#Pirelli 42

[worldsportsboats]

SACS PIRELLI 42 SPECIAL EDITION

Sacs Tecnorib, the official licensee of the Pirelli brand for inflatable boats, launched the Pirelli 42 Special Edition in early 2024. The project was a collaboration with the renowned German tuner Mansory. The 42 special edition will be produced in a limited number and has met with keen interest from enthusiasts with the first in-water tests using the triple 500hp Mercury engine. The WSB team…

[f1]

Tyre preview: Alternative tyre allocation returns at Monza

Tyre preview: Alternative tyre allocation returns at Monza By Balazs Szabo on 31 Aug 2023, 15:42 For their home race at Monza, Formula One's tyre manufacturer Pirelli will bring the softest tyre compounds of their six-compound range with the alternative tyre allocation also making a return after the first test in Hungary. Following the incident-filled and action-packed Dutch Grand Prix, Formula One made the trip to Norther Italy's Monza that will play host to the Italian Grand Prix. While the track is usually referred to as the Temple of Speed, Pirelli will bring a bold tyre selection to Monza. The C3 will be used as P Zero White hard, C4 as P Zero Yellow medium and C5 as P Zero Red soft. These are the softest compounds in the Pirelli Formula 1 range, already nominated for five other race weekends so far this season, albeit mainly on street circuits or slow tracks like the Hungaroring. It will be spectacular to watch how the weekend unfolds as Pirelli will try out their Alternative Tyre Allocation that has already caused a stir in Hungary. The rule means that each driver will have just 11 sets of slick tyres (three Hard, four Medium and four Soft) at their disposal for the weekend. In qualifying, drivers can use only one type of compound per session (unless it's wet): in Q1 the Hard, in Q2 the Medium, and in Q3 the Soft. As for the race strategy, tyre degradation is usually quite low around the 5.8km Autodromo Nazionale Monza. Last year, there were no fewer than eight different strategies deployed by the top 10 finishers. Max Verstappen and George Russell (first and third respectively) opted for a single stop, while Charles Leclerc – who finished second – had already made two stops before a safety car towards the end of the race allowed all three drivers to stop again. The Italian Grand Prix is one of the races that has counted for every drivers’ championship since the very first competition in 1950. It has always been held in Monza with only one exception, when Imola hosted the race in 1980. Monza was inaugurated in 1922 and is one of the oldest tracks in the world still to be used, second only to Indianapolis. The team with the most victories at Monza is Ferrari (19 out of 72 total grands prix) while the drivers with the most wins are Michael Schumacher and Lewis Hamilton, on five each. Pirelli will remain in Monza after the Italian Grand Prix for a couple of days of testing with Alpine and Red Bull. The teams will take to the track on Tuesday and Wednesday after the race (5-6 September) to test prototype slick tyres. Pirelli's Motorsport Director Mario Isola commented: “As usual, the European Formula 1 season draws to a close in Monza: which is also Pirelli’s home event as our headquarters are just a few kilometres away from this iconic circuit. Monza is synonymous with speed, as its nickname of the ‘Temple of Speed’ capably demonstrates. To this day, it’s where the fastest race in the history of Formula 1 was held, with Michael Schumacher setting an unbeaten average race speed of 247.585 kph back in 2003. As a result, teams use the lowest possible aerodynamic downforce levels to favour top speed by reducing drag. Stability under braking and traction coming out of the two chicanes are the two key factors that challenge tyres most on this track, as well as the lateral loads exerted in the fast corners such as Parabolica (named after Michele Alboreto) and Curva Grande. After Hungary, Monza will be the second time that the Alternative Tyre Allocation (ATA) is trialled, which uses two fewer sets of tyres than the standard format. This offers a benefit in terms of CO2 saved both during production and transport, as well as giving teams and drivers a wider range of strategic option. For this reason as well, we have chosen the trio of softest compounds for Monza – C3, C4, and C5 – which has already been nominated five times this season.” via F1Technical.net . Motorsport news https://www.f1technical.net/news/

[motorsportverso]

Programação dias 25-29\08\2023

Quarta-Feira-25\10

09:30-Ferrari Challenge Copa Sheel-Mugello-Qualyfing-Youtube

10:00-Ferrari Challenge NA-Mugello-Qualyfing-Youtube

11:00-Ferrari Challenge Trofeu Pirelli-Mugello-Qualyfing-Youtube

11:00-WRC EUROPE-SHAKEDOWN-Youtube

Quinta-Feira-26\10

05:25-Ferrari Challenge-Copa Sheel-Mugello-race 1\corrida 1

07:30-Ferrari Challenge NA-Mugello-race 1\corrida 1

09:05-WRC Europe-República Checa-SS1-Facebook

10:45-Ferrari Challenge Trofeu Pirelli-Mugello-race 1\corrida 1

13:00-WRC Europe-SS2-República Checa-Facebook

Sexta-Feira-27\10

04:00-Ferrari Challenge Trofeu Pirelli-Mugello-race 2\corrida 2

04:50-WRC Europe-República Checa-SS3

05:42-WRC Europe-República Checa-SS4

07:15-WRC Europe-República Checa-SS5

08:00-Ferrari Challenge-Copa Sheel-Mugello-race 2\corrida 2

09:32-WRC Europe-República Checa-SS6

10:24-WRC Europe-República Checa-SS7

11:57-WRC Europe-República Checa-SS8

12:00-Ferrari Challenge NA-Mugello-race 2\corrida 2

15:30-F1-Mexico-FP1-Bandsports

19:00-F1-Mexico-FP2-Bandsports

Sabado-28\10

02:45-Supercars-Sidney-Race 1\Corrida 1

03:01-WRC Europe-Austria\Alemanhã-SS7

08:00-Mitsubishi Cup-São João da Boa Vista-Youtube

10:00-Mitsubishi Cup-São João da Boa Vista-Bandsports(prova em andamento)

12:00-Stock Car-Pro Series-Velocita 2-Qualyfing-Youtube

14:20-Stock Series-Velocita-Corrida 1-Bandsports\Sportv2 ou 3\Youtube

14:30-F1-Mexico-FP3-Bandsports

16:30-Nascar Xfinity Series-Martinsville-Bandsports

Domingo-29\10

01:15-Supercars-Sidney-Corrida 2\race 2

04:50-Ferrari Challenge Word Final-Copa Sheel AM-Race 1\corrida 1

06:00-Ferrari Challenge Word Final-Copa Sheel -Race 1\corrida 1

Brasileiros competindo:

Ferrari Challenge: Custódio Toledo

[coochiequeens]

A minor died under his care and his medical license was just revoked now?

Norway’s most prominent transgender activist and gender clinician has had his medical license revoked following an investigation by the Norwegian Health Authority (NHA).

Esben Esther Pirelli Benestad, 73, a trans-identified male who has advocated for the concept of a “eunuch gender,” was previously investigated twice by the NHA for disregarding recommended safe practice policies in his medical treatment of minors. In 2021 it was revealed that he had privately administered puberty-blocking drugs and hormones to a teenager who went on to die by suicide. Benestad has also been active in the leading transgender medical organization, the World Professional Association for Transgender Health (WPATH).

Reduxx has reviewed the 42-page decision handed down by the NHA detailing the reasons for their decision to revoke Benestad’s license to practice as a clinician. The health authorities stated that Benestad was declared “unfit to practice responsibly due to a substantial lack of professional insight, irresponsible activity, and substantial breaches of duty.”

Though the report acknowledges that Benestad has had support and praise from some of his clients, the inspectors pointed to several specific cases which were made known to them through complaints lodged by either family members or unnamed individuals. 

Of particular concern to the health authorities was Benestad’s tendency to neglect both the opinions of colleagues and nationally recommended protocols.

“We consider that you do not cooperate with other health personnel to a sufficient extent,” stated the authorities in their report.

“The National Health Inspectorate has also assessed that you do not follow the Norwegian Health Authority’s national guidance in your treatment of patients with gender incongruence. We consider it worrying that you justify this by saying that no one else has enough expertise or resources to provide this treatment, or that they advocate a method of treatment that you do not agree with.”

Benestad had been giving puberty-halting drugs to adolescents under questionable circumstances. 

The treatment of “gender incongruence” is overseen by Oslo University Hospital, or Rikshospitalet, which requires that a psychiatric assessment be undertaken prior to the implementation of medical intervention. Despite this regulation, Benestad had been repeatedly providing hormones and puberty-halting drugs to patients who were refused the medications following an assessment by professionals at Rikshospitalet.

The ages of the patients were redacted to protect their identities, and therefore it is unclear how young the children were at the time that medical intervention was initiated. However, in the past, Benestad has indicated that he has prescribed puberty-halting drugs to a boy that he began treating at the age of nine, an incident that spurred the first investigation into his practice by health authorities.

“We believe that by your actions you have breached the basic requirements set for you as a doctor,” the inspectors said in the report’s conclusion. “You come across as incorrigible and unwilling to conform to current guidelines for good practice. Consideration of public trust, quality and safety in the health and care service must weigh more heavily than consideration of you as a healthcare professional. In our opinion, the circumstances in question are of such a serious nature that we consider it necessary to revoke your authorization.”

Responding to news of the loss of his medical license, Benestad spoke to Norwegian media and asserted that he had not deviated from national protocols. 

“The Norwegian Health Authority does not understand that you can be a champion and a professional at the same time,” he told VG. “I have followed national and international guidelines in everything I have done.”

These statements contradict previous comments Benestad has made.

During a November 2009 interview recorded at Benestad’s office in Oslo, the clinician admitted to using his celebrity status to medically transition children and boasted of neglecting national guidelines.

“Parents of kids who don’t perform gender the way ‘they should’ often call me because they have seen me on television. The first kid I ever met was nine years old. She was a somatic boy, she had a penis but felt like a girl,” Benestad said.

Benestad went on to explain that he was aware of research being conducted in the Netherlands that involved the halting of pubertal development. This research, beginning in 2006, would go on to be called The Dutch Protocol and established the practice of medicating children with drugs that are currently euphemistically called “puberty blockers”, but which have also been called “chemical castration” by medical experts, as the drugs have historically been given to the most dangerous convicted sex offenders.

Referring to the nine-year-old patient using feminine pronouns, Benestad stated that it was possible to “postpone puberty in cases like hers,” and that he proceeded to do so. Following this move, Benestad said he was “turned in by the GID Clinic psychiatrist who said that this was the wrong medical treatment,” and that he had “another malpractice case pending with the Norwegian Health Authority.”

During the 2009 interview, Benestad gloated about winning the case, and added that he had a warning “hanging over” his head.

“There is an old Latin saying that the drops will carve out the stone, not by its force, but by its constant dripping. So I have made my life a constant dripping,” he added.

In the video, Benestad can be heard joking about his prior malpractice investigations with the interviewer. Laughing, he said: “I have to face the health authorities, not the legal authorities. They would not send me to jail. They would have problems finding what jail to put me in anyway,” he says, adding that any prison cell he would potentially be placed in should have “a nice wardrobe and lots of big mirrors.”

Benestad was first investigated in 2004 by the NHA for providing puberty-blocking drugs to young boys under the age of 14 in violation of Norwegian law. In September 2003, Chief Medical Officer at Rikshospitalet, Arnt Jakobsen, wrote a letter to the medical authorities describing Benestad’s practices as questionable, and referred to a boy between the ages of 14 – 15 who had been given “female sex hormones.”

In 2008, Benestad was again reported to Norway’s health authorities for misconduct related to three female patients he had referred for radical mastectomies. Benestad had fabricated diagnoses of health conditions in order to bypass medical guidelines and secure the female patients the procedures. Their ages are not known.

Years later, it was revealed that another young patient under the age of 16 being given cross-sex hormones by Benestad had taken their own life. 

The youth had been placed on drugs to halt puberty by National Treatment Service for Gender Incongruence (NBTK) at Rikshospitalet. While on puberty blockers, the teen was also privately being administered hormones by Benestad, thereby undermining the NBTK’s policy banning cross-sex hormones for minors under the age of 16. Shortly after, the child’s treatment was again overtaken by NBTK. Approximately four months later, the unnamed minor committed suicide.

In addition to his clinical work, Benestad has an academic career which spans two decades, with his primary focus being on paraphilias. He is a professor emeritus at the University of Adger. 

Benestad has advocated for normalizing sexual fetishes and is largely credited with introducing the concept of “gender euphoria” as an alternative to “gender dysphoria.”

In 2017, Benestad and his spouse and co-professor, Elsa Almås, founder of the Norwegian Association for Clinical Sexology (NFKS) co-authored an article in theJournal of Sexual Medicine titled, Autogynephilia and Autoandrophilia Revisited, which argues that the sexual arousal men experience through transvestic crossdressing should be normalized, and “interpreted not as an underlying paraphilia that is the primary motivation for becoming a woman/man (because the person is turned on by the image of oneself as a woman/man), but as a learned erotic variation that is natural in persons who are attracted to women/men, and to persons who experience the erotic qualities of womens’/mens’ garments.”

Benestad was also listed as a member of the World Professional Association for Transgender Health (WPATH) until as recently as November, but at the time of this writing his membership is no longer publicly visible on the organization’s website.

The gender clinician has spoken at and attended conferences hosted by WPATH and has exerted influence on their policies. 

Benestad was present at a WPATH conference held in June of 2009 where academics involved in a pedophilic and sadomasochistic fetish forum presented a concept of a “eunuch” gender identity. The concept would later be incorporated into official WPATH Standards of Care guidance, and appears to have influenced Benestad’s own interest in the subject.

Benestad has advocated a theory of seven gender identities, one of which he calls the “eunuch gender,” a concept which he briefly mentioned in a 2009 interview, and again wrote about in a 2010 paper titled, From gender dysphoria to gender euphoria: An assisted journey.

In the paper, Benestad claims to have met members of the “eunuch gender” and cites a website called the Eunuch Archive as being a source for his research.

Reduxx has previously reported on the identities of several academics involved in the Eunuch Archive, and revealed that the forum is dedicated to producing and hosting graphic written depictions of child sexual abuse involving themes of castration, torture, and snuff. 

Many of the Eunuch Archive fantasy materials center around children having their puberty halted, either chemically or surgically. In some narratives, children with stunted puberty are raped by doctors. In others, children are castrated by force as part of a sadistic sexual torture ritual.

Benestad has recently estimated the number of patients he has seen in his 37-year-long career to be between approximately 1,800–2,000 in total. Prior to administering puberty-blocking drugs to under-18’s, Benestad was treating child sexual abusers, which he has referred to as “pedosexuals,” and insisted pedophilia was a common human trait.

“We’ve all been pedosexuals once,” Benestad told VG in 1998, and cited “prevailing taboo notions” around pedophilia as a cause for child sexual abuse. The clinician’s statements mirror those made by pro-pedophilia lobbying groups, as well as those made by a German sexologist credited with coining the term ‘cisgender.’

Benestad has announced that he intends to appeal the decision to revoke his medical license through a process which will take approximately three weeks to review.

Reduxx contacted the University of Agder for comment on the investigation into Benestad’s medical practices, and the removal of his license to practice.

Dean Anders Johan W. Andersen responded by saying that when considering Benestad for employment, the university evaluated his credentials “in the same manner as every other applicant seeking a promotion to Professor, according to the laws and regulations at that time, and was by a scientific committee found worthy of this title.”

When asked whether university officials supported Benestad’s position on the medical ‘transitioning’ of children, Dean Andersen replied that the university does not “‘support’ individual researcher’s views,” but rather “their academic freedom to research and publish their scientific findings.”

In 2021, a student in the University of Adgder’s sexology department told the Norwegian Broadcasting Corporation that she had decided to forego a study trip in Oslo after receiving a letter providing a required dress code that included fetish gear on the theme of “lacquer and rubber.” The study trip, she said, was planned for a BDSM club called Cat People.

In response to news of the NHA’s decision to revoke Benestad’s medical license, Norway’s leading trans activist lobbying group, Foreningen FRI (FRI), and the Norwegian Patient Organization for Gender Incongruence (PKI), both expressed support for the former gender clinician.

“The news that the country’s leading therapist in the field is losing [his] authorization hit us with shock and disbelief,” said Inge Alexander Gjestvang, head of FRI, using feminine pronouns to refer to Benestad. “This means that she cannot continue to provide the wonderful help to those of us who have needed the best professional practitioner in the field of gender diversity in Norway.”

FRI, previously known as The National Association for Lesbian and Gay Liberation, has worked towards the repeal of sexual paraphilias and fetishes as mental health diagnoses in both Norway and abroad since 1997. FRI’s campaigns successfully resulted in sadomasochism, transvestic fetishism, and general fetishism being re-classified as variants in sexual arousal in the 11th edition of the International Classification of Diseases (ICD-11).

By Genevieve Gluck Genevieve is the Co-Founder of Reduxx, and the outlet's Chief Investigative Journalist with a focused interest in pornography, sexual predators, and fetish subcultures. She is the creator of the podcast Women's Voices, which features news commentary and interviews regarding women's rights.

[rallytimeofficial]

CIAR, Mattia Scandola al 42° Rally Due Valli pronto per la gara di casa davanti al suo tifo

🔴 🔴 CIAR, Mattia Scandola al 42° Rally Due Valli pronto per la gara di casa davanti al suo tifo

È tempo di Rally Due Valli per Mattia Scandola. Il pilota veronese affronterà il prossimo weekend la gara di casa, giunta alla sua 42^ edizione, per la prima volta con una vettura di classe Rally2, la Skoda Fabia Evo preparata da P.A. Racing e gommata Pirelli, per i colori della Scuderia Movisport. (Iscriviti gratuitamente al canale Telegram di Rally Time per ricevere le notizie sul tuo telefono…

[judocritics]

GSL Dushanbe (Tjk) - heren: Toma 5° - Sami out

(03/05-May-2024)

>> 2024 GSL Dushanbe (Tjk): results ijf.org

copy-paste van het vrouwen-verslag: Mina en Toma (vergeten we Matthias uiteraard) zijn de enige 'Vlamingen' met een écht GP/GSL top-8 potentieel, als de loting niet tegen zit alvast. En Toma kwam dit vandaag dus opnieuw bevestigen.

Sami Chouchi (°93; /-90kg; 34° WRL) : out (1 own) als je het mij vandaag vraagt, dan worden het géén Olympische Spelen voor Sami. Voor het onrechtmatig bevrijden van zijn hand met de knie via de rug/schouder van de tegenstander, krijgt Sami hansoku-make en zit het tornooi er vroegtijdig op. Er wordt dus danig gemorst met kansen... Vandaag scoort hij alvast géén extra olympische ranking-punten. - 1/16-fin: niet vaak zie je twee judoka's zij-aan-zij in de wereldranking een onderlinge wedstrijd betwisten, maar dat was nu dus wel het geval tussen Sami en Jamal Petgrave (°97; Gbr; 33° WRL). In 2017 ooit 3°EK u21/-90kg, maar als senior bleef Jamal wel steken op "zeer goed WCup-niveau". 3 shido's voor de Brit (00s0/00s3) justifiëren zowat de overwinning van Sami, die wel domineerde, maar ook geen uitgesproken kansen afdwong. - 1/8-fin: tegen Theodoros Tselidis (°96; Gre; 15° WRL) zit de kamp er dus al op na 42"sec. De Griek die 2 jaar terug brons pakte op het EK, bleek afgelopen maart verrassend sterk met 1° GSL Tashkent & 3° GSL Tbilisi, en zal hier uiteindelijk stranden als 5°.

Toma Nikiforov (°93; /-100kg; Defensie; 21° WRL): 5° (3 own) Het wil maar niet meer lukken voor Toma, dat podium; sinds zijn GSL overwinning in Paris (Feb-2022) wordt dit vandaag zijn zevende 5°-plaats. Het zet hem wel in een comfortabeler positie naar de Spelen toe. - 1/16-fin: tegen een goede Rhys Thompson (°96; Gbr; 51° WRL) moet hij een waza-ari ophalen, maar het gebeurt in stijl met ippon na 3'11"min. Toma liet goeie dingen zien. - 1/8-fin: tegen de jonge thuisjudoka Parviz Abdurakhmonov (°04; Tjk; 105° WRL; 5°WK'23 u21/-100kg) scoort Toma zowel waza-ari als ippon (o-soto-gake). - 1/4-fin: Dzhafar Kostoev (°99; Uae; 15° WRL) werd in 2016 Europees kampioen u18/-90kg en Russisch senior kampioen in 2018 (ook /-90kg), maar week uiteindelijk uit naar de Emiraten. Ondertussen (steeds in de /-100kg): 5° Masters'22, drie GSL-podia in 2023, en 3 opéénvolgende jaren een medaille op de Aziatische Championships. Met andere woorden, het serieuze werk. Na 17"sec een goeie seoi-nage van Toma die misschien wel meer verdiende, en het spectakel blijft duren: na 43"sec opnieuw Toma met o-soto, maar nog beter van Kostoev met tomoe-nage na 1'05"min (waza-ari). En het blijft een promo-wedstrijd voor het judo: Kostoev countert Toma met ura-nage, en wat mij betreft terecht een 2de waza-ari voor de Rus. Wat een geweldige 2 minuten ! Kostoev wordt uiteindelijk 3° want verliest in 1/2-fin tegen een al even geweldige Gennaro Pirelli (°00; Ita; 22° WRL), die hier na Tokyo'22 zijn 2de GSL zal winnen. - repechage: tegen Gonchigsuren Batkhuyag (°99; Mgl; 10° WRL): 4x op het podium van een GSL, en o.a. 5° Tokyo'23; 3 jaar op rij ook een medaille op de recentste Aziatische kampioenschappen. Verloor hier tegen Gennaro Pirelli. Na een tweede aanval van Toma vroeg in de kamp moet de Mongool opgeven (met allicht een verrekking in de rechter-hamstring). - bronze: een kamp tegen thuisjudoka Dzhakhongir Madzhidov (°00; Tjk; 54° WRL); slechts sinds dit jaar in de /-100kg, en won 2 weken terug bronze op de Aziatische kampioenschappen. Na zó een tornooi, maakt Toma hier toch écht een knullige inschattingsfout en laat hij de Tadzjiek als op training een tomoe-nage uitvoeren... Echt jammer toch. - Helaas.

[lamilanomagazine]

Sanità, Regione Lombardia. AIDO e Fondazione Trapianti insieme per promuovere cultura del dono

Sanità, Regione Lombardia. AIDO e Fondazione Trapianti insieme per promuovere cultura del dono. Presentato a Palazzo Pirelli il Protocollo d'intesa. Presentato a Palazzo Pirelli il Protocollo di Intesa siglato tra Regione Lombardia, Coordinamento Regionale Trapianti, AIDO (Associazione italiana per la donazione di organi, tessuti e cellule) e Fondazione Trapianti onlus. Sono state illustrate le iniziative finalizzate alla sensibilizzazione della popolazione, con particolare attenzione agli studenti. Il programma prevede una serie di progetti tra cui un concorso riservato alle scuole e la realizzazione di una FAD (formazione a distanza) rivolta a tutti i docenti degli istituti lombardi, a partire da quelle della 'Rete Scuole' che Promuovono Salute. "La donazione - ha detto l'assessore regionale al Welfare - è un'opportunità per le persone che possono contribuire al processo di cura dei malati, che spesso non hanno altre possibilità di trattamento. Io per primo credo in tutto questo, tant'è che da tempo sono iscritto come donatore di organi e tessuti. Si tratta di un comportamento di alto valore sociale che, anche con questo protocollo d'intesa, vogliamo sostenere". "Sensibilizzare gli studenti nelle scuole - ha evidenziato l'assessore all'Istruzione, Formazione, Lavoro - sulla cultura della donazione di organi e tessuti è fondamentale. L'educazione dei giovani su questo tema cruciale rappresenta un passo importante, essendo loro stessi i primi ambasciatori delle buone pratiche che possono trasferire all'interno del nucleo familiare e non solo. Attraverso programmi educativi mirati possiamo coltivare una cultura del dono che possa diffondersi in modo sempre più capillare e in cui, il donare, diventa un gesto di solidarietà e amore verso il prossimo". I dati in Lombardia In Lombardia (dati del Coordinamento Regionale Trapianti) nel 2023 sono stati effettuati 860 trapianti di organi, con una crescita del 12% rispetto all'anno precedente (767). In regione sono attivi 42 ospedali nella donazione di organi. Per le donazioni di cornee sono quasi 100 le strutture, compresi hospice e privati. Gli ospedali in Lombardia in cui si effettuano i trapianti di organi sono otto: Niguarda (MI), Papa Giovanni XXIII (BG), Ospedale Maggiore Policlinico (MI), Spedali Civili (BS), San Matteo (PV), Istituto Tumori (MI), Ospedale di Circolo e Fondazione Macchi (VA) e San Raffaele (MI). Ad oggi sono 1700 gli assistiti in attesa di un trapianto d'organo di cui il 50% lo riceverà entro il 2024. In Italia, tra i Comuni oltre 100.000 abitanti, Bergamo si classifica al 10° posto con il 66,03 come indice dono. Tra i Comuni fino a 5.000 abitanti, al secondo posto Rovescala (PV) con 89,60.... #notizie #news #breakingnews #cronaca #politica #eventi #sport #moda Read the full article

[racingliners]

F1 Re-Watch 2022: Round 9 - Canada

Ah, the return to Circuit Gilles Villeneuve (beloved)!

I find it ironic that I’m calling this series/thing/me yelling into the abyss a re-watch when I did not watch that much of C4s Highlights shows last year, but anyway. So again, I don’t remember much from Montreal, mainly drama about Seb’s helmet, Merc porpoising and Alonso’s penalty debacle.

So, on we go!

Amazon was the race’s title sponsor? ew

I’ve been saying this a lot to pals, but when will Pirelli drop the C1, C2 nonsense and bring back the tyre rainbow???

ouch. Seb’s in P16. AMR22 WHY

Mick in P6 and Lewis in P4 though!!!!

ALONSO IN P2??????

????????

oh quali was wet, that makes a little more sense

[Formation Lap]: That was the slowest/worst FL I have ever seen, lads what were you doing sdohgeso

[Start/Lap 1]: oh my days Lewis and Kev racing at the start, spicy

Verstappen, Fernando and Sainz just driving off unbothered leaving everyone else to fight over crumbs

ayyy Seb up one place I’ll take it

[Lap 3]: Sainz thinking about racing Fernando. Spanish on Spanish violence. Will they stay on each other’s Christmas card list? More at 10.

oh Sainz got past with DRS. that wasn’t as violent as I was expecting.

[Lap 4]: How can Esteban see Kevin’s front wing damage from two cars back??? F1 drivers are something else man

[Lap 6]: Seb pitting already??? What did AM have for lunch???

I also completely glossed over Leclerc being at the back of the field, he’s up into P15 though!

[Lap 8]: oop Perez’s car went poof

aaaaand VSC

[Lap 11]: Sainz is leading???

[Lap 12]: oh no not Lewis on Esteban violence again

oh thank goodness it was a clean pass

[Lap 13]: Crofty rooting for Mick to (finally) get his first points 🥺. He has one right.

Leclerc into P13, man’s zooming.

[Lap 14]: Albon in P10??? Pet power!!

[Lap 15]: Four car battle for P10? Midfield spice I adore you

[Lap 17]: Man Albon’s defending is superb, Val is just not getting past him.

[Lap 18]: Aaaand he just got triple passed by Val and Leclerc. It was fun while it lasted.

“Don’t think this can be an easy win for the Red Bull driver” Crofty please stoop drinking the delusion juice.

[Lap 20]: Mick NOOOOOOOOO 😭

Seb stopped again????? AM besties what are we doing????

oh, Mick had a mechanical issue. I will be taking a sledgehammer to the VF-22 right after the W13

[Lap 21]: Lewis v Sainz you say? 👀

Every time they cut to the wall of champions camera I get v stressed

ugh you can really see the cars bouncing up and down on the straight. not fun.

Oh dear. McLaren pitstop clownery. Germany 2019 flashbacks.

OH Charles’ pass on Bottas though.

[Lap 23]: Oh thank goodness it was easy for Lewis to get past Fernando, my blood pressure would not have taken then racing each other well.

Helmet watch: Zhou back with the pretty porcelain pattern helmet 😍👌

[Lap 25]: aw Lance in the points at his home race!!!

Seb watch: He’s in P14. After all those pitstops I’m not surprised 😭

[Lap 27]: How does Fernando have any tyres left considering he hasn’t stopped yet???

v wild he’s still in P4

[Lap 29]: Oh finally he remembered where the pitlane is

Charles: I don’t have grip!! Ferrari: Read at 15:25

(truly thank goodness Rueda is no longer in charge of Ferrari’s strategy)

[Lap 30]: tbh I’d kind of forgotten Verstappen was still there

[Lap 33]: Meanwhile Lance still hasn’t pitted??? What was going on at the AM pitwall????

“I’ve got an idea for a book: Lando Norris and Alex Albon’s sad Canadian Grand Prix stories” and this is why I pick in the international feed on F1 TV ty Ted

[Lap 36]: Lance still heading the P9 train

“We are thinking Plan D” “Whatever” Big mood Charles. Colossal mood.

[Lap 39]: Am I being delusional or is Seb catching up to Dan??

Yeah the gap went from 1.9 to 1.3. Let’s get it!!!

It... being 12th place. I will take it.

[Lap 42]: Charles finally pits. And it’s a slow stop to boot. Clowneria Ferrari continues.

And he’s at the back of the Stroll train. I feel like this race almost sums up his 2022 season.

[Lap 44]: heh. Lewis got past Verstappen as he came out the pits. It’s not gonna last but I’ll take the lap count irony.

[Lap 47]: Finally a Seb sighting!!! Albeit v brief 

And Charles gets past Zhou

Finally, there’s my boy!!!! Chasing Tsunoda for P12

[Lap 48]: Lance FINALLY pits. As does Yuki, Seb into P11!!!

OH SHIT Yuki crashed coming out the pits

[Lap 49]: Safety Car time (AM SC my beloved!!)

Seb still has 20 laps to do on a set of Hards 😭

[Lap 50]: oh that was a nice double stop from Alpine

[Lap 52]: FINALLY a Seb and Chris team radio followed by Lewis and Bono thank you for the crumbs F1

And a Bono sighting. ty global feed 🤍.

[Lap 53]: Seb in P9 but on on 30ish lap old hard tyres. *distressed noises*

[Lap 55]: Not even a hint of spice at the SC restart. smh.

Seb still in P9 though 🤞

Seb v Zhou??? idk if I can take it.

[Lap 56]: 15 laps left arghhhhh idk if his tyres will hold.

[Lap 57]: And Zhou passes Seb, not that surprising given Seb’s tyres

oh shit Sainz on Verstappen violence??? Is it 2015 Toro Rosso again????

[Lap 58]: Seb down into P11. Damn you 38 lap old hards.

[Lap 59]: Lewis vibing while Sainz and Verstappen think about murdering each other, an unbothered King.

[Lap 60]: Potential engine problem for Fernando???

(unrelated but I paused to get some chocolates for the last 10 laps, please be spicy)

[Lap 63]: Lance got past Seb, I’ll be taking a sledgehammer to those tyres once I’m done with the Haas and W13 (not you Lance you’re great)

Not Seb and Lance being investigated after the race for a SC infringement 😭 boys WHY????

idiots (affectionate) both of you

[Lap 65]: Also this battle for the lead was not worth getting Ferrero Rocher out for smh.

[Lap 66]: If I was to rate the space level this is a solid chicken korma

oop. Fernando wanting to incite some Alpine violence. #JustFernandoThings

[Lap 67]: aevherufhe Ted saying Verstappen has to be careful at the last chicane bc he’s a world champion now WHEEZE

Potential 6th RBR race win in a row??? It’s only sexy when Seb does that.

[Lap 69]: Gap down to under a second though 👀

[Lap 70]: I kinda feel like this battle is done, Sainz just isn’t close enough.

[Finish]: Anyway Lewis in P3 wooo!!!!

whew Charles made it P5 in the end. Once again having Ferrari’s braincell.

Well, that was a race. Bit of a slow burn but didn’t quite deliver in the end, and we had some midfield spice, but not quite enough for me. It again felt more like a strategy race than a race race, especially with all the safety cars.

6 and a half front wings out of 10. Next race: Silverstone!!

[severepeanutperfection]

Automotive Parts Aftermarket Key Opportunity, Analysis, Growth, Trends 2032

The report published on Automotive Parts Aftermarket is a comprehensive analysis that includes the key parameters and indicators critical in understanding the market. The data from the years 2022 to 2030 has been used to present the market status and size. The study also covers the overall market valuation along with the CAGR for the forecast period. The introductory chapter presents an overview of Automotive Parts Aftermarket Market along with the product definition and market scope. The report also analyzes consumer trends regarding the products along with the industry development trends.

Market Dynamics

Automotive Parts Aftermarket growth in the current scenario as well as in the coming years and the factors affecting it has been discussed in detail. The interplay of demand and supply forces in this market along with the external factors have been studied. The effect on the market in terms of growth has been studied to aid the market forecast. The pricing policies used in various regions of Automotive Parts Aftermarket Market and the effect they have on the consumption behavior have been studied.

Demand for automotive parts in the aftermarket is being aided by increased maintenance and repair activities carried out by vehicle owners because stock vehicle parts suffer wear and tear over a period of time. Air filters, fuel filters, and spark plugs, as well as brake pads, are more likely to be replaced at regular intervals.

Governments all over the world have enacted strict car emission standards that require product manufacturers to provide ecologically sustainable and high-performing parts for both, local and international markets, which is expected to drive demand of automotive parts. The automobile parts industry has seen significant expansion in recent years, with rising economies such as China, India, and Brazil expected to drive worldwide market growth.

Market players are rapidly innovating and bring in new, advanced parts into the aftermarket:

In June 2021, Michelin introduced new winter tires for trucks, named “Michelin X Multi Grip”. These tires deliver better performance and ensure maximum safety in extreme weather conditions such as snow- and slush-covered roads as well as wet roads.

In Feb 2021, Gabriel India Limited developed the first adjustable electronic hydraulic shock absorber for a leading SUV vehicle in the aftermarket sector.

Key Takeaways from Market Study

At a CAGR of 6.7%, electrical parts is projected to be the fastest-growing product segment through 2031.

Tires are expected to have the highest share in the product segment, with nearly 42% market share by 2031.

By vehicle, passenger cars are projected to be the segment leader with a market share of more than 64%.

By Region, Europe is projected to have the highest share in the global market accounting to more than 34%. Germany is expected to hold nearly 29% of the European market share by 2031.

The market in the Middle East & Africa region is projected to expand at the fastest CAGR of 6.2%

The U.S. is projected to register the highest absolute $ opportunity of more than US$ 44 Bn from 2021 to 2031.

By sales channel, authorized dealers are anticipated to lead with more than 45% share of the market.

Market Landscape Identified to Be Fairly Competitive

On a regional, national, and global basis, the worldwide Automotive Parts Aftermarket By Products is highly competitive and fragmented.

Some of the key players included in the report are Robert Bosch GmbH, ZF Friedrichshafen AG, Hella KGaA Hueck & Co., NGK Spark Plug, Exide Technologies, Gabriel India Limited, Hitachi Astemo, Ltd., KYB Corporation, Tenneco, Inc., Denso Corporation, Magna International, Continental AG, Valeo SA, Bridgestone, Michelin, Goodyear, Pirelli, Mahle GmbH, BorgWarner, OSRAM Licht AG, Knorr-Bremse, and Aisin Corporation.

Buy Full Report Now and Get Up to 20% Discount @ https://www.persistencemarketresearch.com/market-research/automotive-parts-aftermarket.asp

Key Questions Answered in This Report.

How much is the global automotive parts aftermarket valued at currently?

What is main factor driving demand for automotive parts in the aftermarket?

At what CAGR did demand for automotive parts in the aftermarket increase over the past 5 years?

What will be the demand outlook for automotive parts through 2031?

What are the key trends being witnessed in this marketplace?

What is the market share of the top 5 manufacturers of automotive parts in the aftermarket?

At what rate is the market in Germany registering growth in Europe?

Which are the top 5 countries driving most demand for automotive parts in the aftermarket?

[itcars]

The Lamborghini Jalpa Turns 40

This year, Lamborghini celebrates the 40th anniversary of the Jalpa, presented for the first time at the Geneva Motor Show in March 1981.

In keeping with Lamborghini tradition, the Jalpa takes its name from a breed of fighting bulls, the Jalpa Kandachia, and is the Sant’Agata Bolognese carmaker’s last evolution of the grand touring sedan concept with 8-cylinder engine mounted in a rear-mid position. The Jalpa is the final development of the Urraco and Silhouette project, retaining the general architecture, but equipped with a larger engine, increased to 3.5 liters. The line, with the Targa opening roof, was designed by Frenchman Marc Deschamps of Carrozzeria Bertone, where he was style director from 1980, and directly influenced and partially designed by Giulio Alfieri, who was General Manager and Technical Director of Lamborghini at the time.

The most significant technical innovation on the Jalpa is the final evolution of the 90° V8 engine, made completely of aluminum, with four chain-controlled overhead camshafts, originally installed on the Urraco and Silhouette. Thanks to the increased bore, the 3.5-liter displacement (3485 cc), powered by 4 Weber 42 DCNF twin carburetors, and a compression ratio of 9.2:1, this engine delivers a maximum power of 255 HP at 7000 rpm and a maximum torque of 32 kgm at 3500 rpm, enabling the Jalpa to reach a maximum speed of 248 km/h (155 mph).

The Jalpa prototype, the car presented in Geneva, has a special story. It is based on a Silhouette which, once produced, was never sold. It went back to the factory and was used as the basis for the new model. The Jalpa presented in Geneva in 1981 is easily recognizable by its special metallic bronze color and has some unique aesthetic features that were not used on the production car. The Jalpa, which entered into production in 1982, has a semi-supporting steel body, and black bumpers and engine air intakes, as well as horizontal rear lamps and 16” alloy wheels, taken directly from the Athon prototype, with Pirelli P7 low-profile tires. The interior of the Jalpa is luxuriously finished, with the extensive use of leather and carpeting. The opening roof, designed to facilitate removal and reassembly, can be stored in a special space behind the rear seats.In the numerous road tests that appeared in specialist magazines at the time, experts enthusiastically described its straightforward, engaging, and uncompromising road handling.

At the 1984 Geneva Motor Show, the “second series” Jalpa was presented, featuring some aesthetic modifications, such as the bumpers and air intakes in the same color as the bodywork, rounded rear lamps, and revamped interior. The commercial life of the Jalpa ended in 1988 after the production of 420 cars. It was the last Lamborghini sedan produced with a V8 engine and historically it is the last sports car of this class to feature this particular engine displacement and positioning. Conceptually, the Jalpa is the direct predecessor of the 2003 Gallardo, which was to become one of the most sold Lamborghini cars in history.

[cinnamonstroll]

Tbh lance tyre management was sooooo amazing I'm still not over it. 42 labs on softs that Pirelli said should last 27 the longest is just wow...

And then doing another 45 on the mediums he was the tyre whisperer

[indycar-series]

INDYCAR 101: Drivers

In this installment of INDYCAR 101, we’ll be introducing the drivers for the 2020 season and giving some background information about each of them. This comprehensive list will include both full- and part-time drivers. I’ve put this post under a read more, as this is going to be quite lengthy.

CURRENT FULL-TIME DRIVERS

Marco Andretti

Grandson of legendary driver Mario Andretti and son of Michael Andretti. One of two owner/drivers in the field, racing for Andretti Autosport with Marco Andretti & Curb-Agajanian. Has two race wins, five poles, 42 top fives, and 234 starts. This will be his 15th season in INDYCAR.

Oliver Askew

A rookie, this will be his first ever season with INDYCAR. Races for Arrow McLaren SP. Winner of the 2019 Indy Lights Championship.

Conor Daly

Son of Derek Daly (Formula 1 Driver) and step-son of Doug Boles (President of the Indianapolis Motor Speedway). Has three top 5 finishes in his career. This year he will drive for four different teams: Ed Carpenter Racing for road/street courses, Andretti Autosport for Laguna Seca, Carlin for four races, and Arrow Schmidt SP for Portland. Tested with Force India and won at Barcelona in GP3.

Scott Dixon

The man, the myth the legend. One of the all-time winningest drivers in INDYCAR history, with 46 race wins (third all-time), 26 poles, and 165 top 5 finishes. Has five series championships under his belt and one Indy 500 win. Races for Chip Ganassi Racing. This will be his 19th season, and he has raced for Chip Ganassi all 19 seasons. Always a strong racer, and can never be counted out.

Marcus Ericsson

Has one top 5 finish. Races for Chip Ganassi Racing. This will be his second season in INDYCAR. A former F1 driver for Sauber, has won championships in British Formula BMW and Japanese F3.

Santino Ferrucci

Probably the most disliked driver on the INDYCAR grid. Has three top 5 finishes. This will be his second season in INDYCAR. Races for Dale Coyne with Vasser-Sullivan. Notorious for his reckless and dangerous driving (see Gateway 2019). Josef Newgarden has strong opinions on him.

Jack Harvey

Has one top 5 finish. Races for Meyer Shank Racing. This will be his first full season in INDYCAR. Has won 10 championships in various racing series and finished runner-up twice in Indy Lights.

Colton Herta

Son of Bryan Herta. INDYCAR’s youngest ever race winner with two race wins, three poles, and three top 5 finishes all in his rookie season. Drives for Andretti Harding Steinbrenner Autosport. A highly talented driver, and certainly one to keep an eye on this season.

Ryan Hunter-Reay

Listed as the most successful active American driver in open-wheel racing. Has one championship, 18 wins, seven poles, and 68 top 5 finishes, with one of his wins being the Indy 500. Races for Andretti Autosport. Has raced in the Race of Champions for the last six events. Often called RHR or Captain America. The Butterball Sandwich commercial he was in is the subject of many memes.

Charlie Kimball

Has one win, one pole, and 14 top 5 finishes. Races for A.J. Foyt Enterprises. The first driver with Type 1 diabetes to win an INDYCAR race. Won the Rolex 24 Hours of Daytona with Juan Pablo Montoya, Scott Pruett, and Memo Rojas.

Josef Newgarden

The defending series champion and a fan favorite driver. Has two championships, 14 wins, 8 poles, and 45 top 5 finishes. Races for Team Penske. Won an Indy Lights Championship in 2011. This will be his ninth season in INDYCAR. Voted Himbo Supreme by the six people who participated in the poll.

Pato O’Ward

A rookie, this will be his first full season in INDYCAR. Raced a partial season for Carlin last year. Races for Arrow McLaren SP.

Simon Pagenaud

Defending Indy 500 Champion. Has one championship, 14 wins, 13 poles, and 63 top 5 finishes. Drives for Team Penske. This will be his sixth season in INDYCAR. A strong finisher on track. Was recently involved in some controversy in the final round of the INDYCAR iRacing Challenge.

Alex Palou

A rookie, this is his first season in INDYCAR. Races for Dale Coyne Racing with Team Goh. Has participated in Formula 3 and won the Super Formula Championship race last year.

Will Power

One of the most successful drivers in the field, with one championship, 37 wins (tied seventh all-time), 57 poles, and 102 top 5 finishes, with one win being the Indy 500. Has finished runner up in the championship four times. Races for Team Penske. Almost always a championship contender and a strong finisher.

Graham Rahal

Son of Bobby Rahal and Courtney Force’s husband. Has six wins, three poles, and 52 top 5 finishes. Races for Rahal Letterman Lanigan Racing. Has a high approval rating among lesbians.

Felix Rosenqvist

Has one pole position and six top 5 finishes. Races for Chip Ganassi Racing. This is his second season in INDYCAR. Winner of the 2015 F3 European Championship.

Alexander Rossi

Winner of the 100th Running of the Indy 500, and a fan favorite. Has seven race wins, six poles, and 28 top 5 finishes. Races for Andretti Autosport. This will be his fourth season in INDYCAR. Hosts a podcast with part-time driver James Hinchcliffe.

Takuma Sato

Announcers refer to him as “No Attack, No Chance”. Has five wins, nine poles, and 24 top 5 finishes, including one Indy 500 win. Races for Rahal Letterman Lanigan Racing. Former F1 driver, became the first Japanese driver to win an INDYCAR race and the Indy 500.

Zach Veach

Has two top 5 finishes. Drives for Andretti Autosport. This is his third season in INDYCAR. Voted Honorary Lesbian by the six people that participated in the poll.

Rinus VeeKay

A rookie, this is his first season in INDYCAR. Drives for Ed Carpenter Racing. Graduated the Road to Indy program in 2019.

CURRENT PART-TIME DRIVERS

Sebastian Bourdais

One of the most successful drivers in INDYCAR history. Has four championships (ChampCar), 37 wins (tied for seventh all-time), 34 podiums, and 78 top 5 finishes. Racing part-time for A.J. Foyt Enterprises. He will be sharing the 14 car with Dalton Kellett and Tony Kanaan this season.

Ed Carpenter

One of two owner/drivers in the field. Has three wins (all on ovals), three poles (all at Indy), and 15 top 5 finishes. Races ovals for Ed Carpenter Racing. Won the inaugural Freedom 100 Indy Lights race in 2003. Nicknamed the “Oval Master”.

Max Chilton

Has one top 5 finish. Races road/street courses for Carlin. Competed in the 24 Hours of Le Mans, and raced in F1 for Marussia. Winner of the longest commute to work (he flies from England to every race).

Ben Hanley

Only has 3 INDYCAR starts. Races part time for DragonSpeed. Was a Pirelli development driver for F2 and F3.

James Hinchcliffe

A fan favorite, known as the Mayor of Hinchtown. Has six wins, one pole, and 32 top 5 finishes. Races part time for Andretti Autosport. Competed on Dancing with the Stars Season 23. Hosts a podcast with full-time driver Alexander Rossi.

Tony Kanaan

A fan favorite, voted most popular driver in 2013. Has one championship, 17 wins, 15 poles, and 133 top 5 finishes. Racing part-time for A.J. Foyt Enterprises, shares the 14 car with Sebastian Bourdais and Dalton Kellett. This will be his last season racing in INDYCAR.

Sage Karam

Has two top 5 finishes. Races for Dreyer & Reinbold Racing. A top finisher in the INDYCAR iRacing Challenge.

Dalton Kellett

A rookie, this will be his first season in INDYCAR. Racing for A.J. Foyt Enterprises, shares the 14 car with Sebastian Bourdais and Tony Kanaan. He is not a fan of spiders.

Felipe Nasr

A rookie, this is his first season in INDYCAR. Races part-time for Carlin. Raced in F1 for Sauber and in FE.

Spencer Pigot

Has four top 5 finishes. Racing part-time for Rahal Letterman Lanigan with Citrone/Buhl Autosport. Winningest driver in the Road to Indy with 24 wins across all 3 levels.

[legosaurus]

First Look: The Full-Size Lego McLaren Senna

A unique, full-scale Lego McLaren Senna has been created in secret by shifts of specialist assemblers working around the clock. Taking nearly 5,000 hours to assemble, it comprises almost half a million separate components. Unusually for a McLaren, the Lego Senna is something of a heavyweight, tipping the scales at 1700kg - 500kg more than the real McLaren Senna. 

Built to click with fans the world over, this surprise new Senna is the most realistic and ambitious McLaren ever made by Lego. Pieced together from one metric tonne’s worth of Lego elements, you may not be able to drive off in it but enthusiasts young and old can climb aboard, sit behind the wheel, push the start button in the roof and even hear a simulation of the 208mph car roaring into life. As well as this they can operate the working lights and infotainment system on the model. Fans of the famous brick, as well as fans of the McLaren Senna, will be able to see it soon at one of a program of events across the world.

The astonishing life-size re-creation of the most track-focused road McLaren is the latest in the model partnership between McLaren Automotive and the Lego Group, the iconic Danish toy manufacturer. Generally, the Lego Speed Champions range of McLaren kits using the famous bricks is available in more manageable sizes for younger hands to put together. But as McLaren and Lego showed with the McLaren 720S model in 2017, a 1:1 scale McLaren built entirely of LEGO bricks makes for a uniquely immersive, interactive and, above all, fun experience.

Now the brick-built Senna moves the model-car game on in ways befitting an Ultimate Series McLaren. The statistics behind it are mind-boggling: in total, 467,854 individual Lego elements were used in its construction, which is almost 200,000 more bricks than were used to construct the 720S model of two years ago. Working shifts around the clock, teams of up to 10 model-makers needed 2,725 hours to click together all the pieces for the Lego McLaren Senna, nine times longer than it takes to produce each painstakingly hand-assembled real Senna (300 hours). Including design and development, a total of 4,935 hours went into creating the model, involving no fewer than 42 men and women from the Lego build team.

The McLaren Senna is the first Lego McLaren to incorporate interior parts from a real car, underlining its authenticity. Inside the extreme, driver-focused cabin are the lightweight carbon-fiber driving seat, steering wheel and pedals from the real Senna. Actual McLaren badges are fitted and the wheels and Pirelli tires are exactly as specified on the real car. The dihedral doors are made from Lego bricks and are removable to allow people easy access to the cabin.

Rendering the ultimate form-follows-function McLaren in plastic bricks with such accuracy required months of design and development work, involving both McLaren and the Lego team.

The car’s brick-work is finished to replicate Victory Grey with contrasting orange highlights, just like the 15cm-long, 219-piece, McLaren Senna Lego Speed Champions edition that went on sale earlier this year in toyshops, priced at £12.99. For young McLaren owners of the toy model, seeing its full-size Lego equivalent promises to be a magical double-take moment.

McLaren and Lego fans of all ages will be able to get up close to the first Lego McLaren you can experience from the inside at a variety of events throughout 2019, including the Goodwood Festival of Speed in Sussex, UK, in early July.

[rallytimeofficial]

A Como la prima gioia per Corrado Pinzano e Mauro Turati nel Campionato Italiano Rally Asfalto

🔴 🔴 A Como la prima gioia per Corrado Pinzano e Mauro Turati nel Campionato Italiano Rally Asfalto

Meglio di così non poteva andare per Corrado Pinzano e Mauro Turati, vincitori del 42° Trofeo Villa d’Este ACI Como, sesto e penultimo atto del Campionato Italiano Rally Asfalto. Prima all’attacco, poi in difesa, il duo sulla Volkswagen Polo Rally2 preparata da PA Racing e gommata Pirelli ha dato il massimo da subito per conquistare la prima gioia stagionale nella serie tricolore dedicata agli…

[freewheelen]

DEMO RIDE: 2019 Husqvarna Svartpilen & Vitpilen 401/701

Size does matter, and in this case, smaller is better.

It’s no secret that Husqvarna’s dirt bikes and dual sports sell themselves. Touting a storied motocross/scramble history, it’s easy to see why the off-roaders are so popular with the public. On the other hand, the company hasn’t seen much success with its street-oriented lineup. With 2019s still occupying the showroom floor and the pressure of Q3 looming, Husky recently visited Azusa, California to jumpstart the sales of their Svartpilen & Vitpilen lines. Labeled the Real Street tour, the series of demo events featured both models in their 401 & 701 variations, casting a veritable spotlight on their often overlooked street bikes. 

But the Svartpilen & Vitpilen aren’t afraid of the spotlight, you could even say they were crafted to bask in it. The first thing you’ll notice when you gaze at the Svartpilen & Vitpilen is the unconventional design. It’s not a stretch to say that the aesthetics of the lineup resemble something out of a Scandinavian furniture catalog. With minimal, flowing lines, the Svartpilen & Vitpilen would feel right at home with your Poäng and Klippan. 

Yes, beauty is in the eye of the beholder, but the neo-retro style aims directly at a younger, urban demographic that gravitate toward classic, simplistic forms with a utilitarian edge. Whether you fancy the looks of the bikes or not, you have to admit that the fit and finish is quite impressive. However, I do feel the designers tragically overlooked the speedometer, as its more akin to a gym teacher’s stopwatch than a proper gauge. Not to mention, the highly reflective glass and mounting angle make render the information illegible. Aside from the hideous - and quite useless - instrument cluster, the Svartpilen & Vitpilen reek of smart sophistication.  

But I can see how that elevated design could be a barrier for potential buyers. Due to the refined, “Swedish” aesthetics, one could quickly distinguish these models from their intra-brand cousins, KTM’s Duke and Enduro. With hopes that the public will embrace these models the same vigor as they’ve taken to KTM’s lineups, Husky is just trying to get more booties in the saddle, and I’m more than happy to oblige. 

Sharing the motor of KTM’s 390 Duke and 690 Enduro R, Husky’s Svartpilen & Vitpilens benefit from two well-tested mills. Both engines push the boundaries of power that a single-cylinder engine should produce. Despite the lack of pistons to share the load, the vibrations on the 401 & 701 aren’t excessive (take that assessment with a grain of salt - I ride a Harley). 

While the 701 delivers its power in a smooth, linear fashion, I found myself smitten with the 401′s punchiness. Glancing at the spec sheet, I noticed that the 701 reaches peak torque of 53 ft-lb @ 6,750 rpm with 75 hp topping out @ 8,500 rpm. Comparatively, the 401′s max torque (27 ft-lb) hits @ 6,800 rpm and horsepower (42 hp) @ 8,600 rpm. With about half the power and three-quarters of the weight of the 701, the 401 shouldn’t feel nearly as torquey. Additionally, both motors achieve max torque and horsepower at practically identical rpms, leaving me perplexed with my preference for the 401 - aside from the butt dyno. 

No, I can’t support my fondness of the little thumper with cold hard data, but I can attest that the majority of the riders attending the demo agreed. I know anecdotal evidence is the least persuasive argument, but the 401 simply felt like a more agile from side-to-side and provided great acceleration in short bursts. And I may be rationalizing here, but those darting characteristics seemed appropriate for two models that translate to white arrow (Vitpilen) and black arrow (Svartpilen). The 701s weren’t bad motorcycles in the least, they just didn’t imbue the same excitement as they’re diminutive counterparts. Size does matter, and in this case, smaller is better. 

But the size variation didn’t stop at the engine. The differing braking systems on the bikes occupied two different build quality standards. Even with the 401′s “budget” brakes, both systems felt well-suited for their classes with adial-mounted Brembo clampers blessing the 701s and ByBre calipers getting the job done on the 401s. 

Despite the fact that both models lack dual-discs, the calipers delivered a reassuring bite while riding in urban environments. Yes, an extra rotor and caliper up front would certainly push the models in a more performance direction but we didn’t take the Svartpilen or Vitpilen into the twisties and the stock brakes would suffice where most buyers would ride these bikes - in the city.

When judging the two models on ergonomics, I kept their natural habitat - urban environments - in mind, as both maintain a fairly sporty position. Starting with the Vitpilen, I immediately noticed the aggressive, forward-leaning stance. Positioning my head directly over the front wheel, the Vitpilen made me want to slalom through mid-day traffic at full throttle. However, that state of mind prooved more enslaving than freeing. After all, I was on a demo tour. If “it’s better to ride a slow bike fast than a fast bike slow,” nothing is worse than living that platitude in reverse. If you’re looking for a nimble, aggressive, lane-splitter, the Vitpilen has you covered, but make sure your journey is manageable, as I already felt the tension in my wrists by the time we returned from the short ride.

On the other hand, the Svartpilen utilizes high-rise bars to position the rider at ease. From the upright posture, I was content to stay in line and putt along at a legally acceptable speed. Sure, I tugged on the throttle from time to time, but the relaxed stance felt more conducive to congested road conditions. If the Vitpilen’s ergonomics equate to a Supersport, the Svartpilen would be it’s Naked/Standard counterpart. Both bikes are aimed at city-dwellers and while it would be a stretch to say that either of them let you stretch your legs out, neither of them feel cramped. Though I’d probably opt for the Svartpilen in most situations, if I were visiting one of the local canyons (GMR, HWY 39, etc), I’d certainly side with the Vitpilen.

While the ergonomics shift the rider into different postures - and different states of mind - the road manners of the bikes are quite similar. With all models under 6 inches of travel, I could easily flat-foot each bike. Despite its smaller stature, the 401s benefited from the same WP 43mm inverted forks that graced the front end of the 701s. On the road, each bike was compliant and responded immediately to my every input. Particularly, the Vitpilen - with its clip-ons and head-down posture - reacted to every adjustment of my body. 

Not only did the suspension allow the bikes to cut from side-to-side, it also made the 401s and 701s feel planted. From soaking up potholes to providing stable steering at speed, KTM’s proprietary suspenders highlighted how fun these machines can be. On the contrary, the lack of suspension travel on the Svartpilen did beg the question: couldn’t this model be much more fun? Aside from ergonomics and a few bits of design (paint mainly), how does the Svarpilen distinguish itself from the Vitpilen? 

And that’s where I got to thinking about the lack of sales for these two models. After taking everything into consideration, it seems like Husqvarna’s “Real Street” motorcycles are going through an identity crisis. Are these bikes retro or performance? Can you consider a motorcycle “premium” (as the price would suggest) the dash looks more like a digital alarm clock and it doesn’t come with dual-disc brakes? But maybe it’s less of an identity crisis and more of a false identity. For instance, Husqvarna outfits the Svartpilen with dirt tracker styling yet they can’t endorse taking the low slung machine off-road. Even with the aesthetic hinting at dirt-capabilities, the Svartpilen is essentially a naked bike with knobbies. 

Broadcasting a false image can ensnare potential buyers - or it can turn them off (like it did for me). Intoxicated by the snappy acceleration of the 401, I actually looked into purchasing a Svartpilen following the demo. But the lack of off-road capability soon soured my initial enthusiasm. If it can’t hang in the brown, why outfit it with Pirelli Scorpions? Why adopt tracker design cues? What’s the point of making form decision if it’s contrary to the function? That disillusionment made me look at the Svartpilen & Vitpilen differently. 

With an MSRP of $6,299 for the 401 and $11,999 for the 701, it’s easy to see why the KTM-owned brand is having problems moving units. Coupled with the unconventional design (which I actually love but can understand how some wouldn’t), Husqvarna has it’s work cut out. Along with the lackluster sales figures of the Svartpilen & Vitpilen, the Real Street Demo stop in Azusa failed to highlight the full capabilities of models. With the near highway miles away, riders were relegated to a jaunt around the block. As a result, I never got the gearbox past 3rd and that doesn’t instill much confidence in potential customers. The combination of disorganization, bikes-to-rider ratio, wait times, and early wrap-up, I’d venture to say that the demo barely moved the needle on these two bikes.

With all that said, if you’re looking for a stylish motorcycle to ride in the city, Husky’s street lineup may be a good option. The brand continues to promote their 0% APR (up to 48 months), so you may score a new Svartpilen or Vitpilen for a great price. For my intents, the bikes are too niche in design and too specialized in purpose, but that doesn’t mean they won’t work for you. I guess the best advice I can give to potential buyers is to test ride as many motorcycles as possible. I know I will be!