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kamerysportowe879-blog · 6 years ago

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ContourHD 1080p Full HD Helmet Sport Camera Review

The ContourHD helmet sport camera boasts about it being the smallest and lightest HD wearable camcorder in the world. Contour, the manufacturer, also says the helmet camera is the first to shoot and share 1080p video. The Contour brand began when two extreme sport enthusiasts wanted to share their adventures with friends.

This sport action camera was designed for the outdoor/extreme sport enthusiasts. It's a durable and waterproof camera with an aluminum and fiberglass body. There are several features that allow for easy operation while users are recording action, such as: single button operation (it's made to be worn with gloves on), dual lasers for alignment, and provides the user with superior quality 1080 pixel video.

There are no tapes or wires on the ContourHD and images can be recorded for up to 8 hours. The helmet cam has four settings; metering, contrast, exposure, and microphone sensitivity. The two choices of frame rates are 30 and 60 frames per minute and users have five video resolutions to choose from:

• Full HD - 1080p (1920×1280) • Tall HD - 960p (1280×960) • Action HD - 720p (1080×720) • Contour HD - 720p (1080×720) • Fast SD - WVGA (848×480)

The helmet camera is lightweight (4.3 ounces) and is completely hands-free due to the manufacturers' patent-pending, 'trail mounts "slide and lock" system', that enables users to mount the sport camera virtually anywhere. There are two lasers and a rotating lens to ensure every image is lined up perfectly. Another great feature is that the sport camera is made to power from a removable and rechargeable battery. There is the 'shoot and share' option to immediately share videos.

The software included with the sport camera, Easy Edit, allows the user to import and edit their images and videos and share them with the world. The Easy Edit software adds the ability to 'clip' the user's favorite scenes, tag them and add descriptions and then images and videos are ready to go!

ContourHD 1080p Features

• Full HD Recording (1080p) 1920×1080 pixels • 5 Megapixel Sensor • Internal Microphone • Removable Lithium-Ion Battery: records up to four hours • Aluminum and Fiberglass, Water-Resistant Body

ContourHD 1080p Reviews

More than not, the reviews for this sport camera are extremely positive. Users love the clarity and high-quality of the images and videos and most of them mentioned that it is extremely easy to use. There are many comments on the off/on slide and how easy it is to turn on with gloves on. The only negative comment about use is that it turns off after several minutes of non-use and doesn't warn the user. Users have complained about not realizing that the sport camera is off and believe they are recording when they actually aren't.

Although users love the images and videos, there have been some complaints surrounding the sound quality. Comments suggest that it picks up a lot of wind noise and/or is not able to hear voices over 5 or so feet. There is also an issue with not being able to tell the indicator lights apart.

Despite minor issues, the camera reviews have been extremely favorable about the ContourHD helmet camera. If there are any issues, they are forgotten once users see the exquisite picture quality https://yi.pl/kamery-sportowe/ .

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kamerysportowe7-blog · 6 years ago

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ContourHD 1080p Full HD Helmet Sport Camera Review

• Full HD - 1080p (1920×1280) • Tall HD - 960p (1280×960) • Action HD - 720p (1080×720) • Contour HD - 720p (1080×720) • Fast SD - WVGA (848×480)

ContourHD 1080p Features

ContourHD 1080p Reviews

Despite minor issues, the camera reviews have been extremely favorable about the ContourHD helmet camera. If there are any issues, they are forgotten once users see the exquisite picture quality.

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carpostnet · 5 years ago

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2020 McLaren Elva Ultimate Series supercar unveiled

14th Nov 2019 3:13 pm

New McLaren roadster is a part of the model’s Ultimate Series vary of supercars which additionally consists of the P1, Senna and Speedtail. Only 399 items shall be produced.

McLaren has revealed the Elva, an 815hp, two-seat roadster with no windscreen, like its newest Ultimate Series mannequin. The new machine, which was first revealed by our sister publication Autocar UK, joins the P1, Senna and Speedtail within the range-topping mannequin line-up and is restricted to 399 examples.

McLaren claims the rear-wheel-drive Elva is the lightest street car it has ever produced. Powered by the agency’s 4.0-litre, twin-turbocharged V8 engine has a claimed 0-100kph time of below 3sec and a 0-200kph time of 6.7sec – that is quicker than the track-focused Senna.

The title Elva is taken from the East Sussex constructor whose chassis was used as the premise for McLaren’s M1A, M1B and M1C two-seat sportscars within the 1960s, which function religious predecessors to the brand new street car. McLaren has acquired the rights to the title.

McLaren boss Mike Flewitt says the Elva is “a uniquely modern car that delivers the ultimate connection between driver, car and the elements”. It contains a bespoke, light-weight carbon fibre chassis, with no roof, windscreen or aspect home windows.

To protect occupants from the weather, McLaren has developed an Active Air Management System (AAMS). Automatically activated at velocity, this technique guides air via a big inlet within the splitter on the entrance of the Elva’s distinctive low nostril and out of a clamshell forward of the cabin. As a outcome, the air is channelled up and over the occupants to create a ‘bubble’ of calm. A small carbon fibre deflector rises from the entrance of the bonnet when the AAMS is lively to direct the air, that is then deflected by the carbon fibre vanes throughout the bonnet.

When not lively at low speeds, the air circulate is diverted to 2 low-temperature radiators to spice up their effectivity. McLaren claims the radiators increase the output of the engine by cooling the oil within the 7-speed transmission. The agency says the AAMS tech means helmets aren’t required however they are often worn if most well-liked, and a set windscreen shall be provided as a manufacturing facility choice.

McLaren has made the cabin as open as attainable with low sides, and by minimising the dimensions of the dual rear buttresses by means of an robotically deploying roll-over safety system.

McLaren’s conventional V8 engine has been tweaked for improved energy output with a revamped exhaust system, whereas the chassis has been optimised to “maximise agility and driver engagement and feedback”, with electrohydraulic steering and distinctive software program settings and is derived.

The carmaker has but to quote a weight for the car however says that it has been minimised the place attainable via the intensive use of carbon fibre. The entrance clamshell is fashioned from a one-piece panel, as are the big aspect panels. The small gullwing doorways are carbon fibre too, mounted by way of a single hinge.

The sintered carbon-ceramic brakes measure 390mm, and McLaren claims they’re probably the most superior to be fitted to certainly one of its street vehicles, with elevated thermal conductivity that permits for decreased brake duct cooling.

The inside will get a carbon fibre aspect flowing from the rear buttresses into the cabin to function the central armrest between the motive force and passenger. The dashboard sports activities an instrument cluster that strikes with the steering wheel to make sure optimum visibility. The Active Dynamics controls are mounted on that instrument cluster – a primary for a McLaren. A central 8-inch touchscreen is used for most of the car’s features, together with a observe telemetry system.

The inside options light-weight carbon-fibre seats and is obtainable with out an audio system as commonplace. The ground is uncovered carbon fibre, with light-weight non-slip mats as commonplace. With the cockpit open to the weather, the Elva is obtainable with a variety of trims designed to deal with publicity to rain, daylight and different intrusions. A small storage compartment, designed to accommodate helmets, is positioned beneath the rear tonneau.

The Elva is predicted to succeed in worldwide markets late subsequent 12 months after the manufacturing run of the Speedtail is accomplished.

Also see:

McLaren Elva image gallery

McLaren 720S Spider officially unveiled

The fastest production car by decade

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gaintheskateboard · 6 years ago

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The New Sport of Freeline Skating

In the world of extreme sports activities, freeline skates are relative beginners. Designed in 2003 in San Francisco, inventor Ryan Farrelly turned into looking to design a higher model of skates for downhill racing. Freeline skates have been borne of the concept that in preference to standing on a platform on the pinnacle of wheels, the rider can clearly stand on every set of wheels, eliminating traditional skate manufacturing. Unlike everyday skates and blades, these are not strapped to the rider’s toes.

Freeline skates are in particular designed to offer the feeling of skateboarding, browsing, and snowboarding, all on the identical time. A pair of these skates consists of separate steel plates with wheels attached to every plate the use of an especially-designed truck, in addition to how skateboard wheels are connected to a skateboard deck. The wheels are shaped on each facet, in place of simply one side like vast skateboard wheels.

Otherwise, the wheels appear like quite much like those used on skateboards. The aluminum plate is included in grip tape, the identical fabric that enables skateboarders’ feet to grip their skateboards. Overall, the freeline skates appearance similar to miniature skateboards with dual impartial wheels.

New versions of freeline skates are being brought every three hundred and sixty-five days as information of the game develops and extra humans are interested in it. This statistics cautiously mirrors the early information of skateboarding and distinct excessive sports, even as a couple of styles of skateboards were superior, often massively brilliant from each different.

There are many kinds of boards which include penny forums, mini skateboards, self-balancing scooters.

The approach used to skate with freeline skates is an assessment of every other undertaking. It is understood to be quite hard to analyze, even for folks that are familiar with distinct immoderate sports. Even in case you already recognize the way to skateboard, snowboard, or surf, test out freeline skates for a totally particular task. Difficult to grasp, there are even YouTube educational films to help pro skateboarders or snowboarders get

the cling of this new fashion.

We additionally want a few protection gears including helmets, bandages. We need to know those records.

Freeline skates are acknowledged for immoderate traction on stage floor and uphill, and these skates can be used nearly everywhere. Freeline skates are used most usually on moderate downhill slopes, and utilize the maximum of the equal moves of different intense sports activities, even as consisting of a totally precise twist. This difficult recreation gives super possibilities to use your competencies in a brand new manner of using and invent new hints.

When the usage of, skaters take a sideways stance, just like the stance used on a snowboard. Freeline skates are propelled further to snowboards, as riders shift their weight from heel to toe to change the path. Turns the use of freeline skates creates an ‘S’ shape.

One of the maximum up to date innovations in the worldwide of extreme sports activities, freeline skating is a wholly new way to propel yourself on wheels. This new fashion of excessive sport has been endorsed as a way for snowboarders to hold up their competencies in some unspecified time in the future of the summertime months and is also a fun interest for anyone who enjoys skateboarding or browsing. These portable gadgets also are the smallest and lightest form of wheeled transportation currently available. Looking for a brand new venture? Try to freeline skates, the maximum modern-day invention in the intense sports international.

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jonathanbelloblog · 7 years ago

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McLaren Reveals Sensational Senna

SHEFFIELD, England — Imagine the pressure. Someone has just asked you to create a piano called “The Mozart.” Or a soccer ball named “The Pelé.” Or a cocktail shaker dubbed “The Dean Martin.” Which is to say, you’ve just been handed a nearly impossible assignment: It’s your job to create a product worthy of the most iconic name associated with it. Oh, don’t worry: If you get it wrong, you’ll only be scorned and hounded by, say, millions of furious fans screaming that you’ve disgraced their idol’s legacy.

Such is the pressure on McLaren. The British maker of Formula 1 Grand Prix cars and exotic road-legal machines recently unveiled its latest homage to the greatest and arguably most ardently admired race car driver who ever lived, the late Ayrton Senna. “Project 15,” the audaciously named “Senna,” limited to just 500 examples and due late this year, is said to be the fastest, lightest, most extreme road car McLaren has ever built. It better be. Anything less would be a discredit to the Brazilian maestro who, in 161 F1 races, started from pole position an unbelievable 65 times.

Yet if anyone can build a “Senna” worthy of the legend, it’s McLaren. After all, it was with the McLaren F1 team in the late 1980s and early 1990s that Senna notched the majority of his Grand Prix victories—and all three of his world driving championships. What’s more, McLaren has the full support of the Senna family. Last December, in fact, the maker auctioned off the 500th and final copy of the Senna (the other 499 were already sold) for $2.7 million (roughly three times the car’s price)—donating the proceeds to the Ayrton Senna Institute, a non-profit headed by Senna’s sister, Viviane, and dedicated to educating and assisting underprivileged young people in Brazil.

Finally, to bake-in one additional sprinkle of “Senna-ness,” McLaren had the prototype tested and evaluated by Viviane’s son Bruno Senna, Ayrton’s nephew who is also a professional racer. “We have a relationship with the Senna family,” says Andy Palmer, vehicle line director for McLaren’s Ultimate Series. “The time was right for this car and, more importantly, the car was right for what the family wanted for Ayrton’s name. I assume they would get requests about lending Ayrton’s name to other sports cars, but they just felt that this was the right one for them to do that. We’re very pleased, obviously.”

The Senna will join McLaren’s three “levels” of road cars—including the Sports Series (570 and 540 models) and the Super Series (720S)—at the top spot in the maker’s Ultimate Series, at present the exclusive realm of the P1 hybrid and the track-only P1 GTR. Yet while the Senna will be completely street-worthy, make no mistake: its true home will be the race circuit. Indeed, McLaren calls the Senna “the ultimate road-legal track car.” Ayrton would’ve wanted nothing less.

Behind the driver’s seat lies a lion of a powerplant. A more extreme variant of the mill in the 720S, the Senna will use a twin-turbo 4.0-liter V-8 (with a flat-plane crank and a dry sump) kicking out 789 horsepower and 590 lb-ft of torque—making it the most powerful internal-combustion engine McLaren has ever built. Refinements include a new air intake and inlet manifold (fed by a roof-mounted “snorkel”), specially designed camshafts, a reworked engine-management system, and dual high-flow fuel pumps. McLaren says a single pump was unable to produce the required fuel delivery; instead, one pump does most of the work while the second pump kicks-in as needed. Mated to the engine is the same seven-speed dual-clutch paddle-shift transmission found in the 720S. In Sport mode, an F1-bred Ignition Cut system momentarily cuts the spark during gearshifts, quickening gear changes and, McLaren says, producing a stirring “crack” from the exhausts.

Making the most of the engine’s massive output are a body and structure designed for extreme strength and low weight (indeed, the Senna will be the lightest McLaren road car since the pioneering F1). Almost everything is carbon fiber, the latest Monocage III structure said to be McLaren’s most rigid ever. Once construction of McLaren’s new Carbon Composites Technology Center in Sheffield, England, is completed, all carbon-fiber components will be built in-house. Every piece has been fastidiously engineered to keep weight to an absolute minimum. Each door structure, for instance, weighs just 22 pounds (the middle of each door will feature a unique transparent panel, said to enhance the sensation of speed as the road whistles by you just inches away). The front fenders weigh less than 1.5 pounds each. The towering rear wing checks in at less than 11 pounds. McLaren even fussed over the Senna’s nuts and bolts, reducing their weight by 33 percent. All told, the Senna boasts a dry weight of just 2,641 pounds.

In person, the Senna is a striking piece—a feast of wings and scoops and rakish edges so aggressive the car looks like it’s about to bite your hand at any moment. Yet for all of its visual drama, the Senna is quite intentionally more “beast” than “beauty.” “It really is about every element for a reason,” says Dan Parry-Williams, director of engineering design. “Function taking precedence over aesthetics, at least more than we’ve done before.” Which is to say, think “purposeful race car,” not “beautiful sports car.” The Senna’s lines and scoops and wings are made for aerodynamics and ultimate performance above all else.

At the front, a huge carbon-fiber splitter—5.9 inches longer than the P1’s—slices into oncoming air to maximize downforce and cornering power. Just behind it, on either side, lie active aero blades that move in unison with the active rear wing to help maintain aerodynamic balance. Above the aero blades sit headlights incorporating 21 LEDs each. Digitally controlled, the LEDs can vary their intensity according to steering angle, helping to illuminate corner apexes without the need for a “steerable” motor-driven system. Toward the back, the powertrain is cooled by the largest intakes ever incorporated into a road-going McLaren. An artfully shaped front clamshell helps create a high-pressure flow of clean air past the A-pillars and directly into the intakes, while a rear diffuser helps suck the car to the ground at speed. And then there’s that massive rear wing. Constantly adjusting its angle to vary downforce as needed and, under braking, shorten stopping distances, the wing can support more than 100 times its own weight. In concert with the sculptured bodywork, it helps deliver nearly 1,800 pounds of total downforce—40 percent more than the P1.

The suspension is an evolution of the P1’s, using the same fundamental geometry but enhanced by smart software refined on the 720S. McLaren’s new hydraulic RaceActive Chassis Control II system includes four driver-selectable modes: Comfort, Sport, Track, and Race. In Race mode, the suspension stiffens significantly while the nose lowers by 1.5 inches—reducing underbody airflow and enhancing the effectiveness of the front splitter. “We’re looking for a car that’s agile and stable,” says Parry-Williams. “And that’s the great thing about active aero—you can have both. The Senna delivers more agility than any car we’ve done thus far, but at higher speeds, and under high-speed braking, the stability is just extraordinary.” Carbon-ceramic brakes are standard (it takes seven months to make each huge disc) and, in concert with the active-aero rear wing, help deliver the shortest stopping distances of any McLaren road car ever. Cornering prowess and steering feel are enhanced by Pirelli P-Zero Trofeo R tires developed specifically for the Senna.

Inside, the Senna is a minimalist space entirely focused on the mission of speed. The steering wheel is a simple, Alcantara-trimmed three-spoke design devoid of buttons or switches. Major controls—such as the engine-start button and even the electric door releases—are grouped in a pod in the overhead roof panel. The transmission controls move fore and aft along with the driver’s seat, while the seat shells weigh just 7.2 pounds each and are covered with seven Alcantara (or, at the buyer’s choosing, leather) pads; ducts around the pads allow air to flow, the better to cool the backsides of Nomex-clad occupants attacking a racetrack. Extremely thin roof pillars allow an exceptional view to the outside—and they’re strong enough to negate the need for a separate roll cage.

The cabin may be minimalist, but it’s not bare-bones. Air conditioning and a premium seven-speaker Bowers & Wilkins audio system are optional (designed especially for the Senna, the B&W system weighs just 16.1 pounds). Gorgeous carbon fiber trims almost every visible surface. Other options include McLaren Track Telemetry (which can capture and analyze lap sessions), a camera system to complement it, parking sensors, and a rear-view camera. Behind the seats lies storage space for two race helmets, Nomex suits, and driving shoes. If you’re really feeling racy, you can even order a “push to drink” system so you won’t dry up during extended track sessions. And while McLaren has configured a few “ready-made” color/trim combinations, in truth the company is prepared to deliver almost any color or trim accessory the buyer wishes.

So, yes, the Senna can be outfitted with enough amenities to rival almost any other premium sports car. But at its core this remains very much a track-centric, performance-focused machine. After all, McLaren claims a 0 to 60 mph time of just 2.7 seconds, a top speed of 211 miles per hour, and the most mind-blowing handling performance of any McLaren road car ever built (and having recently driven the 720S, that’s saying a lot). What’s more, the Senna has been engineered to feel raw.

“Because it’s track-focused, we’ve gone a bit mental on things like NVH,” laughs Parry-Williams. “The amount of noise, the noise quality, the amount of vibration you feel in the seat rail and how that increases as a function of speed … this is something we’ve deliberately done to add engagement.” McLaren even evolved the exhaust sound to deliver more “higher-order” content. “Compared with t from Performance Junk Blogger Feed 4 http://ift.tt/2sg2q4P via IFTTT

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eddiejpoplar · 7 years ago

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McLaren Reveals Sensational Senna

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motorcycleclothing-twoupbik-blog · 7 years ago

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A Deadly Mistake Uncovered on Open Face Motorcycle Helmet and How to Avoid It

In the event the helmet is uncomfortable, you're going to be much less inclined to wear it. The great thing about this helmet is it can be opened and much enjoy the open space helmet. So if you're searching for a more affordable mid-price range helmet, but don't need to sacrifice safety or quality, this may be the suitable option for you.

You may even be in a position to slip them in a helmet having a more rigid interior lining. If you're searching for such a helmet, I indicate that you decide to incorporate a face shield, which will guard you from dust, wind, and insects. You will need to locate a helmet that has enough give for the larger obstruction that these larger glasses create. There are items that you need to consider when in picking the ideal motorcycle helmet for yourself. You should additionally not be in a position to pull off the complete face motorcycle helmet from the rear lifting to the front. It includes a face mask which allows bikers to have proper air circulation.

You don't need to acquire a helmet that doesn't fit the form of your head correctly. If that's the case you must search for a helmet made that better fits a more extreme form. Be sure to take into account the factor below, so that you may discover the ideal helmet for your individualistic requirements and desires.

Helmets are worn for an extensive time period, therefore it needs to stay comfortable and ought to be ergonomically designed to fit the form of your head. So if you're searching for lightest helmet, that delivers a number of the very best crash protection (for an open face helmet), this might become your helmet. Then you are going to want an open face helmet. A lot of people don't expect to discover that it's classified as an open face helmet. Yes it resembles a complete face helmet. however, it's not. Picking the correct full face motorcycle helmet is simple when you know what things to look for.

Finding Open Face Motorcycle Helmet on the Web

Half helmets, as its name suggests, cover only a half section of the head. They are the most popular helmets among bike riders throughout the world. DOT motorcycles helmets are a few of the most popular helmet types readily available today.

While no helmet is foolproof, a great helmet will at least stay together and keep on your head in the case of a collision, and dramatically raise your chances of walking away without serious head trauma. This helmet may be best utilized as a summer helmet for people that live farther north or south. It is actually quieter than some full face helmets. It is excellent for long periods of riding. Complete face helmets can be exceedingly fashionable and equally safe. Lots of people mistakenly think this is a complete face helmet as it appears like one. Secure the strap and once again ensure you cannot pull of the complete face motorcycle helmet in any respect.

Let's face it, among the principal reasons you're wearing a helmet is for safety. This helmet offers you the opportunity at that, but with the choice to look more like a terrible ass. Another kind of helmet that's popular is the complete face. It is among the most attractive and functional dual-sport helmets we've found anywhere.

There's a huge selection of helmets offered on the market for you to select from. A properly ventilated helmet will not be as hot and won't feel as a sweat box. These old-school helmets also allow it to be a lot easier for you to communicate with others and are perfect if you like the retro or vintage appearance. You shouldn't start looking for the most affordable possible helmet. The very first step to a correct fitting helmet is to have a measurement which we show you just how to do within this video.

The Hidden Treasure of Open Face Motorcycle Helmet

Since you can see there are lots of different premium quality helmet models and styles created by Shark that may suit any taste or price range. If you are able to, get a face shield system which has a handy tool free design. Helmet maintenance is very important to be certain your lid remains in prime condition in order for your head is kept safe. If you'd like full face protection this isn't the helmet for you. If you prefer frontal face crash protection this helmet isn't going to deliver that. The major purpose in wearing a motorcycle helmet is to boost safety whilst riding and it is quite important because we can't decide and we don't understand when an accident will take place. There's an alternate to both the total face and open face motorcycle helmets.

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robertkstone · 7 years ago

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McLaren Senna is Brand’s New 789-HP Ultimate Series Model

McLaren has revealed the latest car in its Ultimate Series: the McLaren Senna. While not quite a successor to the P1 hybrid hypercar, the Senna is a limited-production, track-focused coupe packing 789 hp and named after one of the greatest Formula 1 drivers of all time.

The McLaren Senna, of course, is named after three-time F1 World Champion Ayrton Senna, who died in a crash during the 1994 San Marino Grand Prix. Senna was racing for Williams at the time, but he spent five years with McLaren. The sports car builder got the Senna family’s blessing to use his name for the car.

“Our family is extremely proud of the naming of the new Ultimate Series McLaren Senna. This is the first project that really connects with Ayrton’s racing spirit and performance,” said race driver and Senna’s nephew Bruno Senna, in a release. “The McLaren Senna honors my uncle because it is so utterly dedicated to delivering a circuit experience that allows a driver to be the best they can possibly be.”

While we’ve no doubt the late Ayrton Senna would be honored to have his name on such a track-focused car, we wonder what he’d think of its design. If you think the Senna looks like a 720S with a bunch of extra bodywork tacked on, you’re sort of on the right track. The car is underpinned by a further developed version of the 720S’ carbon-fiber monocoque, called Monocage III. McLaren promises that all of the bodywork is functional, designed to deliver “downforce and aerodynamic balance.” Every body panel on the Senna is made of carbon fiber, which helps bring the weight down to 2,641 pounds. That makes this the lightest McLaren road car since the F1, according to the sports car builder.

Yes, you can drive it on the street, though McLaren says the Senna is “legalized for road use, but not sanitized to suit it.” Take from that what you will. The Senna’s true purpose is “to be the ultimate McLaren track-concentrated car for the road,” and the emphasis clearly is on the “track-concentrated” bit. The Senna packs a version of McLaren’s twin-turbo 4.0-liter V-8 that produces 789 hp and 590 lb-ft of torque. The engine is code-named M840TR, and is the most powerful ever offered in a McLaren road car. The mill features a flat-plane crankshaft and dry sump, as well as lightweight internals a twin-scroll turbochargers with electronic wastegates. The engine, which is mated to a seven-speed dual-clutch transmission, gives the McLaren Senna a power-to-weight ratio of roughly 659 hp per ton.

McLaren says the Senna features next-gen active aerodynamics, including the front splitter, rear double diffuser, and 48-inch tall rear wing. The rear clamshell was designed to both cool the engine and provide optimum downforce, with Gurney flaps placed in front of stepped louvers that direct air to the sides of the body. The rear wing is hydraulically actuated and constantly adjusts, and can act as an airbrake. It has a total surface area of more than 1,007.5 square-inches.

McLaren’s RaceActive Chassis Control II (RCC II) hydraulic suspension setup is used in concert with the already stiff carbon-fiber monocoque to deliver exceptional cornering ability. The system features a double-A-arm suspension with hydraulically interconnected dampers and hydraulically adjustable anti-roll bars. It also utilizes variable damping and ride height adjustment tech from the P1. Primary suspension settings include Comfort, Sport, and Track. A roof-mounted switch enables Race mode, however. The Senna rides on specially developed Pirelli P Zero Trofeo R tires, and gets carbon-ceramic brakes at all four corners.

Inside, you’ll find the bare minimum of creature comforts. Exposed carbon fiber dominates the interior, and the seats can be upholstered in either Alcantara or leather, depending on customer preference. Controls are also minimalist to reduce clutter, with a buttonless three-spoke steering wheel and vertical central screen front and center. If you have stuff to transport, take a different car. The McLaren Senna has room only for two helmets and race suits behind the seats.

Being an Ultimate Series car like the P1 and P1 GTR, the Senna will have a limited production run of just 500 units. Each one will be priced in the U.K. at £750,000 (roughly $1,003,950) including taxes.

Source: McLaren

The post McLaren Senna is Brand’s New 789-HP Ultimate Series Model appeared first on Motor Trend.

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jesusvasser · 7 years ago

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McLaren Senna is Brand’s New 789-HP Ultimate Series Model

The McLaren Senna, of course, is named after three-time F1 World Champion Ayrton Senna, who died in a crash during the 1994 San Marino Grand Prix. Senna was racing for Williams at the time, but he spent five years with McLaren prior to that. The sports car builder got the Senna family’s blessing to use his name for the car.

While we’ve no doubt the late Ayrton Senna would be honored to have his name on such a track-focused car, we wonder what he’d think of its design. If you think the Senna looks like a 720S with a bunch of extra bodywork tacked on, you’re sort of on the right track. The car is underpinned by a further developed version of the 720S’ carbon-fiber monocoque, called Monocage III. McLaren promises that all of the bodywork is functional, designed to deliver “downforce and aerodynamic balance.” Every body panel on the Senna is made of carbon fiber, which helps bring the weight down to 2,641 pounds (without fluids). That makes this the lightest McLaren road car since the F1, according to the sports car builder.

Yes, you can drive it on the street, though McLaren says the Senna is “legalized for road use, but not sanitized to suit it.” The Senna’s true purpose is “to be the ultimate McLaren track-concentrated car for the road,” and the emphasis clearly is on the “track-concentrated” bit. The Senna packs a version of McLaren’s twin-turbo 4.0-liter V-8 that produces 789 hp and 590 lb-ft of torque. The engine is code-named M840TR, and is the most powerful ever offered in a McLaren road car. The mill features a flat-plane crankshaft and dry sump, as well as lightweight internals and twin-scroll turbochargers with electronic wastegates. The engine, which is mated to a seven-speed dual-clutch transmission, gives the McLaren Senna a power-to-weight ratio of roughly 659 hp per ton.

McLaren says the Senna features next-gen active aerodynamics, including the front splitter, rear double diffuser, and 48-inch tall rear wing. The rear clamshell was designed to both cool the engine and provide optimum downforce, with Gurney flaps placed in front of stepped louvers that direct air to the sides of the body. The rear wing is hydraulically actuated and constantly adjusts based on what the car is doing. It has a total surface area of more than 1,007.5 square-inches and can act as an airbrake.

McLaren’s RaceActive Chassis Control II (RCC II) hydraulic suspension setup is used in concert with the already stiff carbon-fiber monocoque to deliver exceptional cornering ability. The system features a double-A-arm suspension with hydraulically interconnected dampers and hydraulically adjustable anti-roll bars. It also utilizes variable damping and ride height adjustment tech from the P1. Primary suspension settings include Comfort, Sport, and Track, but a Race mode can be engaged via a roof-mounted switch. The Senna rides on specially developed Pirelli P Zero Trofeo R tires, and gets carbon-ceramic brakes at all four corners.

Inside, you’ll find the bare minimum of creature comforts. Exposed carbon fiber dominates the interior, and the seats can be upholstered in either Alcantara or leather, depending on customer preference. Controls are also minimalist to reduce clutter, with a buttonless three-spoke steering wheel and vertical central screen front and center. If you have stuff to transport, take a different car. The McLaren Senna has only enough room for two helmets and race suits behind the seats.

The post McLaren Senna is Brand’s New 789-HP Ultimate Series Model appeared first on Automobile Magazine.

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olivereliott · 7 years ago

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Review: The 2018 Harley-Davidson Softails

When Harley-Davidson announced its new Softail range, Dyna fans wept and shook their fists. Their beloved twin-shock platform was gone, with existing Dyna models absorbed into the eight-strong Softail model line-up.

It’s understandable—the Dyna was the go-to performance Harley for many riders. But if the new Softail rides better than the old Dyna, does it matter? To find out, I headed to Cataluña in the east of Spain, to sample the new range.

Rough Crafts‘ Winston Yeh rode the new bikes a few days before me. He said, “If you think the old Dyna rides better, wait ’til you get on a new Softail—then make the judgment.”

“The bike is lighter even when pushing it,” he continues. “The Softail is now only slightly heavier than a Sportster, but has much more power, less vibration, and less heat. I’m super excited to get my hands on one, and also to see what the custom shops all over the world will do with it.”

So how did the Motor Co. pull it off? Basically they’ve built an entirely new motorcycle—with a stiffer chassis and a better engine—and then morphed it into eight different variants. In ascending order of price, these are the Street Bob, Low Rider, Softail Slim, Fat Bob, Deluxe, Fat Boy, Heritage Classic and Breakout

The goal was to mesh all the classic appeal of the Softail with the performance aspect of the Dyna—but make it better than both in every way, with less weight, better handling and more power. It’s Harley’s largest product development project to date, and I have a fat PR pack in front of me explaining every little detail. But I’m going condense it down to the two most important bits: the chassis and the motor.

With its clothes off, the new Softail is a work of art. (See Street Bob, above and below.) It has the same faux hardtail layout as its predecessor, but with a conventional shock rather than the previous push/pull system. The geometry’s been revised too, but more importantly the frame is 65% stiffer than before, making the overall chassis 34% stiffer. Weight reductions vary, with some models shedding as much as 35 lbs.

Harley use two different swing arms—one for wide and one for narrower tires—and three different steering neck angles to tweak each model’s individual setup. The suspension is all-new too; the rear shock is adjustable for preload, and the front forks feature a ‘dual-bending’ valve system for a more responsive feel.

Powering the new Softail is Harley’s stellar Milwaukee-Eight power plant, available in two variants: 107 ci (1,746 cc) and 114 ci (1,868 cc). It’s a thing of beauty, and it’s a total gem to ride too. That’s not just the PR talking: I sampled it on last year’s touring models.

Each model comes standard with the 107 mill, but you can also get the Fat Boy, Heritage Classic, Breakout and Fat Bob as 114s, each with a high-flow air filter.

The 45-degree V-twin’s biggest strength is that it delivers power smoother than you’d expect from a big American cruiser, without sacrificing an ounce of character. That smoothness is down to a dual counter-balancer, which also means that the engine can now hang off rigid (rather than rubber) mounts. This makes it a stressed member, adding to the overall flex resistance.

Jumping from the previous ‘high output’ 103 twin cam to the Milwaukee-Eight has also resulted in whopping torque gains. Harley claims that the 107 has 145 Nm and accelerates 10% quicker than the 103. The 114 has 155 Nm, and is 9% quicker still than the 107.

Other new features include Daymaker LED headlights all round, new instruments, and a wet sump that sits lower (the old oil tank had to make way for the under-seat shock). There are also some nice ‘shortcut’ features for customizers, like rear struts that can be unbolted, and a two-part clutch cable.

I was itching to see if all this hard work has paid off—especially since Harley picked an unforgiving proving ground for the launch. We’d be riding four models over two days, over some of the twistiest mountain roads in Spain.

I’ll dig into the details of each bike in a minute, but they all share some pretty universal traits.

For starters, I have to give H-D ten out of ten for build quality and final finish. The paint on each model is deep and flawless, thanks to some pretty rigorous QA processes. Engine and chassis parts sport finishes as diverse as wrinkle black and brushed chrome from model to model, and not a single item looks out of place.

But how do they ride? Paul James, product portfolio manager for the Motor Co., told me he hoped people wouldn’t say that the Softail performs well “for a Harley,” but that its performance would truly impress them.

Well, it did truly impress me. And every other guy I rode with.

If I’m honest, percentages of rigidity and performance increases go over my head—I just want a bike that feels good. The old Softail felt vague and spongy in corners, and the Dyna would flex if you pushed it too hard. But the new Softail is surprisingly agile—able to pitch into a corner, hold its line and fire out the other side.

Yes, it’s still a cruiser, so ‘agile’ is relative. And even though each model has improved ground clearance, you’re still eventually going to scrape pegs, footboards and sometimes exhausts.

If you’re looking to get a knee down, you’re obviously barking up the wrong tree. But we were riding on tighter and curvier roads than most customers will, at a pace that most customers won’t. And we were all loving it.

The 114 Milwaukee-Eight motor is truly monstrous, and the 107 isn’t far behind. And while big twins are all about torque, both love to be revved, with a slick and predictable throttle and fuelling feel. There’s also just enough of a vibe to stay true to that classic Harley feel, but not so much that I got off with numb hands or missing bolts at the end of the day (it’s happened to me before on the Dyna).

The six-speed box and torque-assist clutch shift easily enough, and I could actually find neutral, which was refreshing.

The brakes and suspension also impressed throughout the range. I seldom touched the rear brake (mostly because on some models I found the lever to be a little hard to reach, and didn’t have time to adjust it), and a couple of fingers on the front was usually enough to slow the bike down.

I mentioned the lack of fork adjustment to Harley’s people, and their reasoning was twofold: they reckon most customers won’t spend time on suspension setup, and the new forks perform well enough not to need it. I can see the logic in the first statement, and after spending miles riding these bikes harder than I should have, I walked away convinced.

So how did each individual model do? I’ll break down the key features of each, then what it was like on the road.

Heritage Classic 114 A traditional cruiser with saddlebags and a screen, the Softail Heritage Classic is the least relevant bike on this list. But that doesn’t mean it isn’t a sweet ride—and a good-looking one too, if that old school, big fender vibe is your thing.

Mine had a lush olive green paint job, surprisingly little chrome, and a mostly blacked-out motor.

It’s not the sort of bike you’d really customize outside of H-D’s own catalog, but it does feature upgrades like rigid, locking saddlebags, and cruise control. And I have to admit that the new LED lights—and the slick new analog-digital combo dial—are really well executed.

Out on the road, it shunts way quicker than grandpa’s Softail. As laid-back as it looks, it loves to rail turns and scrape floorboards. Sure, I’ll never dream of owning one… but if my retired Harley-loving parents upgrade this year, you can bet I’ll ‘borrow’ it.

Breakout 114 The new Breakout maintains the raked-out drag bike look that made the outgoing model so popular, but in a more modern package. The tank has a low profile from the side, and a killer outline when you’re looking down at it, with sharp corners up front and a taper towards the rider.

H-D were clear that the new Softails should retain as much classic Harley DNA as possible, but still move forward, and the Breakout’s running gear is the epitome of this. The oval LED headlight is inspired by the Livewire, and instead of a traditional speedo, there’s a narrow little digital dash integrated into the top handlebar clamp.

Riding the Breakout is a little weird. For boulevard posing it’s a dream, but with a skinny 21” front wheel and a whopping 240 mm 18” rear, pitching it through turns takes some getting used to. The front finds its line quick, but the rear takes a second to catch up.

It took a few corners to familiarize myself. But once I had the method down I was scraping the forward pegs, occasionally bouncing the exhaust’s heat shield off the black top, and literally laughing into my helmet.

Street Bob Harley-Davidson clearly didn’t want to spoil us too much, so they slipped at least one 107 into the set: the Softail Street Bob. As the cheapest new Softail, it’s the most likely entry point into the new range, and a logical step up for Sportster owners looking to upgrade.

Out the box you get a solo seat, mini ape bars and mid-mounted foot controls. The riding position is frankly bizarre and uncomfortable, but it’s also awkward in a way that makes you feel really cool riding it. I’m six foot tall, so a cruiser with a low seat height and mid pegs normally doesn’t cut it for me. Most guys my height are going to fit forward pegs and adjust the bars right away.

That’s also the Street Bob’s strength. It’s a blank canvas, and the Softail that’s probably going to get the most love from customizers. Plus there’s almost zero chrome on it, and it’s kitted with the same sweet little mini-speedo as the Breakout (finished in black).

It’s the lightest of the new range too, which—combined with its narrow 19F/17R wheel sizes—makes it the most flickable, and a total hoot to ride with those mini apes. Given the option, I’d be hard-pressed to choose between this guy, and the next one on the list.

Fat Bob 114 The bike that grabbed the most attention when the range was announced, the Fat Bob 114 is a muscle bike of the highest order. I’m a huge fan of the 2017 Dyna Low Rider S, and as far as I’m concerned, this is the replacement.

Let’s start with the obvious: the Fat Bob’s punch-in-the-face looks. If you think it’s weird and awkward, I’d like to direct you to the outgoing Fat Bob. Satisfied?

There’s not an angle on this bike that I don’t love. The pillbox LED headlight is killer, and so is the raised rear fender, the massive double barrel exhaust system, and the cast wheels. I normally detest drag bars on bike, but these drag bars start wide and taper down to 1”, held in place by beefy cutaway risers that tilt them closer to the rider.

My only gripe is the speedo. I love the analog and digital mash-up, and there’s plenty of information to keep you happy. But I was left pining for the same handlebar-mounted mini-dash as the Street Bob and Breakout.

Looking down at the tank to check speed on a monster motorcycle is less than ideal. (I asked, and swapping the speedo out isn’t possible without serious modifications).

Hooning on the Fat Bob was an epic experience. Harley’s Paul James hopes that this is the bike that will attract sporty riders who are fed up with pukka sportbikes, and he might just be right. It shouldn’t love corners because it’s 676 pounds (306 kg) wet. And it has 16” wheels measuring 150 mm wide up front and 180 mm at the rear. But it does love those corners—provided you’re willing to work for it.

You know how on some rides you just feel a bit off? That was me, the day I hopped on the Fat Bob. But once I’d figured it out I started finding my groove—just in time to swap bikes, sadly.

The trick is to counter steer, get your head and shoulders over, and muscle it through. It is hard work. It is tiring. But it’s bags of fun, and I’m aching for another go on a better day.

The Fat Bob is also blessed with the most ground clearance of the range, thick inverted forks offering even more performance, and pegs that are more mid-forward than fully forward. The biggest surprise? It was hands-down the most comfortable of the four.

So why are we talking about Softails, when there are more custom Sportsters on these pages than Softails and Dynas combined? It’s pretty simple. Harley-Davidson have said that they’re releasing 100 new models in ten years.

That’s a bold statement, and judging by just how different these new bikes are to their predecessors, they’re taking it pretty seriously.

It also has us thinking about the venerable Sportster. At 60 years old it’s long overdue for a major overhaul. If the Motor Co. was willing to kill off a bike as loved as the Dyna, is it that much of a stretch to imagine a modernized Sportster that lives up to its name?

I didn’t like Harleys up until a year ago, but somehow I’ve started to see the appeal. Sure, cruisers aren’t for everyone—but I’m convinced anyone will have a good time on these new Softails.

I asked Bill from Biltwell Inc. for his thoughts, and he said: “The bikes are pretty fantastic in context. We bought a Street Bob last week and are already falling in love with it.” And T-Bone at Noise Cycles was impressed too: “I could definitely roll the new Street Bob, and would be stoked to do my thing with it.”

High praise from guys in the know. Who else is looking forward to seeing what custom builders do with the new Softails?

Base prices in US$ for the new Softail models will be: Street Bob $14,499, Low Rider $14,999, Softail Slim $15,899, Fat Bob $16,999, Deluxe $17,999, Fat Boy $18,999, Heritage Classic and Breakout $18,999.

Harley-Davidson Softail range | Facebook | Instagram

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jonathanbelloblog · 7 years ago

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McLaren Senna is Brand’s New 789-HP Ultimate Series Model

The McLaren Senna, of course, is named after three-time F1 World Champion Ayrton Senna, who died in a crash during the 1994 San Marino Grand Prix. Senna was racing for Williams at the time, but he spent five years with McLaren prior to that. The sports car builder got the Senna family’s blessing to use his name for the car.

While we’ve no doubt the late Ayrton Senna would be honored to have his name on such a track-focused car, we wonder what he’d think of its design. If you think the Senna looks like a 720S with a bunch of extra bodywork tacked on, you’re sort of on the right track. The car is underpinned by a further developed version of the 720S’ carbon-fiber monocoque, called Monocage III. McLaren promises that all of the bodywork is functional, designed to deliver “downforce and aerodynamic balance.” Every body panel on the Senna is made of carbon fiber, which helps bring the weight down to 2,641 pounds (without fluids). That makes this the lightest McLaren road car since the F1, according to the sports car builder.

McLaren says the Senna features next-gen active aerodynamics, including the front splitter, rear double diffuser, and 48-inch tall rear wing. The rear clamshell was designed to both cool the engine and provide optimum downforce, with Gurney flaps placed in front of stepped louvers that direct air to the sides of the body. The rear wing is hydraulically actuated and constantly adjusts based on what the car is doing. It has a total surface area of more than 1,007.5 square-inches and can act as an airbrake.

McLaren’s RaceActive Chassis Control II (RCC II) hydraulic suspension setup is used in concert with the already stiff carbon-fiber monocoque to deliver exceptional cornering ability. The system features a double-A-arm suspension with hydraulically interconnected dampers and hydraulically adjustable anti-roll bars. It also utilizes variable damping and ride height adjustment tech from the P1. Primary suspension settings include Comfort, Sport, and Track, but a Race mode can be engaged via a roof-mounted switch. The Senna rides on specially developed Pirelli P Zero Trofeo R tires, and gets carbon-ceramic brakes at all four corners.

Inside, you’ll find the bare minimum of creature comforts. Exposed carbon fiber dominates the interior, and the seats can be upholstered in either Alcantara or leather, depending on customer preference. Controls are also minimalist to reduce clutter, with a buttonless three-spoke steering wheel and vertical central screen front and center. If you have stuff to transport, take a different car. The McLaren Senna has only enough room for two helmets and race suits behind the seats.

The post McLaren Senna is Brand’s New 789-HP Ultimate Series Model appeared first on Automobile Magazine.

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eddiejpoplar · 7 years ago

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McLaren Senna is Brand’s New 789-HP Ultimate Series Model

The McLaren Senna, of course, is named after three-time F1 World Champion Ayrton Senna, who died in a crash during the 1994 San Marino Grand Prix. Senna was racing for Williams at the time, but he spent five years with McLaren prior to that. The sports car builder got the Senna family’s blessing to use his name for the car.

While we’ve no doubt the late Ayrton Senna would be honored to have his name on such a track-focused car, we wonder what he’d think of its design. If you think the Senna looks like a 720S with a bunch of extra bodywork tacked on, you’re sort of on the right track. The car is underpinned by a further developed version of the 720S’ carbon-fiber monocoque, called Monocage III. McLaren promises that all of the bodywork is functional, designed to deliver “downforce and aerodynamic balance.” Every body panel on the Senna is made of carbon fiber, which helps bring the weight down to 2,641 pounds (without fluids). That makes this the lightest McLaren road car since the F1, according to the sports car builder.

McLaren says the Senna features next-gen active aerodynamics, including the front splitter, rear double diffuser, and 48-inch tall rear wing. The rear clamshell was designed to both cool the engine and provide optimum downforce, with Gurney flaps placed in front of stepped louvers that direct air to the sides of the body. The rear wing is hydraulically actuated and constantly adjusts based on what the car is doing. It has a total surface area of more than 1,007.5 square-inches and can act as an airbrake.

McLaren’s RaceActive Chassis Control II (RCC II) hydraulic suspension setup is used in concert with the already stiff carbon-fiber monocoque to deliver exceptional cornering ability. The system features a double-A-arm suspension with hydraulically interconnected dampers and hydraulically adjustable anti-roll bars. It also utilizes variable damping and ride height adjustment tech from the P1. Primary suspension settings include Comfort, Sport, and Track, but a Race mode can be engaged via a roof-mounted switch. The Senna rides on specially developed Pirelli P Zero Trofeo R tires, and gets carbon-ceramic brakes at all four corners.

Inside, you’ll find the bare minimum of creature comforts. Exposed carbon fiber dominates the interior, and the seats can be upholstered in either Alcantara or leather, depending on customer preference. Controls are also minimalist to reduce clutter, with a buttonless three-spoke steering wheel and vertical central screen front and center. If you have stuff to transport, take a different car. The McLaren Senna has only enough room for two helmets and race suits behind the seats.

The post McLaren Senna is Brand’s New 789-HP Ultimate Series Model appeared first on Automobile Magazine.

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