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Showing results for tags 'Adventure'.
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Today I'm going to take my old and busted shocks off and replace with new ones! Joy! Seriously, this will take me probably more than a day and probably a six pack of beer for a friend to come help The rear shock is super easy but the front is tricky. You have to take the lower crashbars off and then raise the bike either with like a bucket under the skid plate or by lifting it from a cable/pulley from your garage ceiling. The trick is to get the telelever to fall far enough down to get the front shock out. Then reinstalling the crashbars is always fun I promise to post pics, bloody knuckles and all.
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I've been riding this exquisite bike since 2015. I came to it from a Yamaha Super Tenere XT1200 and a DRZ400S (which I still own as a backup for buddies who want to ride with me, but are "bike-orphaned"). The 690 Enduro is the perfect compromise between the weight benefits of the DRZ and the power of the Tenere. I can't sing the 690's praise enough. It is a blast to cruise down the freeway at a steady 80 mph, or drift through the Santa Monica mountain twisties, or goat-whip it up some gnarly trail at Big Bear or Cleveland national forest. Don't listen to those who say it can't keep up with the heavyweights on long-distance rides. It most certainly can, especially with the right aftermarket seat or - even better - an Airhawk seat pad stretched over the Sweet Cheeks bottle carrier (increases fuel capacity by a couple of liters). The bike's only drawback is that it is not ideal for tight single-tracks which involved sharp, rising switchbacks, due to its relatively ungenerous turning angle. Apart from that, it is a far less stressful bike to take into difficult terrain than the 500 lb adventure machines we love on the freeways. With only 320 lbs to cart around, it is quite nimble. The torque is ridiculously neck-snapping and always induces an insane grin in city riding and on steep, rocky hills. I keep thinking I should get a 240 lb exc, but I'm lazy and useless with tools, so the incredibly low-maintenance schedules keep me on this reliable beast's haunches. The only thing that might get me to trade it in is the forthcoming 790 middleweight from KTM or the T7 under development from Yamaha. I don't ever see myself going back to a 500 lb+ bike... the bulk and limitations of those behemoths just isn't worth tolerating when you can ride a thoroughbred stallion, drop it a dozen times while riding solo and never worry about picking it up, or having it fall on you in a ditch.- 2 comments
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- 690EnduroR
- Ktm
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I'm not sure if my XRR fits the category, but she is my current Adventure bike. I use it mostly for single day outings and prefer to play race on fireroads, but it will also handle tight single track, though it is more work than my KTM 250. It is plated and I think it is the best big dual sport combination of light weight, good power, and reliability. It has mild engine mods and put down about 52HP at the rear wheel. I also have a Rekluse auto clutch and rear hand brake, which I think are some of the greatest accessories available. I also own a Suzuki SV1000 street bike, but am looking to trade for a large/midsize ADV bike. I am looking forward to seeing the new Honda 1000 twin and hoping Yamaha release a Tenere based on the FZ-07 engine. Nothing currently available really lights my fire?! Here is a pic of my XRR:
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When i decide to kayak through my gs adventure 1200
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2 comments
Its actually a 2015, but there isn't a option for this year yet. Amazing machine with so much capability. -
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We'll see. -
1 review
GENERAL INFORMATION Model: KTM 690 Enduro R Year: 2015 Category: Enduro / offroad ENGINE AND TRANSMISSION Displacement: 690.00 ccm (42.10 cubic inches) Engine type: Single cylinder, four-stroke Engine details: Balancer shaft Power: 67.00 HP (48.9 kW)) Bore x stroke: 102.0 x 84.5 mm (4.0 x 3.3 inches) Fuel system: Injection Lubrication system: Pressure circulation lubrication with two rotor pumps Cooling system: Liquid Gearbox: 6-speed Transmission type, final drive: Chain Clutch: Multidisc clutch in oil bath/hydraulically activated Driveline: 5/8 x 1/4 X Ring CHASSIS, SUSPENSION, BRAKES AND WHEELS Frame type: Tubular space frame made from chrome molybdenum steel, powder-coated Rake (fork angle): 27.0° Trail: 115 mm (4.5 inches) Front suspension: WP USD 48 mm (1.89 in) Front suspension travel: 250 mm (9.8 inches) Rear suspension: WP Suspension 4618 with Pro‑Lever linkage Rear suspension travel: 250 mm (9.8 inches) Front tyre: 90/90-21 Rear tyre: 140/80-18 Front brakes: Single disc Front brakes diameter: 300 mm (11.8 inches) Rear brakes: Single disc Rear brakes diameter: 240 mm (9.4 inches) PHYSICAL MEASURES AND CAPACITIES Dry weight: 143.0 kg (315.3 pounds) Power/weight ratio: 0.4685 HP/kg Seat height: 910 mm (35.8 inches) If adjustable, lowest setting. Ground clearance: 280 mm (11.0 inches) Wheelbase: 1,504 mm (59.2 inches) Fuel capacity: 12.00 litres (3.17 gallons) OTHER SPECIFICATIONS Starter: Electric & kick Color options: Orange/gray/white -
1 comment
Ask me.- 1 comment
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- Tiger800Xcx
- Triumph
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Hey guys! My name is Scott and I'm a fairly new off road rider/seasoned photographer from Baltimore, MD. I was recently approached by BMW Motorrad to participate in their Everyday Adventures project, which is based around the ethos of exploring the best motorcycling places that are close to home. The project involved is posting content that reflects these endeavors, and the person who gains the most folllowers proportionate to where they started from is flown out to Motorrad Days in Germany! It would mean a lot if you all check out my content and give me a follow! Some of my work is attached below, and my Instagram is scottbraaplyphoto! IMG_3108.mp4
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SEATTLE, WA – October 18, 2016 – (Motor Sports Newswire) – Motorcycle accessory manufacturer AltRider is now stocking their DualControl Brake System for the 2016-17 Honda CRF1000L Africa Twin. This innovative device offers riders better control over their rear brake lever in both seated and standing positions, making it an ideal upgrade for adventure riders looking to leave the pavement. AltRider’s DualControl Brake System provides quick access to the Africa Twin’s rear brake, no matter what position the rider is in. “Most ADV riders change their foot position as they switch between standing and sitting,” explained AltRider Founder Jeremy LeBreton. “If your foot is not situated properly on the rear brake pedal, you’re potentially doubling reaction time and stopping distance, which can be especially hazardous when riding off-road. The DualControl Brake System aims to correct that problem so riders can maintain control over the rear brake at all times.” AltRider’s patent-pending DualControl Brake System features two pieces to help enhance a rider’s control and reaction time: a riser and an enlarger plate. When a rider transitions from a seated position to a standing position, the change in angle tends to bring the front of the foot higher and further away from the rear brake lever. The riser was designed to provide quick access to the rear brake, no matter what position the rider is in. The enlarger plate was designed to combat the effects of off-road terrain on the rider’s footpeg position. This piece provides a greater surface area to minimize slips or misses in bumpy riding conditions. With both pieces installed, the DualControl Brake System helps Africa Twin riders improve reaction time and control over the rear brake lever. Features Include: Patent pending design 25.4mm tall riser is constructed of billet aluminum Billet aluminum enlarger plate is precision fit to the Africa Twin Replaceable grip pins provide traction in all conditions Riser and enlarger available separately or as a kit Installs easily with included stainless steel hardware Available in silver or black finish 100% designed and manufactured in the USA] The AltRider DualControl Brake System is 100% engineered and manufactured in the United States. The riser and enlarger are offered separately or as a kit, and are available in a silver or black finish. AltRider DualControl Brake Systems are available at www.AltRider.com and through authorized AltRider dealers. About AltRider.com From their vast catalog of American-made protection pieces and other accessories to their annual signature rides, AltRider is all about giving riders the freedom of adventure. The Seattle-based company designs, tests and manufactures its products to function well, look good on the bike, and stand up to brutal riding conditions. Learn more at www.altrider.com. -
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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From the album: Ehab Hassanein
© Ehab
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Ehab Hassanein posted a gallery image in Members Albums Category
From the album: Ehab Hassanein
© Ehab
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Recently I found my front/right turn signal dangling on its wires after a ride that was just not very rough. After doing a little Googling, I learned that Triumph has a recall on these turn signals. I also learned that owners were having to go back to the dealer more than once because the new signals installed under warranty aren't always fixing the problem. The nearest dealer to me is at least a hour's ride and I have to wait for them to be installed. The dealer won't promise anything but a couple of hour for service and they cannot mail the parts to me; must be dealer installed. I decided this was a PITA and an opportunity to tinker with the bike, so I decided to come up with my own solution. After looking at a number of options, I settled on two pair of DRC Products 602 LED turn signals w/ a smoke lens. My bike's color combo is pretty dark (Matte Green w/ black frame), so I thought that a smoked lens would look the best. The DRC Products 602 LED turn signals are rubber mounted on a metal threaded stalk. They are quite a bit smaller that the stock Triumph units and offer some degree of flexibility. These two attributes combined should offer better durability, but if they simply don't fall apart under light use like the OE Triumph units, I'll be happy. I also ordered up an OE Triumph LED flasher relay so that the blinker rate is not "hyper". Frankly, I don't think that hyper blinking is a big deal. In fact, part of me wonders if in fact the faster flash rate is MORE visible than stock? But then again, sometimes I think that I'm invisible out there anyway, so it likely doesn't matter much. It was very easy to install. Instructions can be found @ http://triumphinstructions.com/ProdDocs/A9830046-EN.pdf Before I went this route, I didn't bother to pull off the plastic cover behind the pillion pad. When I went to install the rear signals, the threaded stalks slipped into the holes just fine, but the nut to secure them... Houston, we have a problem! There is a metal structure for the taillight that needs to be slightly clearanced in order for the nut to thread onto the stalk. But, nothing that a Dremel can't handle and with a small brush, a little black paint when you're done, it's hard to tell that anything has been modified. Whatever material that is removed won't compromise the bracket a bit. It's fairly overbuilt to begin with. After clearancing, the nut threads on fit, but it's a bit of a nose picker when tightening up a box end 12mm wrench. But, each signal is ultra light weight, so they don't need much torque to stay in place. The front signals mount to the upper black plastic tank shrouds and since the DRC signals do not have an oblong mounting surface like OEM signals, if you just mount them to the shrouds, there isn't a ton of materials holding them. I ended up buying some plastic marker light adapter plates from Rizoma p/n FR218B. You get two plates; one for the inside and outside of the shroud. They are sandwiched between the signal stalk and the inner nut, created a stronger mount that also looks factory. The one thing that I do like about the OE signals is how they orient themselves correctly. They use a two hole shroud mount design, one being the mounting bolt & nut and the other the wires that run through a plastic alignment dowel. So, getting all your lights pointing in the same direction is a no-brainer. However, the DRC signals are mounted on a single shaft, so they can spin 360 degrees. I'd get them where I wanted them, but struggled a bit to keep them from moving a few degrees when tightening the inner nut. Not a big deal, but I tend to be a bit anal, so it drives me nutz when things are not completely uniform. So, I wasted more time than I should here. Not sure they are "perfect" but pretty sure that just about nobody will notice any variances. Installing the OE LED flasher was totally easy, using the provided instructions. It's just connecting up the supplied plug into the factory wiring, attaching 2 space connectors, grounding the flasher, and installing the rubber mounting band. It took me more time to route the ground wire like I wanted it than to install the LED flasher itself. Front, comparison with stock incandescent and DRC LED: Rears completed: Parts List DRC 602 LED Turn Signals Triumph LED Relay Rizoma Turn Signal Adapters
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Hey! I'm new to this forum, but thought I'd share a few snaps from my weekend trip to the Lake District. We rode some awesome trails and camped near Keswick. It had been raining heavily the days before we arrived so the trails were pretty muddy and flooded, but we had a load of fun
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Now that these bikes are starting to hit US shores I thought it would be good to start tracking some of the owner-reported problems. I heard they delayed the US launch to deal with many of them but I wanted to list what I've seen so far and ask others to include what they know. It's very common for bike buyers to search for "problems with Honda CRF1000L" before they buy. Known issues: Corrosion: spokes, bolts, fasteners Buttons: sticking/jamming Spokes: corrosion, breaking (too thin?) Heated grips: not working or weak; possibly heat controller under seat Rear rack coating: scratches/mars easily Sensor replacement: some internal engine sensor had to be replaced (oil?) Throttle control: jerky in slow technical situations Clutch cable: can pop out Peg mounts popping off Transmission sticking
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1 review
GENERAL INFORMATION Model: BMW R 1100 GS Year: 1996 Category: Enduro / offroad ENGINE AND TRANSMISSION Displacement: 1085.00 ccm (66.21 cubic inches) Engine type: Two cylinder boxer, four-stroke Power: 80.00 HP (58.4 kW)) @ 6750 RPM Torque: 95.10 Nm (9.7 kgf-m or 70.1 ft.lbs) @ 5250 RPM Valves per cylinder: 4 Gearbox: 5-speed Transmission type, final drive: Shaft drive (cardan) CHASSIS, SUSPENSION, BRAKES AND WHEELS Front brakes: Dual disc Rear brakes: Single disc PHYSICAL MEASURES AND CAPACITIES Dry weight: 222.0 kg (489.4 pounds) Power/weight ratio: 0.3604 HP/kg Seat height: 850 mm (33.5 inches) If adjustable, lowest setting. OTHER SPECIFICATIONS Starter: Electric -
From the album: Ehab Hassanein
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Stefan Szmolyan posted a gallery image in Members Albums Category
From the album: Szmolyan Stefan
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- makelifearide
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