,000 inhabitants, on the border with Austria. Humble beginnings didn’t stop Bagoroš from chasing his dreams. Selling newspapers and going through mounts of dirty dishes at a local restaurant, a 17-year-old Bagoroš made enough money to buy himself a scooter. Not to take him to work or to school, no; so, he could go out and stunt! “I loved Andreas Gustafsson’s stunt videos. He stunted scooters and I wanted to do that, too.” Rok turned out to be quite talented and after putting in the hours, he learned to up his game as he got better at more advanced tricks. “Back then I had gotten into Chris Pfeiffer’s stunting. Pfeiffer was the first stunter who got a contract with a manufacturer.” That outlined Rok’s mission; becoming a professional freestyle stunt rider. He worked as hard as he could, with his tricks catching on with fans. In 2011, the Slovenian caught a major break when KTM asked him to ride the orange machines professionally. “It really was a dream come true. Though I had always hoped I could one day stunt for a living, I did not expect things would go this fast.” © Jowin Boerboom Doing laps Eight years on, Rok Bagoroš and his team are taking on the next challenge. Of course, Rok and his buddies will still be doing the stunt shows we know and love them for, making awesome videos as they go, but as a sort of side gig they’ve started their very own Wheelie Academy. In a small group Rok teaches motorcyclists how to make a controllable wheelie. “No more than eight riders at a time,” he makes very clear. “I’m not interested in doing large groups; I want to focus on making sure students get the quality time to learn. That’s just not an option if you get too large of a group.” During the four-hour course, students start with a very simple looking exercise; doing laps. Rok has thrown me the keys of a brand-new KTM 390 DUKE, explaining me what I’m about to do, as we roll up to a marked-out course. “We’re going to make really tight circles, so you can adjust to using the rear brake.” It’s been a while since I did my road test, so I’m curious to see how I’ll do in a handling course like this. © Jowin Boerboom Just three laps in, Rok stops me. “Don’t worry, you’re doing fine. But I can see you’re grabbing the clutch using all four fingers. That’s not how we’re going to be doing things today. We want to have the handlebars firmly in hand, and to do that, you’ll need nothing but your index finger and middle finger to operate the clutch lever. We’ve adjusted the cable to get the clutch engagement point just right to be able to work with those two fingers alone.” As I carry on making set out laps, I find myself having to switch directions occasionally, not to get sick. Soon enough I’m able to stay within the circle, only to be stopped again by my Slovenian teacher. “Not bad at all,” Rok tells me with a smile. “But now we’re going to try and tighten the circle up even further. Keep focusing on that rear brake.” Back to the circle we go, clockwise first then counter-clockwise. Occasionally I need to put a foot down real quick, but Rok seems to let those moments slip. It’s time to stop again. This time we’re parking the KTM 390 DUKE for now. “See, using the rear brake you can turn the bike much tighter than you first imagined, right? That’s easily overlooked, but very important part of controlling a wheelie.” © Jowin Boerboom Baby get higher After a short breather, Rok goes into the anatomy of a wheelie. “Firstly, what we’ll be learning today is to perform the wheelie in a controlled fashion. Basically, anyone can lift the front wheel off the throttle alone, but that is not what we’re here to do. It’s all about balance and knowing what you’re doing.” No wonder the Wheelie Academy uses a small fleet of KTM 390 DUKEs. “You don’t need a lot of power to wheelie, as you’ll find out. A light bike like the 390 is just perfect to get you going, with the torquey single-cylinder engine to help you lift that wheel off the ground.” © Jowin Boerboom In order to give the whole group the attention they need, Rok has enlisted Radislav Mihajlov – a fellow stunt rider from Serbia – as a second instructor. He’ll be getting me up to speed for the first wheelie session. “Biggest advantage to how we teach our students to wheelie, is that it’s impossible to flip the bike. Once you go over balance point, the rubber mats basically catch you. When you do hit the rubber mats – and you will – don’t touch the clutch; stick to using the rear brake. You’ll come right back down.” © Jowin Boerboom To set me off, Radislav allows me to get used to riding on the five-wheeled contraption. The KTM I’ll be wheelying today has been rigged with the weirdest pair of training wheels I’ve ever seen, keeping the bike upright. The cart hanging from those wheels carries the rubber mats that catch you, plus the additional rear wheel. Like riding a motorcycle with a sidecar, I try to get accustomed to the weird five-wheeler, going up and down the wheelie strip. © Jowin Boerboom Not long after, it’s time to put the theory into action. Without a second thought, I let the clutch go with just a hint of throttle and before I know I’m lifting the front off the ground. Only to drop it right back down again. Four desperate attempts later, Radislav stops me again. I’m afraid I’m about to get a slap on the wrist here. “You’re not doing too bad, actually, but you should try to get more elevation; lift the front wheel higher. Try it, don’t worry!” His encouraging word should’ve calmed my nerves, but they haven’t. A sort of mental barrier keeps me from really taking flight, ending the first session with a wheelie that can only be described as moderately high. Most students are in a similar situation at this point, with a few of them going up and over, hitting the rubber mats that are there to catch you. Don’t think any of us can say they’re very much in control of anything at this point, but at least we’ve come to experience what it’s like to get a bike vertical. © Jowin Boerboom As I head into my second session of learning how to wheelie controllably, my focus is on elevation. Luckily, it’s not just Radislav that’s noticed my progression; I can feel it, too. Rok chips in every now and again with an additional pointer or two. “If you just drop the clutch, you won’t need much throttle at all; your body weight should help lift the front as it moves back. Most students tend to do this; they’re trying to physically pull the front up, unknowingly transferring weight over the front in the process.” © Jowin Boerboom No problem at all As I conclude my second session, I’m starting to feel confident. Rok Bagoroš seems satisfied with my progress, even more so than I am. “You’re starting to get a hang of it; not bad at all. Right now, you seem to have the separate actions under control. Time to string those actions together.” I can tell you, practicing wheelies for long periods of time is pretty tiring, so I’m glad to get a little break, using my fellow Wheelie Academy students for entertainment as I catch my breath. Got to hand it to those KTM 390 DUKEs; they’re getting a beating, but they don’t seem to miss a single beat. Just a bit of fuel every now and again, and they can do this all day long. “Certainly, in the beginning, students really drop the front quite hard, giving the front suspension a hard time. So far, the 390 DUKE has been taking it on the chin like a champ,” Tomaž Bratusa, Rok Bagoroš’ mechanic tells me. “Students tend to think we’re constantly replacing clutch plates and front suspension parts, but that’s really not the case. We keep up with regular maintenance and that’s pretty much it. Of course, we check all the bikes before packing up at the end of the day. That way we can be sure all the KTM 390 DUKEs are good to go for the following group.” Session three is when I really start to get a hang of it; a sense of control is slowly but surely creeping in, though it’s still no easy task pulling a textbook wheelie out of the hat. It’s a mix of not shifting my weight back right on one go and being too eager on the throttle on the next. Still, as I get off the bike to hand it over to another student, it’s near impossible to keep the smile off my face. Rok gives me a thumbs up as I sit down on one of the comfy seats in the KTM awning. More than anything, I’ve come to the conclusion you don’t just go out and learn to wheelie. The Academy is a tough nut to crack. There’s so many bits and pieces you need to put together – that takes some serious focus. Sooner than expected, though, I’m back on the 390. The day is starting to draw to a close, I’m going all out; I want to put on that fully controlled wheelie Rok’s been trying to teach me all day. It seems the harder I try, the harder it gets. Focus on technique has made room for frustration, set on by me just wanting it too much. So, by session five I’ve really lost all focus and concentration – my fellow students are also feeling the strain. It just all seems so easy; you pay the man, you get on the wheelie machine, and there you go, you can wheelie. But it’s simply not that simple – one of the main things Rok Bagoroš’ Wheelie Academy has taught me above all. It still takes practice, you still learn to wheelie by doing it. Four hours of trying to lift it up later, the Slovenian freestyle stunt rider sends us off back home, but not before he sits us down for a few final words. “Consider learning to wheelie like learning to swim,” he says. “You don’t learn to swim in just one morning or just one afternoon. If it’s a good wheelie you want to make, you’re going to have to put in the hours of training. You’ve done a good job getting a hang of the basics, now you need a closed-off area to go and build on those basics – you need to practice. Do remember, though, today’s course hasn’t just saved you a lot of money in repairing a bike you will have crashed a few times before finding control, but you’ve saved yourself a few broken bones as well. How we teach, you can safely go up to and over balance point, without writing off a motorcycle. I believe, from what I’ve seen today, all of you could master a perfect wheelie at some stage. For now, it just requires you to invest the time and the energy to perfect it.” © Jowin Boerboom Do you feel like having a crack at Rok Bagoroš’ Wheelie Academy? Well, you can! The next courses are on June 25-27 in Murska Sobota in Slovenia. Check out Rok´s website for all you need to know. Oh, and definitely have a look on Rok’s YouTube channel. It’s full of … let’s just call it inspiration! Photos: Jowin Boerboom
  24. Wheelie Academy with Rok Bagoroš: Lift it up Everyone who’s ever watched a motorcycle stunt show, will have felt that urge; I want to do that! But as easy as it looks, the sort of stunts and tricks guys like Rok Bagoroš bring to the table are incredibly difficult to master. You’ll find that out soon enough once you book a lesson at the Slovenian stunt rider’s Wheelie Academy. For years I tried to piece together an acceptable wheelie for the motorcycle magazine I worked for as a road tester, but unfortunately, the end result would never involve any sort of excitingly high lifted front wheel – or at least not to a point I felt in control. Lifting it up at a call kept getting me down. Especially when looking at the photographic outcome afterwards, it was hardly anything to write home about, though it felt like an incredibly high-flying frontend; it really wasn’t ever. Mere decimeters from the deck every single time. Knowing exactly what makes it such a hassle to achieve only fuels the frustration; I’m simply too afraid to flip the bike. Weirder still is the fact I’m sure I’ve never even come close to the infamous point of no return. I’ve considered buying something cheap I could practice wheelying on, but never followed through. As I kept trying, I was more and more giving up on that illusive, controlled wheelie. Until I heard of Rok Bagoroš’ Wheelie Academy. As of last year, the Slovenian freestyle motorcycle stunt rider shares his knowledge of how to ‘lift it up’ – without crashing bike after bike, obviously. © Jowin Boerboom Mounts of dirty dishes Of course, I knew Rok Bagoroš as the YouTube stunt sensation he’d become over the years, throwing around bikes on videos. The sight of him near effortlessly swinging a bike around on one wheel – front or rear; it’s all the same to him – is bizarre to say the least. But as with any masterfully skilled person, the time and effort put in pays off tenfold – even though it takes both time and effort a plenty. Bagoroš grew up in Radenci, a tiny Slovenian town with barely 2,000 inhabitants, on the border with Austria. Humble beginnings didn’t stop Bagoroš from chasing his dreams. Selling newspapers and going through mounts of dirty dishes at a local restaurant, a 17-year-old Bagoroš made enough money to buy himself a scooter. Not to take him to work or to school, no; so, he could go out and stunt! “I loved Andreas Gustafsson’s stunt videos. He stunted scooters and I wanted to do that, too.” Rok turned out to be quite talented and after putting in the hours, he learned to up his game as he got better at more advanced tricks. “Back then I had gotten into Chris Pfeiffer’s stunting. Pfeiffer was the first stunter who got a contract with a manufacturer.” That outlined Rok’s mission; becoming a professional freestyle stunt rider. He worked as hard as he could, with his tricks catching on with fans. In 2011, the Slovenian caught a major break when KTM asked him to ride the orange machines professionally. “It really was a dream come true. Though I had always hoped I could one day stunt for a living, I did not expect things would go this fast.” © Jowin Boerboom Doing laps Eight years on, Rok Bagoroš and his team are taking on the next challenge. Of course, Rok and his buddies will still be doing the stunt shows we know and love them for, making awesome videos as they go, but as a sort of side gig they’ve started their very own Wheelie Academy. In a small group Rok teaches motorcyclists how to make a controllable wheelie. “No more than eight riders at a time,” he makes very clear. “I’m not interested in doing large groups; I want to focus on making sure students get the quality time to learn. That’s just not an option if you get too large of a group.” During the four-hour course, students start with a very simple looking exercise; doing laps. Rok has thrown me the keys of a brand-new KTM 390 DUKE, explaining me what I’m about to do, as we roll up to a marked-out course. “We’re going to make really tight circles, so you can adjust to using the rear brake.” It’s been a while since I did my road test, so I’m curious to see how I’ll do in a handling course like this. © Jowin Boerboom Just three laps in, Rok stops me. “Don’t worry, you’re doing fine. But I can see you’re grabbing the clutch using all four fingers. That’s not how we’re going to be doing things today. We want to have the handlebars firmly in hand, and to do that, you’ll need nothing but your index finger and middle finger to operate the clutch lever. We’ve adjusted the cable to get the clutch engagement point just right to be able to work with those two fingers alone.” As I carry on making set out laps, I find myself having to switch directions occasionally, not to get sick. Soon enough I’m able to stay within the circle, only to be stopped again by my Slovenian teacher. “Not bad at all,” Rok tells me with a smile. “But now we’re going to try and tighten the circle up even further. Keep focusing on that rear brake.” Back to the circle we go, clockwise first then counter-clockwise. Occasionally I need to put a foot down real quick, but Rok seems to let those moments slip. It’s time to stop again. This time we’re parking the KTM 390 DUKE for now. “See, using the rear brake you can turn the bike much tighter than you first imagined, right? That’s easily overlooked, but very important part of controlling a wheelie.” © Jowin Boerboom Baby get higher After a short breather, Rok goes into the anatomy of a wheelie. “Firstly, what we’ll be learning today is to perform the wheelie in a controlled fashion. Basically, anyone can lift the front wheel off the throttle alone, but that is not what we’re here to do. It’s all about balance and knowing what you’re doing.” No wonder the Wheelie Academy uses a small fleet of KTM 390 DUKEs. “You don’t need a lot of power to wheelie, as you’ll find out. A light bike like the 390 is just perfect to get you going, with the torquey single-cylinder engine to help you lift that wheel off the ground.” © Jowin Boerboom In order to give the whole group the attention they need, Rok has enlisted Radislav Mihajlov – a fellow stunt rider from Serbia – as a second instructor. He’ll be getting me up to speed for the first wheelie session. “Biggest advantage to how we teach our students to wheelie, is that it’s impossible to flip the bike. Once you go over balance point, the rubber mats basically catch you. When you do hit the rubber mats – and you will – don’t touch the clutch; stick to using the rear brake. You’ll come right back down.” © Jowin Boerboom To set me off, Radislav allows me to get used to riding on the five-wheeled contraption. The KTM I’ll be wheelying today has been rigged with the weirdest pair of training wheels I’ve ever seen, keeping the bike upright. The cart hanging from those wheels carries the rubber mats that catch you, plus the additional rear wheel. Like riding a motorcycle with a sidecar, I try to get accustomed to the weird five-wheeler, going up and down the wheelie strip. © Jowin Boerboom Not long after, it’s time to put the theory into action. Without a second thought, I let the clutch go with just a hint of throttle and before I know I’m lifting the front off the ground. Only to drop it right back down again. Four desperate attempts later, Radislav stops me again. I’m afraid I’m about to get a slap on the wrist here. “You’re not doing too bad, actually, but you should try to get more elevation; lift the front wheel higher. Try it, don’t worry!” His encouraging word should’ve calmed my nerves, but they haven’t. A sort of mental barrier keeps me from really taking flight, ending the first session with a wheelie that can only be described as moderately high. Most students are in a similar situation at this point, with a few of them going up and over, hitting the rubber mats that are there to catch you. Don’t think any of us can say they’re very much in control of anything at this point, but at least we’ve come to experience what it’s like to get a bike vertical. © Jowin Boerboom As I head into my second session of learning how to wheelie controllably, my focus is on elevation. Luckily, it’s not just Radislav that’s noticed my progression; I can feel it, too. Rok chips in every now and again with an additional pointer or two. “If you just drop the clutch, you won’t need much throttle at all; your body weight should help lift the front as it moves back. Most students tend to do this; they’re trying to physically pull the front up, unknowingly transferring weight over the front in the process.” © Jowin Boerboom No problem at all As I conclude my second session, I’m starting to feel confident. Rok Bagoroš seems satisfied with my progress, even more so than I am. “You’re starting to get a hang of it; not bad at all. Right now, you seem to have the separate actions under control. Time to string those actions together.” I can tell you, practicing wheelies for long periods of time is pretty tiring, so I’m glad to get a little break, using my fellow Wheelie Academy students for entertainment as I catch my breath. Got to hand it to those KTM 390 DUKEs; they’re getting a beating, but they don’t seem to miss a single beat. Just a bit of fuel every now and again, and they can do this all day long. “Certainly, in the beginning, students really drop the front quite hard, giving the front suspension a hard time. So far, the 390 DUKE has been taking it on the chin like a champ,” Tomaž Bratusa, Rok Bagoroš’ mechanic tells me. “Students tend to think we’re constantly replacing clutch plates and front suspension parts, but that’s really not the case. We keep up with regular maintenance and that’s pretty much it. Of course, we check all the bikes before packing up at the end of the day. That way we can be sure all the KTM 390 DUKEs are good to go for the following group.” Session three is when I really start to get a hang of it; a sense of control is slowly but surely creeping in, though it’s still no easy task pulling a textbook wheelie out of the hat. It’s a mix of not shifting my weight back right on one go and being too eager on the throttle on the next. Still, as I get off the bike to hand it over to another student, it’s near impossible to keep the smile off my face. Rok gives me a thumbs up as I sit down on one of the comfy seats in the KTM awning. More than anything, I’ve come to the conclusion you don’t just go out and learn to wheelie. The Academy is a tough nut to crack. There’s so many bits and pieces you need to put together – that takes some serious focus. Sooner than expected, though, I’m back on the 390. The day is starting to draw to a close, I’m going all out; I want to put on that fully controlled wheelie Rok’s been trying to teach me all day. It seems the harder I try, the harder it gets. Focus on technique has made room for frustration, set on by me just wanting it too much. So, by session five I’ve really lost all focus and concentration – my fellow students are also feeling the strain. It just all seems so easy; you pay the man, you get on the wheelie machine, and there you go, you can wheelie. But it’s simply not that simple – one of the main things Rok Bagoroš’ Wheelie Academy has taught me above all. It still takes practice, you still learn to wheelie by doing it. Four hours of trying to lift it up later, the Slovenian freestyle stunt rider sends us off back home, but not before he sits us down for a few final words. “Consider learning to wheelie like learning to swim,” he says. “You don’t learn to swim in just one morning or just one afternoon. If it’s a good wheelie you want to make, you’re going to have to put in the hours of training. You’ve done a good job getting a hang of the basics, now you need a closed-off area to go and build on those basics – you need to practice. Do remember, though, today’s course hasn’t just saved you a lot of money in repairing a bike you will have crashed a few times before finding control, but you’ve saved yourself a few broken bones as well. How we teach, you can safely go up to and over balance point, without writing off a motorcycle. I believe, from what I’ve seen today, all of you could master a perfect wheelie at some stage. For now, it just requires you to invest the time and the energy to perfect it.” © Jowin Boerboom Do you feel like having a crack at Rok Bagoroš’ Wheelie Academy? Well, you can! The next courses are on June 25-27 in Murska Sobota in Slovenia. Check out Rok´s website for all you need to know. Oh, and definitely have a look on Rok’s YouTube channel. It’s full of … let’s just call it inspiration! Photos: Jowin Boerboom
  25. Motocicleta mea - Ural M72

    Aripa fata in stare foarte buna:
  26. Lumini de bicicletă și prinderi de telefon BikeForce 2019

    Am primit de la KeroBike mai multe lumini de bicicletă și sisteme de prindere pentru telefon din colecția 2019 a mărcii BikeForce pe care le-am testat și vi le prezentăm și vouă. Marca BikeForce este o marcă românească, lasată chiar de cei de la KeroBike și care include produse de o calitate absolut decentă la prețuri competitive, produse în cea mai mare parte în Asia dar la niște standarde de calitate foarte bune. Toate modelele de lumini primite au acumulator intern și se încarcă printr-un port MicroUSB protejat la apă cu capac de cauciuc. Toate includ în pachet și un cablu USB-MicroUSB pentru acest scop. Lampa față 350 lum USB Această lumină albă pentru față este un model compact și destul de puternic pentru a merge cu viteză chiar și pe drumuri mai proaste. Prinderea pe ghidon se face cu un suport care poate fi practic folosit și cu alte lumini cu secțiune circulară de diametru apropiat. Suportul se prinde pe bicicletă cu ajutorul unei benzi de cauciuc elastice. Lumina are 4 moduri de funcționare: unul intermitent și 3 continue cu o putere de 100%, 50% și 30%. Acumulatorul de 800 mAh asigură o autonomie între 1.5-8 h în funcție de modul ales. Încărcarea durează 2 ore. Preț: 80 lei Lampa față 300 lum USB Cu un format ceva mai puțin compact, acest model face loc unui acumulator ceva mai mare. Prinderea pe ghidon se face tot cu o bandă elastică dar cu un suport dedicat. Lumina deși teoretic e mai slabă, practic e cam la fel de bună. Are de asemenea 4 moduri de funcționare identice cu cea de 350 lum. Acumulatorul este însă de 1200 mAh iar autonomia e ceva mai mare, între 3 și 8 ore. Încărcarea durează 3 ore. Preț: 79 lei Stop 350 lum 7 funcții USB Această lumină roșie pentru spate e foarte puternică și satisface cele mai mari pretenții. Sistemul de prindere e cu colier elastic și permite ajustarea unghiului în funcție de poziția de montaj. Bateria mare de 2200 mAh se încarcă în 4 ore și oferă o autonomie de 3-8 ore. Există 7 moduri de funcționare, 3 continue cu putere de 100%, 50% sau 30% precum și 4 moduri intermitente cu dinamică diferită. Preț: 68 lei Set față/spate lumini 240/100 lum USB Acesta este un set de lumini cu design similar, pentru față și spate. Prinderea se face cu bandă elastică și permite modificarea unghiului și montarea atât pe verticală cât și pe orizontală. Lumina albă din față are 240 lumeni iar cea roșie din spate are 100 lumeni. Ambele au acumulator de 500 mAh, se încarcă în 2 h, au 3 moduri continue de 100%, 50% și 30% și două intermitente iar autonomia e între 2-8 ore. Sunt niște lumini suficiente pentru mersul cu viteză medie prin oraș, dar cea din față nu oferă vizibilitate asupra drumului ci doar posibilitatea de a fi văzut de restul participanților la trafic. Preț: 55 lei fiecare Am primit de asemenea la test două prinderi de telefon pentru montarea acestuia pe ghidon. Ambele sunt de calitate bună, par solide dar diferă modul în care este asigurat telefonul. Dimensiunile telefonului pot fi între 3.5 și 7 inch. Prinderile se pot roti pentru a aranja telefonul în orice poziție. Smartphone Holder Mantis Acest suport este foarte solid, prinde telefonul în 3 puncte dar acestea sunt foarte precis reglate. Adaptarea lui la dimensiunile telefonului e o idee mai greoaie ca la modelul celălalt Spider dar ni s-a părut că ar fi o alegere mai bună dacă se merge cu bicicleta cu viteze mari pe teren denivelat. Preț: 67 lei Smrtphone Holder Spider Acest suport are o prindere în 4 puncte, câte unul în fiecare colț. Sistemul se strânge pe telefon foarte rapid, din toate părțile deodată, fiind mult mai facil de folosit decât sistemul Mantis. În contrapartidă însă, prinderea nu pare la fel de solidă și dă impresia că telefonul ar putea să zboare de pe ghidon la șocuri foarte mari. Este o soluție mai ieftină și mai rapidă pentru cei ce nu pedalează pe teren accidentat. Preț: 37 lei Concluzie Atât luminile cât și prinderile pentru telefon BikeForce testate de noi sunt produse care oferă un raport calitate/preț excelent și deși nu costă mult vor satisface cu siguranță pretențiile multor cicliști. Noi vi le recomandăm cu încredere ca variante de buget redus de care nu veți fi deloc dezamăgiți! Producător: KeroBike Sursa: Freerider
  27. KTM has lifted the covers on what they are calling “its most hardcore adventure bike for 2020” – the limited edition KTM 790 Adventure R Rally. Until recently, the ‘790 Adventure R’ was described by the orange marque as the most off-road capable adventure bike the company had ever produced. Now KTM is announcing a new ‘rally’ variant that takes off-road performance to a higher level. The third and newest member of the 790 Adventure family is an exclusive model KTM is positioning as the “most travel-capable rally bike” and will be restricted to just 500 units worldwide. KTM designed this bike for riders who demand the most hardcore performance and best suspension components available, a machine that can easily cross continents in order to ride to the start line of a rally. ADVERTISEMENT Based heavily on the KTM 790 Adventure R, this exclusive model retains the same steel trellis chassis and the potent and compact 95hp LC8c parallel twin engine, with the major component difference being the addition of the special WP XPLOR PRO suspension. Built in the same department as WP’s Factory Racing equipment, it offers even higher levels of performance for extreme riding. An additional 1.2 inches (30mm) of suspension travel front and back helps clear tough obstacles and also creates a seat h of 35.8 inches (910mm) for this special model. The WP XPLOR PRO 7548 fork uses cone valve technology; a unique valving system that permits almost limitless damping performance and combines comfort with bottoming resistance. Setting levels that normally can only be achieved by changing the shim stack can now be adjusted from the outside. The cone valve allows unlimited opening, so harshness of the suspension is reduced. The high quality and fully adjustable WP XPLOR PRO 6746 shock absorber for the KTM 790 Adventure R Rally has been developed based on KTM’s unrivalled experience from top-level rally competition. Due to modern, low-friction components, the shock absorber shows a significant increase in its damping performance and reduces the physical strain for riders. The shock absorber employs a progressive damping system (PDS) and has completely – and easily – adjustable damping behavior. To emphasize its READY TO RACE credentials along with the WP XPLOR PRO suspension, the KTM 790 Adventure R Rally features a weight-saving Akrapovič exhaust, carbon fiber tank protectors and Quickshifter+ as standard. Easily distinguished by its unique color and graphic design with clear screen and winglets, this special edition model comes with narrower rims fitted with tubes for hard offroad conditions, a high, straight racing seat to improve racing ergonomics and Rally footrests for comfort and grip when standing for long days. Hubert Trunkenpolz (KTM AG Chief Marketing Officer): “Quite simply, we’ve built the KTM 790 ADVENTURE R RALLY because we can! At KTM we continually try to push ourselves and the development of our products – this is the READY TO RACE way. We have the equipment at our disposal and we know how to make a truly special bike for our hardcore customers. With its Pro Components range, WP offers suspension close to the same level used by the Dakar-winning Red Bull KTM Factory Racing Rally team on the KTM 450 RALLY. The new KTM 790 ADVENTURE R RALLY is exactly as it says: A rally bike ready for any adventure.” Further details on pricing, availability and the ordering process for purchasing one of the limited number KTM 790 Adventure R Rally machines will be announced in the months to come.
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