F1 News - German Grand Prix: how the madness unfolded
https://ift.tt/32TQSme The Austrian and British grands prix had produced the thrillers of the season so far, but the German Grand Prix brought the real madness. In true Germanic spirit, Hockenheim said 'hold my beer' and went one better, producing a spectacle on a saturated circuit. From the wet conditions that caused chaos from lights out, to the podium finish that nobody could have predicted, round 11 of the this year's championship has already gone down in the history books as an instant classic. With so much drama and talking points to take in, just what exactly happened this weekend? Mercedes wore 1950s' fancy dress to work...Until the day ended with no points, a retirement, and red facesMax Verstappen made a nightmare start off the line...But Max Verstappen does not let the victory slip away easily...Why did the penultimate corner appear to be covered in soap?It could have been Nico Hulkenberg's first podium after 10 years in F1Daniil Kvyat celebrated his first podium finish since 2016...And he had more than one thing to celebrate...Back to Ferrari, though, qualifying was a disasterBut Vettel made up 18 places from lastThe three podium victories all began their careers at Toro Rosso...#F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 28, 2019 at 05:54PM
Motorcycle News - Custom Bikes Of The Week: 28 July, 2019
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They make a kit to transform your stock Kawasaki into a modern replica of the undeniably cool 1989 Kawasaki ZXR. And despite some reports we’ve read, it doesn’t use the Z900RS as a base. Instead, all you need is the non-RS Z900, which is effectively a contemporary street fighter.
So the Biltwell crew and Rob ‘Rouser’ Galan took all their leftover spares from the Frijole 883—and built a second Sportster. And so the ‘Spare Parts Sportster’ was born.
The ‘SPS’ has just about everything you’d want from a desert-racing dual-Sporty. It has an S&S Cycle kit inside, a Rekluse clutch, burly suspension and big wheels—but it also has lights and a plate, making it fully street legal. In fact, it’s currently doing duty as a commuter, while Biltwell and Rouser figure out where to race it. [More]
This is a pretty rare 1957 Royal Enfield Indian, built to enter into this year’s Handbuilt Show. If you’re wondering what a Royal Enfield Indian is, our friends at Return of the Cafe Racers have a neat history lesson—but in short it’s an Enfield with a Indian badge on it.
There’s a bunch of smaller details too. The tail light’s made from an egg-slicer, the headlight’s a modified police light, the footrests are old shoe fitting devices, and the hand shifter uses a part from a lathe. I’ve seen this bike in person, and there’s miles of stuff to pore over. [More]
Honda only produced the QA50 from 1970 until 1972. It’s delightfully basic; a 50 cc, air-cooled motor that makes 1.8 hp, an automatic clutch and a two-speed box. The frame’s made from tubular steel, there’s zero suspension out back, and there’s barely a smidge of travel up front. It also has tiny wheels, drum brakes, and a seat and fenders that are comically fat.
It’s been restored in anticipation of the sale: repainted in its original Gypsy Yellow hue, and fitted with new tires, new upholstery with period correct Honda stencils, and the original manual and spark plug wrench. Who’s tempted? [More]
As you’d expect from Curtiss and Nesbitt, the Hades is way, way out there. All we’ve seen are renders, but Curtiss have released some tech specs. The frame will be “titanium or chromoly,” with a “double-wishbone parallelogram fork.” Components will include Race Tech suspension, BST carbon fiber wheels and Beringer brakes.
All this will set you back a mere $75,000, and production is slated for 2020. Curtiss are taking pre-orders, while also very openly asking for investors in their business. Here’s hoping they manage to take the Hades from paper to street. [More] Motorcycles via Bike EXIF http://www.bikeexif.com July 28, 2019 at 12:04PM
Motorcycle News - Church of MO: 2009 Aprilia Mana GT ABS Review
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Laziness brings on deep sleep, and the shiftless man goes hungry, sayeth the Lord. But on the Mana, he can drop by the Piggly Wiggly or Dickey’s BBQ or wherever, and filleth up with victuals until his storage compartment runneth over. Honda blatantly ripped this eminently practical Aprilia to build its Honda’s NC700V; the Mana was just too good for this world. Amen.
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2009 Aprilia Mana GT ABS ReviewThe most practical bike in the world
By Tor Sagen Jul. 16, 2009
Photos by Milagro
In April Motorcycle.com showcased the 2009 Aprilia Mana and its fully automatic transmission. While not everybody in motorcycledom is embracing this unique steed, its comfortable riding position, great brakes and excellent value make it an interesting option for many.European correspondent Tor Sagen wanted to try it out for himself so he took a Mana GT ABS for a ride in the Italian Dolomites. You can read about his experience below.
It seems like the motorcycle industry is on the verge of changing and Piaggio is at the forefront. Piaggio deserves kudos for trying to lead the way in many new areas in the two wheeled world. Piaggio is trying to make three wheeled motorcycles and large capacity motorcycles with automatic transmissions mainstream – some serious hybrids are on the way too. But is the world ready for the Mana yet? The Mana is great for riding around a big city like Rome, but what about everywhere else? My feeling is that everywhere else isn’t ready quite yet so let me tell you how the Mana GT faired touring the Italian Dolomites first.
When it comes down to dead easy practicality and clever solutions the 2009 Mana GT is right up there. Under the dummy tank there’s room for a full faced helmet and in the panniers you can put everything else needed for touring. Release the handbrake, fire it up twist and go. This is scooter practicality in a big motorcycle and it really can charm even a big bad motorcyclist given half a chance.
I rode the Mana GT alongside the conventional Shiver 750 GT and I must say that for touring I would choose the Mana each time. Everything is so smooth and easy and practical and I really don’t miss the conventional gearing. The big 850cc twin is much smoother than the raw 750 twin in the Shiver and almost as fast. The seat is comfortable and vibrations from the engine are almost non existent. I’ve left the Mana GT in sports auto mode. This also enables manual downshifts where you can use the minus button to gain maximum revs when you want them for a little more lively acceleration past traffic. The other auto modes are rain and touring. The second mode is a 7-speed sequential where you use the +/- buttons actively. If you forget to downshift when reducing speed the Mana will do it for you. There’s no clutch handle on the left side of the handlebar and all you have to play with is the gear mode buttons. On the right hand side is the conventional front brake lever and I’m riding the ABS version. With powerful radial mounted brakes the Mana could possibly be a bit of a handful for customers upgrading from a scooter so the ABS version would be recommended for those not so accustomed to a powerful front brake. Riding up and down steep mountain passes I was more than satisfied with both the brakes and the power of the automatic engine. No scooter can do these steep Alpine passes as effortlessly as the Mana. The Mana GT is many things for different riders. If you’re upgrading from a scooter or a small 125cc motorcycle the Mana is the wolf and a real motorcycle. If you’re downgrading from a more powerful conventional motorcycle it’s a bit of an oddity and perhaps a sheep in wolf’s clothing. But nevertheless, I really like the Mana GT for what it is; a practical no nonsense real world vehicle that will take you from A to B in the most effortless fashion. What’s not to like about that?
The center of gravity is quite low and the handling is slightly different compared to the Shiver 750 GT. If there’s one area the 750 Shiver really beats the Mana it’s in the handling department – the Mana doesn’t lean with the same ease. It just doesn’t have the same mass centralization and frame as the Shiver and so it behaves slightly differently through the corners. However, the lower center of gravity makes the Mana very easy to ride at crawling, which is important for new riders. The Mana GT is distinctive straight away as it has an adjustable windscreen. This windscreen is slightly better than the one on the Shiver 750 GT as it is a bit taller. It provides decent protection against the varying weather conditions I encountered in the Alps. The big panniers are also standard on the GT, but the topbox is an accessory. As previously mentioned, the dummy tank contains a large storage compartment that is opened by using a button on the handlebar and should the battery ever be flat there’s a manual button under the passenger seat. The compartment is even illuminated when it’s dark.
For city usage the 76 horsepower 850cc V-twin responds immediately and with more than enough power to leave cars far behind. The Mana is a perfect city vehicle with motorbike performance and scooter twist and go properties. Life is busy in the city so if you can leave the gearing for the machine to worry about there’s one less thing to occupy your thoughts. Add the ABS brakes as well and you only concentrate on pointing the Mana where you want to go. The Mana is the motorcycle world’s answer to the point and shoot digital camera. It’s just that easy. If you should ever run out of fuel (it’s not easy as the automatic mode is very fuel efficient) you can open the passenger seat and fill up the 4.4-gallon fuel tank. Conclusion When I’m not testing motorcycles and only riding for my own pleasure for a quick spin or going to the shops the Mana GT could well be the answer. It’s a lovely creation from Aprilia and if you add the GT’s extra practicality it’s even better. There are better handling bikes out there and the Shiver 750 GT is one of them, but I’ve already made my mind up if the choice were between the two. The Mana is the Manna for me, but then again I get to have fun on other bikes all the time.
If you want to learn more about riding motorcycles then the Mana falls short. It’s lacking a gearbox and clutch and as such doesn’t teach you how to ride a conventional motorcycle. However, if you don’t care about that so much then the Mana GT is the most practical thing in the world. One thing to consider is that if you do get tired with the Mana after a while there’s nothing similar to upgrade to and you simply have to learn how to ride a regular motorcycle. That said, I believe there’s a definite market for this motorcycle and the biggest customer group should be current car drivers or scooter riders. For everyone else it’s something worth trying, but not necessarily the answer to your future two-wheeled cravings.
Related Reading The post Church of MO: 2009 Aprilia Mana GT ABS Review appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO July 28, 2019 at 11:02AM
F1 News - Verstappen wins thrilling wet-dry German GP as Hamilton crashes
https://ift.tt/2OqvzFI Red Bull's Max Verstappen took his second win of the year in a chaotic and incident-strewn German Grand Prix held in intermittent rain. The Dutchman led a topsy-turvey result in which Ferrari's Sebastian Vettel took second from the back of the grid and Toro Rosso's Daniil Kvyat was third. Lewis Hamilton had a day to forget, finishing 11th after two mistakes. But the Briton did not lose any ground to team-mate Valtteri Bottas in the championship after the Finn crashed. It was a dismal way for Mercedes to end a weekend in which the team were celebrating 125 years in motorsport and their 200th Formula 1 race. But the Mercedes drivers were not the only ones to fall foul of the treacherous conditions in a race that featured a remarkable four safety cars, two virtual safety cars and the winner made five pit stops to change back and forward between wet-weather tyres to dry ones. Ferrari's Charles Leclerc crashed when looking in strong shape for at least second place. Renault's Nico Hulkenberg went off at the same place, the treacherous penultimate corner, which was also where Hamilton made one of his errors. Verstappen supreme as Mercedes slip upThrough the chaos, Verstappen drove a flawless race, tracking the Mercedes in third place through the first half of the grand prix and then moving to the front as the world champions' race fell apart. Red Bull made all the strategy calls correctly and Verstappen judged the conditions perfectly to take a well-deserved victory which made him look the class of the field. More to follow #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 28, 2019 at 10:12AM 7/27/2019 'I don't know how tomorrow will go' - Hamilton determined to race despite mystery illness - F1 News
F1 News - 'I don't know how tomorrow will go' - Hamilton determined to race despite mystery illness
https://ift.tt/2GzxXn9 At one point on Saturday morning, Lewis Hamilton was not even sure he would be able to race in the German Grand Prix, so bad did he feel with an illness that has been bothering him this weekend at Hockenheim and which took a turn for the worse overnight. His Mercedes team had prepared the car for the possibility that they might have to sub the world champion out of qualifying and replace him with reserve driver Esteban Ocon. So to take yet another pole position was a bigger achievement than it might at first look in a season that so far has passed in a blur of silver. "I was really not expecting to be able to fight for pole today," Hamilton said. "I felt pretty bad this morning and there was a moment when we weren't even sure we would be doing the weekend. "But I have never missed a race weekend in my life and for us competitors you can't miss a single race. "I haven't even been in most of the (engineering) meetings; I've just been sleeping and then waking up and getting in the car. But the team have done such a great job in terms of the processes we went through and I was really happy with the car in my last lap." It's not entirely clear whether Hamilton would have been able to take pole had Ferrari, who went into qualifying as favourites, not shot themselves in the foot again, with the cars of both Charles Leclerc and Sebastian Vettel going out with engine problems that left them 10th and last. But Hamilton was so pleased with his performance, despite his personal discomfort, that he reckoned he would have had a chance either way. "It would have been close between us and the Ferraris," he said. "I am not convinced they would have been much quicker than us, if at all. Leclerc was doing some good times over the weekend but it wasn't meant to be." Hamilton would not say what was wrong with him, simply saying he was "a bit under the weather". But it's clearly a bit more than that, because he went on to say: "It has been a real challenge and tomorrow is going to be worse. "Just doing 12 laps today - and yesterday in practice - was so hard. I don't know how tomorrow will go (in the race). "I will try to sleep as much as I can and just try to recuperate and make sure I have got as much energy as possible. If it is super-hot like yesterday or even like today it could be really bad, but if it's a little bit cooler like it's forecast to be, it might it ease it up a little bit. But where there's a will there's a way. I won't give up, that's for sure." Another Ferrari fiascoFerrari should have had at least two wins so far this season - and arguably could have had as many as four - yet halfway through the year they remain on zero. And qualifying at the German Grand Prix showed exactly why. They went into qualifying looking favourites but, remarkably, the cars of both Charles Leclerc and Sebastian Vettel broke down. And from looking like they could have locked out the front row, they start 10th and plumb last. Vettel did not even manage a single flying lap - his turbo developed a problem as soon as he left the pits at the start of the first session. It was the second time in three races the German's qualifying has been hit by an engine problem. And he said it felt "very bitter" for it to happen at his home race. Leclerc made it through the first and second sessions - quickest on soft tyres in the first; second behind Lewis Hamilton in the second, when both switched to mediums, because they wanted them more durable tyre to start the race - only for his car to develop a fuel-system problem and miss the top 10 shoot-out. It's unknown exactly how things would have shaken out had the Ferraris made it into the final part of qualifying to dispute pole with Hamilton. But as Leclerc said: "Mercedes were very quick but we definitely had the pace to challenge them at least. It's a shame." So the Italian team have another failure to add to what is becoming an embarrassingly long list this year. It's worth going through them, to underline what might have been.
On top of that, Leclerc made a series of small errors in qualifying in the early races of the season, until turning around his form after Canada. There is also a question mark over whether Ferrari made a mistake in choosing to start Leclerc on soft tyres rather than mediums in Austria. Had he been on the mediums, he may have been able to stop later and hold off Max Verstappen's late charge to victory for Red Bull. And that's without even going into the questionable wisdom of their employment of team orders - largely to favour Vettel - in all of the first five races. All told, it makes for grim reading, especially as their title challenges in 2017 and 2018 also unravelled as a result of a combination of reliability problems, driver errors and operational issues. And it underlines both the seriousness of the malaise at the team, and their apparent inability to do anything about it. After qualifying, Mercedes F1 boss Toto Wolff told Sky: "Ferrari have an illness that they need to cure and we need them so we can have a competitive championship." Wolff said he had got himself "lost in translation" and that he had been thinking of a German word that "means illness but it means having lots of problems all the time - you don't seem to be getting yourself out of problems; it is nothing to do with an illness. When I said it, I felt like I probably said the wrong thing." The semantics, though, were largely irrelevant. Either way, Wolff had summed up the situation well. Leclerc was his usual modest and humble self, pointing out that he had made his own mistakes this year so he could hardly question the team. But he did add: "I feel for the team. One car is difficult, two cars is very, very unlikely and very difficult for the team. We need to understand the issues to try to not to reproduce them." The problem is, there are precious few signs as yet of the team being able to achieve that ambition. Hamilton v Verstappen looks tastyHad Leclerc - and Vettel - been up at the front as well, the race would have been set up nicely, for a fight between the dominant figures of the older generation and the two men who look most likely to take their place over the next few years. But one man of each generation remains, and that means there is the chance of the first straight fight for victory between Hamilton and Verstappen. Which is a mouth-watering prospect. Hamilton says his position in the championship will not affect his desire to battle Verstappen hard, despite the Dutchman's take-no-prisoners reputation. "I'm here to win," he said. "So we battle. I approach it with respect. He's experienced enough now that I don't think I'll have to approach it with caution. And for sure I'll be pushing. "But every time I approach it I am always trying to make sure I keep position and don't collide with anyone. I will try to stay as far away from his possible." Verstappen did not sound that convinced that he would be able to take the fight to Mercedes. He's concerned that the need to start on soft tyres after an engine problem in second qualifying could hinder him, against the Mercedes on mediums. "I don't know at the moment how much a fight we can put on," said Verstappen, fresh from his monumental battle with Leclerc at Silverstone two weeks ago. "We have a different strategy but we will always give it a go. "It doesn't matter to me who it is (I'm fighting with) - if it's Lewis or Charles. Of course I know Charles a bit better because we were racing a lot in the younger years in go-karting but it doesn't matter. As long as you are fighting for victory that's a positive thing. There is also a chance for rain, in which both men excel. "I love the rain," Hamilton said. "So if it rains, no problem." #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 27, 2019 at 01:12PM
Motorcycle News - Riding Gear – Rukka Yorkton Leather Jacket
https://ift.tt/2Y677ha Finding an urban motorcycle jacket isn’t hard; seems everyone has one on offer. Finding a good one — one that’s built as much for protection as it is for looks? That can be harder. Included in their new lineup for 2019 is the Rukka Yorkton Leather Jacket. It pairs classic racer styling with a more aggressive urban aesthetic. It does this by pairing classic design features like a low snap collar, beefy central zip and a streamlined profile with quilted leather shoulders and the contrasting stripe that runs across the chest, down the front of the arms, and across the back. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb July 27, 2019 at 10:28AM
F1 News - Hamilton on pole despite illness as both Ferraris break down
https://ift.tt/2OmqNct Lewis Hamilton beat Max Verstappen to pole position at the German Grand Prix as Ferrari's challenge faltered because of technical problems. Ferrari driver Charles Leclerc had looked favourite for pole position but was unable to take part in the top 10 shoot-out. And team-mate Sebastian Vettel will start last after a turbo problem in the first part of qualifying meant he failed to set a time and will start last on the grid for Sunday's race. Hamilton took pole by 0.346 seconds, with only 0.022secs separating Verstappen, Valtteri Bottas and Pierre Gasly. Can anything stop Hamilton?It was a superb performance by Hamilton, who has been ill this weekend at Hockenheim. "Lewis, you never fail to amaze us," team boss Toto Wolff said to him over the radio after the session. Hamilton said: "The car has been feeling good, but the Ferraris have been on another level. If Leclerc had been there, it would definitely have been close between us." Even without the Ferraris in contention, the front row of Hamilton and Verstappen promises a close battle in the race, especially as wet weather threatens. Can anything stop Ferrari's unreliability?But in many ways the story of the session was Ferrari's failure yet again to capitalise on what appeared to be an advantage. Ferrari said Leclerc's problem was with his fuel system, and it looked to have deprived him of what could have been his third pole position of his first season at Ferrari. It was the latest in a series of issues for Ferrari, whether with reliability or operational or driver errors, that have blighted a season in which they could have had at least two wins so far, and possibly more. Vettel's problem was different from Leclerc's - his car had a problem with airflow to the turbo. It was the second reliability problem for the German four-time world champion in three races. Ferrari's problems mean the Alfa Romeo of Kimi Raikkonen will start fifth, ahead of Haas' Romain Grosjean, McLaren's Carlos Sainz, Renault's Nico Hulkenberg and Leclerc. Sainz's team-mate Lando Norris was 16th, just 0.2secs down in first qualifying, but small margins made a big difference on a relatively short track - for example, just 0.03secs separated Hulkenberg in eighth place from team-mate Daniel Ricciardo in 13th in second qualifying as the drivers battled for places in the top 10 shoot-out. Williams' George Russell starts 18th, ahead of team-mate Robert Kubica for the 11th race in a row, but this time just 0.118secs faster than the Pole. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 27, 2019 at 09:12AM
Motorcycle News - 2020 Electric Motorcycle Spec Shootout
https://ift.tt/2SLiAwL They say the first auto race started the moment the second car was made, and the same holds true in motorcycling, too. With the introduction of the 2020 Harley-Davidson Livewire, this marks the first time a major manufacturer – actually, the major-ist manufacturer (yes, new word) – has entered the electric motorcycle space in large numbers. And while they are a fraction of the size of Harley, Energica and Zero have the benefit of a years-long head start in the e-bike biz. Now, after riding the Livewire, we’re left to wonder – how exactly does it stand up to the competition? Specifically, we’re looking at the Energica Eva and the new Zero SR/F. We’re working on getting all three machines in the flesh to settle the score, but in the meantime, we’ve compiled some specs on all the bikes. Fancy a little bench racing, anyone? Comparing Base ModelsBefore getting hung up in the many different permutations the Energica and Zero are offered in, let’s start with a three-way comparison of the base versions of each bike. At $18,995, the standard version of the Zero SR/F is the least expensive offering here, followed closely by the $21,656 Energica Eva without any options. There’s only one version of the Livewire available, with its price tag reading $29,799. No matter which trim package or options you choose, all three come with a standard battery and motor. The Eva’s battery produces a max of 13.4 kWh, with a nominal rating of 11.7 kWh – the lowest in this group. However, battery capacity isn’t the whole story, as the Eva’s oil-cooled motor is rated at 145 hp (107 kW) and a massive 148 lb-ft (200 Nm) of torque! Move next to the Zero, and the SR/F’s lithium-ion battery is rated at 14.4 kWh max, 12.6 kWh nominal. Meanwhile, its air-cooled motor puts out considerably less power at 110 hp (82 kW), but its 140 lb-ft (190 Nm) nearly matches the Eva’s. Lastly, there’s the Livewire, with its max battery capacity of 15.5 kWh and nominal rating of 13.6 kWh. The tricky part when comparing the Livewire’s power output to the others is that, unlike Energica and Zero, who derive their numbers from the motor’s output shaft, Harley-Davidson states the Livewire’s figures of 105 hp (78 kW) and 86 lb-ft (116 Nm) are measured at the rear wheel, presumably to account for its 2x gear reduction from the output shaft to the wheel. Interestingly, it should be noted that the Livewire is the only one of the trio cooling the motor with water. Being base models, the costs go up from here with different hardware options, which will be explained next. RangeWith battery and motor setups established, we move on to the business of depleting the batteries and how long that takes. Of course, like an internal combustion engine, mileage will vary depending on your riding habits. This is even more significant on electrics, as heavy right hands can make an electric’s range plummet fast. Still, various standardized tests for city, highway, and combined mileage at least give us a (very) rough guess as to how far one can go on a tank full of electrons. Energica isn’t very helpful in its provided materials, simply saying the Eva can get “up to 120” miles. With so little to work with, we can only assume those would be the most boring, mind-numbing 120 miles anyone would ever ride on a motorcycle, as you’d have to ride so slow to get that far. Meanwhile Harley and Zero are more forthcoming with relevant information, with the former claiming 146/70/95 (city/highway/combined) figures for the Livewire according to MIC standardized tests, and Zero claiming 161/82/109 numbers according to SAE J2982 standards. Having spent time with both bikes recently, the 95-mile and 109-mile combined figures, respectively, seem optimistic but doable under normal riding/commuting. To get there would likely require more conservative ride modes, smart application of regenerative braking, and a gentle throttle hand – all things the average commuter could get used to without too much adaptation. Expect those numbers to come closer to the highway figures (or lower) once you reach the fun roads and crank up the power and/or turn down the regen. This is where we reach the first price upgrade with the Zero, although the exact amount is yet unknown as of press time. Like Zero’s S and DS models, Zero will offer a Power Tank accessory for the SR/F at a yet undisclosed price, offering up to 223 miles (claimed) of city range. Considering the S/DS Power Tanks cost nearly $3000, it’s reasonable to expect the SR/F Tank to have a similar price tag. ChargingObviously, when you run out of battery, you have to recharge. Here all three companies have taken a slightly different approach to their charge strategies. There’s no surprise all three have Level 1 provisions to plug into the wall outlet in your home, but the differences come when you want to speed things up. Both the Eva and SR/F accept Level 2 charging, but the Eva is equipped to accept up to 24 kW of DC Fast Charge, allowing a completely drained battery to reach 85% State of Charge (SoC) in as little as 20 minutes. The Zero is not compatible with DCFC, but its approach to recharging, in addition to the included 3 kW on-board charger, is to allow the customer to upgrade to the Premium model which adds an additional 3 kW charger and $2000 to the price. Another $2300 gets you another 6 kW of charging, for a total capability of 12 kW, which completely replenishes a dead battery in one hour. This also brings the total price to $23,295. Harley skips Level 2 charging entirely, making the Livewire DC Fast Charge-ready, which brings the battery from 0%-80% in 40 minutes. Wait another 20 minutes and it’s fully topped off. Since the vast majority of public charging stations out in the wild are Level 2 stations, we wonder why Harley made this choice. Though they are increasing in number, Level 3 DCFC stations are still relatively scarce, which means the challenge for all three machines is finding suitable charging stations that can provide enough electricity. Other Interesting Bits and BobsNot long ago e-bikes didn’t feature much in the way of rider aids. An odd thing considering the amount of torque being channeled through the rear tire. Now, all three motorcycles come equipped with safety features like ABS and traction control, though the Livewire and SR/F are equipped with IMUs (Inertial Measurement Units), upping the ante further with Cornering-ABS and lean-sensitive traction control. Drag torque slip control (basically like a slipper clutch on a ICE motorcycle) is found on the Harley and Zero, while the Livewire also features rear wheel lift mitigation. When it comes to the more traditional pieces found on a motorcycle – suspension and brakes – all three stack up relatively evenly. Showa provides fork and shock bits for both the Livewire and SR/F. The Big Piston-Separate Function Fork is found on each, while the shocks are slightly different. Each are tuned to the respective manufacturer’s specifications. The Livewire gets the smallest rotors here; two 300mm floating rotors are squeezed by 4-piston monoblock radial-mount calipers. In contrast, the Zero sees twin 320mm floating discs clamped by J-Juan radial 4-piston calipers. Besting them all, however, is the Eva’s 330mm discs and Brembo radial-mount calipers. The bigger discs make sense since the Energica is also the heaviest bike here by a significant chunk: 615 lbs compared to 549 lbs for the Livewire and 485 lbs for the SR/F (which climbs to 498 for the Premium model). All three have regenerative braking abilities to also help slow them down. Being the Italian performance company that it is, the price starts to jump with the Energica when it comes to suspension and wheels. As it comes standard, the Eva sees Marzocchi and Bitubo provide fully-adjustable fork and shock, respectively. Cast aluminum wheels are also standard. If that won’t cut it, an extra $2000 will get you OZ forged wheels, and $3300 on top of that will swap the Marzocchi/Bitubo combo for Öhlins pieces. Those two options alone bring the Eva’s price to nearly $27,000. And The Winner Is…Ha! It’s much too soon to be making that call, but at least these specs laid out side-by-side below help portray a clearer picture of what each motorcycle is capable of. But what do you want to know about this trio? Tell us in the comments and we’ll do our best to answer once we get all three in the flesh.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO July 26, 2019 at 06:22PM
Motorcycle News - Lo-fi Perfection: A Harley 883 Bobber from Canada
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But future tech isn’t for everyone, and we need the occasional lo-fi hit to keep us grounded. And it doesn’t get much better this tidy Harley-Davidson Sportster bobber, built by Nick Acosta in Ontario, Canada.
This 1993 XL883 was Nick’s daily runner last year. Then winter hit, and he decided to put it under the knife with help from his friend Victor.
“I went with a modern/retro styled chopper, using all new tech while making it look similar to classic 60s choppers.” A closer look shows that Nick’s done extensive work to the powertrain, and to ensure that his Harley can handle the aggressive riding that comes with a light and fast setup.
The motor’s also running Andrews cams, and an Accel Supercoil and ignition module. Nick rebuilt the carb with CV Performance and S&S Cycle parts, then added a custom intake with a velocity stack hiding behind a mesh filter.
Once Nick had stripped the gearbox, installed the kickstart and rebuilt everything, he took the bike out for a test ride…and blew up his transmission. After scrambling to find a new one, he ended up replacing it with the five-speed tranny from a 1996 Sportster, and installed it along with a Barnett heavy duty clutch.
For the frame, Nick and Victor welded on a TC Bros hardtail kit, then had it all powder-coated black with a little microflake. The front forks were upgraded with Progressive Suspension springs and heavier oil, and 3” springs were added under the solo seat.
He opted to keep the OEM wheels, because they suit the bike, and new wheels would have blown the budget. They’ve been powder-coated to match the frame, and now wear Avon AV72 Cobra rubber.
The handlebars are OEM too (“once again, if it works and is in great shape—just keep it!”), but the risers are from Drag Specialties. There’s an Aris-style headlight up front, and a classic tombstone tail light out back.
Finishing it off is a Wassel gas tank, expertly painted by Black Widow Custom Paint. It’s the only hit of color on the build, and shows off Nick’s tasteful restraint and sharp eye.
“Riding the motorcycle now is completely different,” he says, “and a lot more enjoyable. And the whole build process definitely has made me appreciate the workmanship that goes into chopper building.” Augment Collective | Instagram | Images by Mark Luciani Motorcycles via Bike EXIF http://www.bikeexif.com July 26, 2019 at 12:32PM
F1 News - German GP: Ferrari top in Germany as Gasly crashes
https://ift.tt/2Yrq0Xu Charles Leclerc led a Ferrari one-two as Pierre Gasly's difficult season continued with a big crash in second practice at the German Grand Prix. Gasly lost control at the last corner and smashing into the barrier on the outside of the track, badly damaging his Red Bull. The Frenchman was unhurt. Leclerc was 0.124 seconds quicker than Vettel and 0.146secs ahead of Mercedes' Lewis Hamilton on a hot day. Ferrari were first and second in both sessions and looked in good shape. But conditions are expected to be cooler over the weekend, and rain threatens. Hamilton's team-mate Valtteri Bottas was 0.662secs off the pace in fourth, ahead of Red Bull's Max Verstappen. The Dutchman was 0.684secs slower than Leclerc and Red Bull looked to be in less good shape than they were in the last two races in Austria and Silverstone, at least on the evidence of Friday. Gasly's crash was another blow for him, after a difficult season that has led to questions about his future in the team. A strong performance at Silverstone had looked to be a turning point, but he had been struggling for pace - he ended the session only 15th fastest - even before his accident, which happened on his race-simulation run in the second part of the session. Meanwhile, the day was encouraging for Ferrari, as not only were they quickest on a single lap, Leclerc's race-simulation run on the soft tyre was every bit as quick as Hamilton's. However, conditions are expected to be very different at the weekend, with a drop in temperature form the mid 30Cs to the mid-20Cs, with the potential for rain as well. Behind the big three, Haas' Romain Grosjean and Racing Point's Lance Stroll were a strong sixth and seventh. It was an especially encouraging performance from Racing Point, who have introduced a major aerodynamic upgrade for this weekend after a dispiriting and disappointing first half of the season. Grosjean is running the Haas in its specification from the first race of the season, while team-mate Kevin Magnussen, who was only 18th fastest, has the team's latest aerodynamic upgrade. The idea is to compare the two cars' performance in an attempt to understand why Haas have shown such inconsistent performance this season, especially struggling to get the best out of the tyres in race trim. Rounding out the top 10, Alfa Romeo's Kimi Raikkonen was eighth, ahead of Renault's Nico Hulkenberg and the second Racing Point of Sergio Perez. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 26, 2019 at 09:48AM |
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