F1 News - Desperate Bottas risked massive controversy - Palmer
https://ift.tt/2v5ikhs Former F1 driver Jolyon Palmer, who left Renault during the 2017 season, has joined the BBC team to offer insight and analysis from the point of view of the competitors. Mercedes Formula 1 boss Toto Wolff described Valtteri Bottas' drive in the Hungarian Grand Prix as that of the "perfect wingman" - but it was a role he took way too far after playing it so well for a long time. The Finn's drive for two-thirds of the race was excellent in protecting team-mate Lewis Hamilton from the faster Ferraris. But in the closing laps Bottas seemed to lose his head, and he came close to causing what would have been a massive controversy. Had Bottas damaged Sebastian Vettel's car in his clumsy attempt to regain the place when the German overtook him, the inquest would have been long and hard. It's worth exploring what happened, how Bottas came so close to taking Vettel out, and what it means for the rest of the season. The first part of the raceBottas joined Hamilton on the front row of the grid at the Hungaroring. Behind in the wet in qualifying by a very respectable 0.26 seconds, he was off Hamilton's pace throughout the race as well. The Mercedes drivers converted their one-two on the grid into the same positions at the first corner, and when Hamilton built a 3.5-second lead after only five laps, it was clear Bottas was in a defensive race against the Ferraris. Mercedes were particularly worried about Vettel, the big championship threat, who after qualifying only fourth had dispatched team-mate Kimi Raikkonen on the first lap. And so Bottas' wingman adventures began… With Bottas' pace still dropping away in the first stint, and Vettel behind him, Hamilton was allowed to build a buffer to the Ferrari of 8.6 seconds by the time Bottas pitted on lap 15. With Ferrari seeming to have the faster car in the race, it was a crucial gap to have. It kept Hamilton out of Vettel's reach throughout the pit-stop phase. Bottas pitted early - too early. The stop appeared to be in response to Raikkonen stopping the lap before, to stop his fellow Finn getting ahead by running faster laps on fresh tyres before Bottas pitted - the so-called under-cut. In fact, the intention must have been to stop Vettel getting the jump with the under-cut, because a slow stop meant Raikkonen was too far back to be a threat. Stopping so early meant Bottas' job for the remainder of the race was always going to be extremely tough, because he now had 55 laps to do on a set of soft tyres - considerably longer than their predicted range. From there, Bottas was destined to be a sacrificial pawn in the Mercedes victory bid. The critical second phase of the racePitting early meant Bottas should keep track position from Vettel, because in theory with new tyres his pace would be better and he could ensure the Ferrari did not get far enough ahead to be able to pit and rejoin in front of the Mercedes. But for a long time, the theory wasn't working out, because while Bottas was managing tyres to ensure they lasted, Vettel was stretching his advantage. The result was that for nearly 10 laps Vettel had enough of a gap to pit and re-emerge ahead of Bottas. If he had, Mercedes' gameplan would have been over. Fortunately for Mercedes, a mix of traffic for Vettel, poor pit-stop timing from Ferrari, a slow stop and some sudden quick pace from Bottas - two fastest laps in a row - meant when Vettel pitted, Bottas managed to keep his second place. So Bottas' wingman duties resumed… Once Raikkonen pitted for a second time, Mercedes might have been expected to pit Bottas to cover him off. After all, let's not pretend Ferrari weren't using Raikkonen purely as bait to entice Mercedes into pitting Bottas and paving the way for Vettel. This ploy worked the first time, but not the second. Mercedes chose to keep Bottas out for a couple of reasons. Firstly, because overtaking around the Hungaroring is notoriously hard. So track position is absolutely key, and Bottas had it. Secondly, because if Mercedes had covered Raikkonen, Vettel would have had free rein to chase Hamilton down for the win. On newer, softer tyres, the Ferrari would surely have been able to apply some pressure on him later in the race. The build-up to controversyBottas drove a brilliant race from lap 40 to lap 64. On older tyres, with much less pace, he kept Vettel at bay. This was the exceptional wingman performance Wolff was describing, and it helped Hamilton win the race. On lap 65, though, Bottas took his wingman duties to a new extreme. Vettel's attacks were getting more and more persistent and dangerous heading into the closing stages. Bottas' rear tyres were visibly ailing, and when he couldn't get the power down on the exit of Turn One, Vettel finally seized the opportunity to pass. It's fair to say Vettel arguably could have given Bottas more room on the inside as they headed to Turn Two. Vettel did close the door to take the apex and could have been more cautious, but Bottas never should have tried to recover the position in the manner he did. Vettel was just about fully ahead, Bottas was coming at the corner from completely on the inside, hugging the grass, and he was never going to be able to make it stick. Bottas was behind Vettel, on older, less grippy tyres, and on the dirty part of the track. Vettel's move was done. Instead, Bottas kept coming, went partially over the kerb, locked his wheels, and hit Vettel from behind. I think it was desperation from Bottas - he wasn't fussed about crashing with Vettel at that point and put his car in a position where a crash was almost inevitable. This comes just weeks after Wolff and Hamilton had accused Ferrari of unfair tactics after two incidents in a three-week period in which a Ferrari had collided with a Mercedes on the first laps of the French and German Grands Prix - accusations they later withdrew. In my opinion, the Bottas incident in Hungary was the most questionable of the lot. For F1's sake it was good (and lucky) Vettel managed to continue unscathed - because if he had retired after that hit from Bottas, it could have put a real taint on what has been a breathtaking season so far. In the end, Vettel finished second and Bottas picked up damage - ultimately his comeuppance - and Vettel was magnanimous afterwards. If Vettel had retired, I think the inquisition from Ferrari and governing body the FIA would have been a deep one. The Ricciardo battleBottas' demolition derby was not finished there. Having picked up damage from the Vettel incident, and with his tyres absolutely shot, he had Daniel Ricciardo's Red Bull up behind him and lapping three seconds quicker on newer ultra-soft tyres and a fully intact car. If Bottas' move on Vettel was desperate, his defence against Ricciardo was plain foolhardy. With a damaged car and worn tyres, he braked as late as Ricciardo at Turn One as the Australian went for a fair move around the outside. In a normal fight, Ricciardo is known as one of F1's latest brakers. But with Bottas driving a hobbled car, his defence was nonsensical. He was never going to slow down sufficiently. Inevitably he locked up, couldn't stop the car and drilled into the side of the Red Bull. It was as if he had let his rational thinking go. Somehow they both recovered and even when Mercedes, acknowledging Bottas was out of order, told him to cede the position to Ricciardo, he refused and fought tooth and nail once more with the Aussie. All the wheel-to-wheel action showed the mental state Bottas was in during the latter stages of the race. Out of character for BottasAfter the Bahrain Grand Prix earlier in the year, I questioned Bottas' wheel-to-wheel race-craft, but since then we've seen a much better, more committed Bottas. In Hungary, he was far too committed, but I think on this occasion it was the frustration of how the race had unfolded that had boiled over and he lost his head in the heat of battle. It was the most un-Bottas-like few laps, and it continued after the race had finished. He was asked about Wolff's remarks calling him a wingman, and he said he was hurt by them. Any driver would feel the same way, hearing that effectively they are reduced to number-two status. And Bottas looked as unhappy as I've seen him after a grand prix, even if later on he said he "understood" and had no problem with it. A mix of a lack of pace, some bizarre high-profile crashes and probably most of all the team politics had made it a very tough afternoon emotionally. A reality check for the FinnsF1's four-week summer break has come at a good time for both team and driver. Bottas has driven brilliantly on the whole this year and undoubtedly deserved the new Mercedes contract that was announced before the German Grand Prix. But only one pole position and no wins this season, despite some great drives, will be weighing on his mind, especially given his team-mate's success. Whether or not team orders have been applied so far this year is a moot point. But, for me, Budapest was finally the moment when both Ferrari and Mercedes clearly placed all their eggs in one basket. Bottas was a sacrificed wingman for Mercedes, but over in the red corner, Raikkonen was exactly the same for Ferrari, just in a more lower-profile way. Some people will not like this, but with this season being so close, and with only two drivers left in genuine contention for the championship, it has to be the right thing for the teams to do. Both Bottas and Raikkonen have had their moments this season, but ultimately the second half of the season is going to be the Hamilton v Vettel show. And the wingmen will have an increasingly important role. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 31, 2018 at 12:36AM
Motorcycle News - Motorcycle Saddlebags Buyers Guide
https://ift.tt/2vm8GXn Saddlebags, side cases, panniers, bags. Whatever you call them, having luggage options for your motorcycle opens up a whole new world of uses for your motorcycle, like cross-country touring or grocery getting. We prefer the former. There are generally two perspectives when considering motorcycle luggage: hard or soft. Our opinion? It depends on the circumstance and your preference. Each has pros and cons. So, we put together a motorcycle saddlebags buyers guide to take a look at a few options from each side of the fence, but first, let’s consider some pros and cons. Soft luggage generally costs less, weighs less, can be used interchangeably with many motorcycles or rack systems, and isn’t likely to get damaged like a hard case from a tip over. Conversely, soft luggage doesn’t offer the same security that a hard locking case has, can be more heavily damaged in certain crash scenarios, and doesn’t offer as convenient of access, as opening a latch, since they tend to have multiple straps and/or roll tops to be weatherproof. To touch back on some of the points previously mentioned, hard cases offer better security as they are generally made out of metal or plastic or a combination of the two. Also, they can lock to your motorcycle and be locked shut. Mounting hard luggage also can help with stability as the cases are less likely to move around at speed. Hard luggage can provide better crash resistance in certain circumstances, but it really just depends on how it all goes down… literally. Giant Loop – Siskiyou PanniersGiant Loop is well known for its robust soft luggage and perhaps best known for its versatile rackless motorcycle luggage which is horseshoe-shaped to be thrown over your back seat or rear rack and tied down to the motorcycle. The Siskiyou Panniers are a more traditional take on Giant Loop’s rackless luggage system. The Siskiyou is mounted over the rear seat and is adjustable in width to accommodate girthier motorcycles while still allowing use of the rear seat for passengers, though a seat pad of somesort is recommended to keep your pillion happy. Each side holds 35 liters of storage, is made out of ballistic nylon, has a drawstring pocket which can be used for a 2-liter gas bottle, and has multiple lashing point to attach other pieces of luggage in a modular fashion. As with all Giant Loop products, the Siskiyou Panniers are made in the USA and carry a lifetime limited warranty. Giant Loop Siskiyou Panniers $699.99 Learn more here. Kriega – OS-32 Soft PannierKriega’s Quadlock harness system has been a game changer when it comes to motorcycling backpacks, and the company has since expanded from rider packs to modular tail bag systems and now to soft luggage. Kriega’s products are made out of rugged materials that stand the test of time, even if you are unfortunate enough to have a get off. Ask me how I know. The OS-32 carries on Kriega’s durable waterproof construction with its roll-top closure and materials such as Hypalon+1000D Cordura, Kevlar, and alloy buckles which should hold up just fine even if you topple over on your big ADV bike. Capacity on each of the OS-32 panniers is, you guessed it, 32 liters and comes with a semi-structured box shape for easy loading. Touching back on the modular design of Kriega’s previous packs, the OS-32 has 16 “hook points” that work with the company’s other pieces of luggage such as the various sized dry packs for more storage. The Kriega OS-32 can be used with the OS-Straps which connect the two panniers over the rear of the motorcycle, or they can be attached to the OS-Platform which then connects to a luggage rack of your choice. Kriega OS-32 Soft Pannier $295.00 (per pannier) Learn more here. Mosko Moto – Backcountry 35L PannierMosko Moto was named after the Mosquito Coast (Mos(quito)ko(ast)) region of Eastern Honduras and Nicaragua where company co-founder Pete Day, had the unfortunate luck of crashing his motorcycle, breaking his leg, putting a premature halt to his travels. Pete had been experimenting with ways to make the PVC luggage he had been using work better and more efficiently. While mending and working on luggage concepts, Pete was introduced to Andrew Bryden who was, at the time, the lead bag designer for DaKine. Pete and Andrew hatched the idea for Mosko Moto shortly after. The two worked on prototypes over the course of a year and set back out to the Mosquito Coast to retrieve Pete’s abandoned motorcycle and ride it out to Panama. The Backcountry 35L pannier kit is Mosko’s flagship model. Outside the bags are comprised of Ballistic Nylon, 22-ounce PVC, and ripstop material with powder coated steel rotary draw attachment latches. Inside, the bags also use a 22-ounce PVC removable interior liner to guarantee waterproofness. Dismounting the bags is easy and quick with a wedge-type mounting system to the glass-filled nylon mounting plates. These plates connect to many other brands of racks, but the company includes a fitment page for peace-of-mind. The bags cinch down with 4 compression straps and front and bottom MOLLE panels allow for strapping on whatever extra accessories you might want. Relatively new to the market in 2014, Mosko Moto has made waves in the adventure luggage industry. Mosko Moto Backcountry 35L Pannier $699.99 Learn more here. SW Motech – Legend Gear MOLLESince we’re on the cusp of ending touring month and heading into adventure month full throttle here at MO, I wanted to include something a little different with SW Motech’s Legend Gear MOLLE lineup. Available in two sizes, 9.8L and 13.5L, the Legend Gear MOLLE style saddlebags are made for riders with style in mind. These bags are made from wax coated canvas and synthetic leather and can be used at various heights and on various bikes thanks to the versatile over-the-seat MOLLE design. Each bag is sold separately as is the SLS mounting strap. SW Motech Legend Gear MOLLE LS2 $242.95 (per pannier) Learn more here. Wolfman – Rocky Mountain Saddle BagAh, Wolfman. My personal go-to. It’s the first and last soft motorcycle luggage I have bought. My personal drybags have been used on thousands of miles of motorcycle touring and camping all across the US and show little signs of use other than being dirty (mostly from my raw aluminum Touratech case rubbing against them). Family owned and operated with its products made in the USA, Wolfman Motorcycle Luggage manufactures everything from tank bags to tail bags, with off-road and on-road offerings. The Rocky Mountain Saddle Bag was redesigned in 2018 to offer slightly more capacity and given a bit of a “U” shape to help carry and compress the load among other revisions. These bags are made out of 1680 denier custom vinyl-coated ballistic nylon with 22-ounce vinyl sides and use a 6-point mounting system with 1-inch metal cam buckles. Each bag holds 36 liters of storage and is lined with a polyurethane-coated nylon with sealed seams to keep water out. The liners are also bright yellow to help see items inside. There are d-rings found throughout to connect other accessories from Wolfman. Wolfman Rocky Mountain Saddle Bag $524.99 Learn more here. Dryspec – H35What can be said that wasn’t already stated in my feature-length review? Dryspec – H35 $698.00 Learn more here. GIVI – Trekker SeriesGIVI is an Italian company that makes all types of hard and soft luggage for all types of motorcycles as well as accessories like engine guards, hand protectors, radiator guards and more. The GIVI Trekker series was first introduced when adventure bikes started to become popular and was designed to cater to those customers. GIVI has since released its Outback and Dolomiti line which have an even more robust full metal construction, whereas the Trekker is mostly plastic with aluminum veneers. The GIVI Trekker is available in two sizes and two colors: 33L and 46L and aluminum or black. The Trekker series cases are lockable both to the motorcycle as well as the case itself. These cases also offer a partial lid opening system with a smaller lid available to be accessed from the top to grab or stow small items quickly and conveniently. GIVI Trekker Series $679.00-750.00 Learn more here. Jesse Luggage – Odyssey IIAl Jesse began making robust, rugged adventure luggage by hand in the mid-80s out of his California home. Jesse’s idea for a more robust luggage system first began to simmer while following the Paris-Dakar route in 1985 onboard a BMW R80ST he had purchased in London. Once home, Jesse began making and selling these cases by order and eventually grew the business and moved to Arizona where the company remains today. The Jesse Luggage Odyssey panniers are constructed of 2mm thick 5052 aluminum with angled corners not only for added durability, but also for clearance should a rider find themselves paddling with their legs through difficult terrain. The cases are powder coated for a durable finish while also helping to keep aluminum dust off of your belongings (a real problem with raw aluminum cases). The friction hinge on the cases also allow you to place and leave the lid wherever you like while loading/unloading and the single-hand latches are said to be incredibly easy to use. Jesse Luggage Odyssey II $995.00 Learn more here. OEM LuggageNot all OEM luggage is created equal, but most of it is easy to mount and some bikes are even being produced with the luggage mounts built into the bike’s design which makes it even easier to buy the cases and slap ‘em right on. No muss, no fuss. Touratech – Zega ProWhat would a luggage buyer’s guide be without Touratech’s Zega Pro aluminum panniers? I’ve owned the Zega Pro top case (which is the same basic design and structure as the side cases) for the entire time I’ve owned my KTM 1190 Adventure R, racking up more than 34,000 miles of use with that thing, including one somewhat high-speed spill on road which left it scarred, but totally intact. The Zega Pro side cases can be had in bare aluminum (don’t do it), anodized silver, and black. Bare aluminum will leave all of your belongings or luggage that comes into contact with it, smudged with aluminum dust forever (basically). It never goes away. Two sizes are available, 31/38L or 38/45L. The Touratech cases are different sizes to accommodate high-mounted exhausts. The Zega Pros are durable, waterproof, easy to remove, and can be locked shut and to the motorcycle, as long as you purchase the locking kits which don’t come with them. For $1349.00, I think they should come with locks, but that’s just me. Construction is very solid and despite the premium price, I would still definitely recommend them. Touratech Zega Pro panniers $1349.00 Learn more here. The post Motorcycle Saddlebags Buyer’s Guide appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy July 30, 2018 at 08:52PM
Motorcycle News - 2018 Indian Roadmaster Elite First Ride Review
https://ift.tt/2KbqVE5 N + 1 The final formula for the exact amount of motorcycles you need to have. Where N is the number of motorcycles you currently have. If you can afford it… 2018 Indian Roadmaster EliteEditor Score: 85.5%
Ask any motorcyclist – there’s no one motorcycle that does it all. Some might come close, but ultimately there’s always a better bike for the road ahead. If you’re looking for an adrenaline-pumping, high-speed canyon rip up the twisties, the Indian Roadmaster Elite doesn’t even enter the equation. But if you’ve got miles to crush and distance to cover, the Roadmaster Elite all of a sudden becomes the Rolls Royce of two-wheeled land yachts – the pinnacle of American luxury motorcycle touring. Recently I had a mission: to get from Los Angeles to Las Vegas, and back, as quickly as possible. Travis Pastrana was recreating three of Evel Knievel’s jumps and making history in the process, which you can read all about here. Door to door, Vegas is 300 miles from my house in Redondo Beach. It’s not that long of a ride, but throw 110+ degree weather into the mix, and 300 miles starts to feel like more, with each passing mile seeming longer than the last. I tried to get an early start to beat the heat, and left my house at 6am, but it was already into the triple digits by 8, and I hadn’t even reached the high desert yet. Fast forward an hour, and it was 113. It finally peaked at 118 just before the Vegas skyline came into view. Some sick part of me wanted to see it hit 120 (and another part of me wanted to die), but the Indian Roadmaster Elite actually made it surprisingly bearable. Rolling down the road at 85-90 mph with the cruise control fully engaged, the Roadmaster’s big front fairing and lower leg covers deflected almost all of the hot air, leaving me in a more comfortable, slightly cooler, and much less turbulent pocket. With Skynyrd crankin’ on the stereo, I was cruising. Judging by the body language of some of the other guys I was riding with, they were fairing (get it!) much worse than me. You know that feeling when you open a hot oven and all the heat comes rushing out? It always instantly fogs my glasses up, making me feel like a total nerd, but that’s exactly how it felt whenever we pulled over for gas or stopped moving. It’s also how I imagine everyone else who wasn’t riding the Indian Roadmaster felt most of the time. But not me, no sir! The Roadmaster Elite is Indian’s premier, top of the line, flagship, Big Bertha touring machine. It’s a motorcycle designed to keep you comfortable no matter what, but that all day everyday comfort doesn’t come cheap. With a $36,999 price tag, the Roadmaster Elite isn’t exactly chump change, and it should probably come with its own full-time butler. Still, if you can afford it, you will not be disappointed. So, what does almost 40 grand get you? At its core, Big Bertha has a Thunder Stroke 111-cubic inch V-Twin motor, and it’s claimed to crank out 119 lb-ft of stump-pulling torque. We haven’t dynoed this particular version of the engine to find out for ourselves, but our previous tests of the Thunder Stroke 111 yielded 103 lb-ft at 3,100 rpm. Click the Roadmaster into gear, let the clutch out without giving it any throttle, and the motor barely even coughs. It just chugs right along. And despite what you might expect from a plus-sized American-made cruiser, gear shifting isn’t anything like on a Harley-Davidson Big Twin. There’s none of that heavy metal-on-metal clunk when pushing the shifter lever down into first, just a nice reassuring click letting you know you’re firmly engaged – the same goes for up and downshifts. All that torque is great too, because the Roadmaster Elite ain’t light. Big Bertha tips the scales at a claimed 953 lbs. That’s almost a half-ton before you even pack the luggage cases, which can carry over 37 gallons of whatever it is you need to take on the road with you. The top case alone is capable of fitting two full-face helmets and a jacket without having to wrangle the lid closed – and that’s possible without having to get creative with your packing method. Just toss it all in and lock it up with a click of the remote key fob. In total, there are five storage compartments: both saddlebags, the top case and two gallon-sized compartments on top of the front lower leg fairings. Oh, and there’s also a place to keep your phone safely plugged in, charging, and connected to the Roadmaster’s Ride Command System. The Indian Ride Command System is my favorite onboard control center that I’ve tested on any bike, ever. By far it’s the most easy and intuitive to use. From every imaginable vehicle status reading and indicator to GPS and audio controls, it’s all displayed on a 7-inch touchscreen, just under your field of view. There’s no flipping through multiple menus to find what you’re looking for, it’s all right there and easy to read. The touchscreen works perfectly even with gloves on, but if you prefer to keep your hands on the bars, there are little triggers and buttons by the levers to toggle through the system as well. In addition to the Ride Command System, there’s an analog speedometer and tachometer gauge on either side of the touchscreen, but I found that I rarely even glanced at them, except for maybe the tach every now and then, because any pertinent travel information was neatly displayed at a quick glance right there on the touch screen in front of me. You can sync your phone up to the Roadmaster Elite directly by plugging it in, which allows it to charge as well, or you can do it wirelessly via Bluetooth. You can then listen to whatever Highway to Hell playlist you’ve got and pump it through the Roadmaster’s premium 300-watt audio system. There are six speakers total, with two in the front fairing, two in the saddlebags and two more at the base of the top case, right by the passenger’s hips to get them groovin’, and they’re plenty loud – probably louder than most car systems actually, and perfect for any old timers with hearing difficulties. At anything less than highway speeds, these speakers will bump your favorite Taylor Swift songs at embarrassingly loud levels – almost like your own personal mobile karaoke machine. When it’s time to give your vocal cords a rest, or if you’d just prefer to hear the sound of the wind and motor, the duet of two paint can-sized pistons pulsating up and down through dual exhausts is equally intoxicating. Unlike some V-Twins and cruisers, the stock exhaust system on the Roadmaster Elite doesn’t sound like a lawnmower. It’s actually got some bass to it and a deep, throaty rumble that you just can’t find on most other stock big Twins. The throttle action is different, too. The Indian Roadmaster Elite has more of a 1/3-twist throttle. It’s not quite a quarter-turn – because I looked at and measured it – but the distance it takes to turn from completely closed to WFO is all within the natural motion of your wrist, without having to move your arm. As mentioned earlier, the Roadmaster Elite is a big girl, and you’d think she’d be hard to maneuver at slow speeds. Fortunately, this isn’t the case. Let the clutch out and as soon as ol’ girl starts rolling, almost all of her 953 pounds disappear. It’s a really well balanced bike, and it’s actually more nimble than you might expect. We’re not talking Triumph Street Triple nimble, obviously, but she’ll dance around a parking lot and around town with surprisingly little effort. The Elite even does a halfway-decent job in the curvy backroads, but ultimately, her limiting factor in “sportier” riding is her soft front fork, which is also non-adjustable, unfortunately. No problem, though, this just means you get to take in more of the sights along the way. Boom – glass half full. In a straight line down the freeway, the front end soaks everything up and feels like you’re riding on a pool table, but sometimes if the road gets real choppy (some of LA’s freeways are notorious for this) the front fork seems to get a little overwhelmed, and it transmits some funky feels through the bars, reminding you you’re piloting a half-ton land yacht, not a JetSki. The rear shock, however, is an air shock and it’s adjustable with an air pump that comes with the bike. It’s just too bad that for a $36,999 motorcycle, the front isn’t at least somewhat adjustable. I keep having to remind myself, though, whoever plans on buying the Roadmaster Elite probably cares very little about how well the bike flicks from side to side or how quickly it can navigate a curvy road. For the record, it hustles pretty darn good considering its dimensions and the weight it’s carrying – a lot like an NFL lineman. How those guys move so fast is beyond me. For riders in the market for a flagship touring bike, you’re looking for something that’s going to keep you comfortable, no matter what, and carry all your stuff without the frills of strapping or bungee-cording everything down. The Roadmaster Elite does just that. The big front fairing and lower leg covers, which have adjustable vents to allow more or less airflow, will keep you cooler in the summer and warmer in the cooler months. I wanted to say winter, but not everybody has the luxury of riding year round. However, between all the fairings, and heated grips and seats, the Roadmaster Elite will let you ride longer into the season. Both the heated grips and seats are easily adjustable, and so is the windshield, with about six to eight inches of adjustment up or down. The heated grips have ten levels while the seats have three – high, low and off. The driver and passenger can control theirs independently. Speaking of passenger comfort, your co-pilot even has adjustable armrests which swivel around for maximum relaxation. So, back to the what does almost 40 grand get you question. Included in the premium price is a premium paint job, which takes one guy over 30 hours to complete. It’s all done by hand and features two-tone black and blue candy paint with 23K gold leaf badging on the fairings and motor. The paint definitely looks great, but for $37,000, I’d prefer a few more color options, because the Roadmaster Elite is currently only available in this colorway. All in all, the Indian Roadmaster Elite and I shared a little over 1,000 miles together in two days, and we enjoyed each other’s company just fine. If it hadn’t been for having to stop for gas every now and then, I could have easily continued watching the odometer count upwards. Between the cushy stepped seat and long floorboards to dance my feet around on, I never found myself searching for more comfort, though I would have preferred it not to have been 110+ degrees… I averaged between 38-40 mpg, which paired with the Roadmaster Elite’s 5.5 gallon fuel tank should yield a range of up to 220 miles or more. I have to admit, though, there were definitely stretches across the desert where we were cruising along in the triple digits, which certainly didn’t do our fuel consumption any favors. So, you can definitely expect better mileage at anything less than go-to-jail speeds. If you’re in the market for an American touring bike with all the bells and whistles to keep you and your passenger comfortable for miles on end and you have more than two nickels to rub together, the Indian Roadmaster Elite is definitely a hog to consider, I just wish it came with a cup holder.
The post 2018 Indian Roadmaster Elite First Ride Review appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy July 30, 2018 at 07:41PM
Motorcycle News - Harley-Davidson Announces Growth Plan Through 2022
https://ift.tt/2LPLD1k For a company like Harley-Davidson, change can be slow and incremental. Not so today, as Harley-Davidson announced a new plan for growth from now through 2020, including some significant, bold changes that many customers have long been asking for. There’s the new liquid-cooled modular platform in four displacements from 500cc to 1250cc, led by the company’s first adventure bike, the 2020 Harley-Davidson Pan America 1250, which we posted earlier today. Harley-Davidson says this new middleweight platform will span three distinct product spaces. In addition to the Pan America, Harley showed off prototypes of a 975cc streetfighter and a custom model. These three models are just the tip of the iceberg. Harley-Davidson says it will launch a second adventure-touring model using the 975cc version of the engine by 2021. The as-yet-unnamed streetfighter model will be the first of nine standard models. These will arrive from 2020-2022 and carry engines displacing from 500cc to 1250cc. The custom model will be one of five bikes displacing between 500cc to 1250cc that are tentatively set to launch in 2021 and 2022. Harley-Davidson didn’t say anything specific, but it’s possible these five models may be a full replacement of the Sportster line. The new adventure-touring and streetfighter/standard models are a recognition of the strong demand these segments have in Europe, and will be a key element of Harley-Davidson’s plans to grow overseas. Harley-Davidson estimates this segment accounts for sales of 273,000 in 2017 model sales in Europe, none of which currently bear the bar and shield. There’s also the LiveWire, the first in a new line of electric Harley-Davidson models, set to launch in August 2019. The electric motorcycle market is still relatively dormant, and Harley-Davidson says it plans to take a leadership role, especially from a design perspective starting with the LiveWire. Electric motorcycles are currently priced significantly higher than similar performing internal combustion models, but Harley-Davidson predicts the market will reach cost parity as early as 2030. The LiveWire will be followed by two more electric models in 2021-2022 that Harley says will offer accessible power and pricing. Harley-Davidson will also offer a selection of what it calls “lightweight urban” electric models in 2021 and 2022. According to Harley-Davidson, these lightweight urban bikes currently make up the bulk of worldwide electric motorcycle sales (including 38 million units in Asia and another 1.8 million in North America and Europe). Harley-Davidson also announced plans to partner with an Asian motorcycle manufacturer to develop small-displacement models from 250cc to 500cc within the next two years. These will be produced in large quantities for the Asian market, and Indian in particular. The small-displacement models will help increase Harley-Davidson’s brand in Asia while acting as a bridge to its larger-displacement models. From the business side of things, Harley-Davidson says it will try to broaden access to customers by expanding its website to “integrate and enhance the dealership retail experience” and forming alliances with online retailers. Harley-Davidson expects online or digitally-influenced sales will account for 99% of customer retail growth over the next five years. Harley-Davidson also plans to open up to 125 new, smaller storefronts in urban locations by 2022 to increase sales of apparel and other products. This will include a mix of permanent and pop-up retail locations. Traditional dealerships will still play an important role, and Harley-Davidson says it will implement a new performance framework to strengthen its dealer network. Harley also plans to open 25-35 new dealerships in international markets (primarily in emerging markets) by 2022. Harley-Davidson says its accelerated strategy will require the allocation of $450-550 million towards operating investment and $225-275 million in capital investment through 2022. These will be funded entirely through the reallocation of previously planned resources and comprehensive cost reduction. If all goes well, Harley-Davidson forecasts annual revenues to grow $1 billion by 2022. “The bold actions we are announcing today leverage Harley-Davidson’s vast capabilities and competitive firepower – our excellence in product development and manufacturing, the global appeal of the brand and of course, our great dealer network,” says Matt Levatich, president and chief executive officer of Harley-Davidson. “Alongside our existing loyal riders, we will lead the next revolution of two-wheeled freedom to inspire future riders who have yet to even think about the thrill of riding.” Invoking the “i” word, Levatich goes on to say, “Harley-Davidson is iconic because we’ve never been static. In moving forward, we are tapping into the spirit that drove our founders back in 1903 and every one of the employees and dealers who rose to the challenges faced along the way. Our plan will redefine existing boundaries of our brand – reaching more customers in a way that reinforces all we stand for as a brand and as a company and we can’t wait to kick it into gear.” The post Harley-Davidson Announces Growth Plan Through 2022 appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy July 30, 2018 at 12:24PM
Motorcycle News - Pocket Rocket: Sticking a Ducati 250 into a Moto3 chassis
https://ift.tt/2OtwuRO
This pint-sized racer from Analog Motorcycles is the most unique match-up to come our way: a 1968 Ducati 250 ‘narrow case’ motor mounted in a Moto3 prototype frame, and wrapped in a plethora of hand-made bits.
Karsten of FrameCrafters made Tony an enticing offer: He had their first prototype Moto3 chassis sitting in the shop, and would Tony like to do a build with it?
The chassis was originally developed eight years ago, and has been used by a couple of pro AMA-level racers with the engine it was originally built for: a Yamaha YZ250. It’s a bi-metal design that combines chromoly tubing with billet aluminum junction points, and it’s a thing of beauty.
Around the time FrameCrafters pitched the idea, Tony came across three bikes’ worth of bits and pieces from vintage Ducati 250 singles. There was at least one complete engine in the pile, originally built for racing, so he sent that off to FrameCrafters to start mocking up the chassis.
FrameCrafters whipped up two front engine mounts, and a rear mount to attach the back of the engine to the frame and swing arm. Analog designed the subframe, which FrameCrafters then welded in to the Moto3 chassis.
The Ducati rolls on rebuilt Showa suspension from an Aprilia RS125. A set of 17” Sun rims was laced up to a modded Honda CB550 front hub and a custom made Barnes quick-change rear hub.
While FrameCrafters were fine-tuning the chassis, the leftovers from Tony’s pile of Ducati bits went to TJ at DemonTech. He put together another 250 engine, adding a 12V conversion and electronic ignition from Electrex along the way.
As soon as Tony had the rolling chassis back in the shop, he started working on a wooden buck for the new tank and tail. “I had been wanting to make all the body work myself this time. I had a mentor by the name of Devlin Hunt coming in and helping me hone the metal shaping craft a bit more. I was already doing fenders, seat pans, number plates, etcetera—but not a tank yet.”
“He unexpectedly passed away in February 2017, and that pulled all the wind out of my sails on the project.”
“So when I got to the Ducati fairing, I was a little more prepared. That was a big undertaking for me, and I am really pleased with how it came out.”
Poking out under the tail is a stainless steel Cone Engineering ‘Big Mouth’ muffler, hooked up to a one-off stainless steel pie-cut header. The tail light—an Analog catalog part—is mounted under the subframe; “similar to that of a GP bike set up for rain,” says Tony.
There’s a custom-mounted steering damper too, and Free Form Design machined up caliper mounts and rear set brackets. Capping it off is stellar upholstery from Dane Utech of Plz.B.Seated.
“To which we respond, unapologetically: Why not?” Analog Motorcycles | Facebook | Instagram | Photos by Grant Schwingle Motorcycles via Bike EXIF http://www.bikeexif.com July 30, 2018 at 12:09PM
Motorcycle News - Lucas Oil Pro Motocross Championship Results: Washougal 2018
https://ift.tt/2OuregI The season may be winding down, but the racing action is certainly heating up. Washougal is just one of those tracks; incredibly beautiful with awesome natural features built into the landscape which goes in and out of the Pacific Northwest’s giant trees – a bucket list track for any motocrosser. Eli Tomac charged to yet another 1-1 sweep to take the overall. The man was simply on a mission. Ken Roczen continues to kick ass despite his return from injury, and Marvin Musquin showed a lot of speed, but just not enough. Justin Bogle keeps ripping holeshots, but can’t seem to hold on for very long afterwards and ultimately drifts back into the pack. The 250 class is a bunch of maniacs. These guys are the future stars and holy cow are they going fast. The 250 motos at Washougal were jumbled up a bit with Plessinger finishing 4-3 for first overall, Savatgy went 9-1 for second, and McElrath 1-9 for third. It was all over the place, but it was incredibly entertaining racing. Pro Motocross: Tomac Wins in Style at Washougal for Seventh
|
Categories
All
Archives
November 2020
|
7/30/2018
0 Comments