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liulouxi · 1 year ago

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Talking about Battery Replacement Cabinet Software from Battery Replacement Cabinet Manufacturers

Before sales, customer service colleagues provided feedback that many customer friends were not very familiar with our software products. Based on this, I will ask: What problem does software solve? What are the software doing now? What is the ultimate goal of software? Here are three questions to give you a general introduction to our software on the Hexup.

Before discussing the battery swapping software, let's first introduce the relationship between our Hexup and the battery swapping market.

At present, we are engaged in light vehicle battery swapping on the Hexup, mainly as a solution provider for two wheeled vehicle battery swapping business. Two wheeled vehicle battery swapping refers to a mode of providing battery swapping services for electric bicycles or motorcycles. In this mode, when the vehicle battery is depleted, the owner can quickly replace a fully charged new battery at a dedicated battery swapping station, without spending a long time waiting for the battery to fully charge like traditional charging. The customer group for battery swapping services for two wheeled electric vehicles is mainly divided into B-end customers, C-end customers, and S-end customers.

The B-end is mainly aimed at people who frequently use electric bicycles or motorcycles for delivery services, such as delivery riders and couriers. They usually need to use the vehicle frequently and over long distances, and have high requirements for battery life and charging convenience. C-end customers refer to customers who travel on a daily basis, such as riding an electric bike for the purpose of going to the supermarket to buy groceries, picking up and dropping off children to and from school, going out for meals, etc. S-end battery swapping refers to shared transportation. In fact, in many cities, the "subway, bus+shared cycling" method is already standard for office workers; Compared to other modes of transportation, taking into account factors such as speed limits and travel costs, using shared electric bicycles for travel within 5 kilometers has more advantages in terms of cost-effectiveness and comprehensive experience.

The above three types of users are the main users of the two round battery swapping business and also our passive service group. And our direct customers are merchants who want to do battery swapping business (hereinafter referred to as operators), so what resources do operators who want to do battery swapping business need? What is the entire battery swapping process like? As shown in the figure:

When the battery is almost depleted, users can open the battery swapping mini program/APP, search and navigate to nearby battery swapping stations, return the low battery by scanning the code, and after a few seconds, other battery swapping stations will automatically pop up fully charged batteries, completing the battery swapping process.

To meet this battery swapping process, the operator needs six resources: battery, battery swapping cabinet, mini program/APP, vehicle, user, and operator. So far, during this process, the Hexup mainly provides the battery swapping cabinet and the software system required for battery swapping. There are two things that operators must do well in order to become bigger: first, they must control asset security issues; The second is to improve service quality. These two points are closely related to the services we currently provide and require our deep involvement. Briefly describe these two points:

The direct manifestation of asset safety issues is battery fires. If a battery catches fire, most of the reason is due to the BMS. As the brain of a battery, BMS needs a set of calculation and control strategies for key parameter indicators (temperature state, state of charge, charge discharge rate, etc.). Secondly, it depends on the battery swapping cabinet and software system, such as whether the cabinet machine turned off the charger and triggered the smoke detector before the fire broke out; Did the software system send a message notification to the operator after the fire broke out, and did the fire extinguishing devices (water fire protection, aerosol) of the cabinet machine start. These are the services that our products on the Hexup need to provide.

Improving service quality is the decisive factor while ensuring asset security. There is a four word formula for the quality of battery swapping services: more, faster, better, and more economical.

"Duo" includes three levels: dense battery swapping points, multiple battery swapping points, and full battery capacity, all of which are indispensable. Network density enables users to easily find replacement stations; Multiple battery replacements are necessary for users to have a battery to replace; The user only needs to replace it when the battery is fully charged. During the peak period of user battery swapping, battery swapping operators need to schedule the battery's busy schedule to maximize the satisfaction of user needs at popular battery swapping points.

"Fast" includes two levels: when users need to change batteries, they need to navigate to the branch quickly, and when they arrive at the branch, they need to change batteries quickly. The ultimate goal of battery swapping is to provide battery swapping services that are comparable to refueling speed, and even make battery swapping more convenient than refueling.

"Good" includes three aspects: a good experience during battery swapping, running far without any malfunctions while driving, and emergency rescue or repair in case of malfunctions. For example, if a user does not have a fully charged battery or needs to queue for a long time when changing batteries, they will not have a good experience. Not being able to run far or suddenly experiencing a power outage during the driving process can affect the services being provided, and if rescue efforts are delayed and unable to arrive, it is not even a good experience.

"Province" includes two levels: low cost of single or monthly battery swapping, and long distance per kilowatt hour of electricity after swapping. "Saving" is a concern for many users, and calculating the "economic account" is essential for smart consumption. At present, light vehicles generally adopt a 299 yuan monthly unlimited battery swapping package, while cars generally use mileage based charging for battery swapping.

The key to improving service quality for operators is the software service system provided by our Hexup. At this point, the conclusion of the first question comes out. The existence of software systems is aimed at assisting operators in better implementing "more fast, better economy" and improving the quality of service provided by operators to customers.

What are the software teams on the Hexup doing?

So far, it has been aimed at solving the problems of domestic operators and optimizing the current software itself. In addition, development will be arranged according to the specific needs of major clients.

The software provides several battery swapping related products:

Operating system for cabinet machine screen

SaaS backend system used by operators

The battery swapping mini program used by operators' users

The operation and maintenance mini program used by operator maintenance personnel.

As far as the current software is concerned, we have already met the daily operational needs of operators, continuously making deep optimizations in activity management, after-sales management, abnormal data reporting, and other aspects. The software goal has shifted from solving "is this possible" to "is this also possible?!". And the demand has also begun to shrink, software needs to first cultivate "internal skills", and then cultivate "external skills" after mastering internal skills.

What will the software ultimately look like?

Previously, battery swapping products were mainly improved from the hardware dimension of the product, such as increasing cycle times, improving waterproof and anti drop capabilities, and improving the quality of cable plugs. But in the future, hardware issues will no longer be the main direction of product improvement, and the direction of product improvement should be in software. The direction of software optimization, such as the algorithms of BMS, cabinet control system, and platform system, and their collaboration, is to think from the user's perspective on how to improve user experience and satisfaction.

The enterprise that truly wants to establish a foothold and develop in the battery swapping industry must be one that values products, operations, and services. Moreover, the integration of vehicle and electrical cabinets is the future development direction, and the main customer group of operators will gradually transition from B-end riders to C-end users.

According to this principle, the software must support two major business scenarios: "integration of vehicle and electricity" and "separation of vehicle and electricity", and have a set of SaaS systems that cover asset input, operation strategies, and after-sales service improvement. Secondly, it is highly likely that strong operators will have to develop their own business platforms, so we will provide comprehensive communication protocols to connect and use with customers.

Finally, we will do some ecological things based on the capabilities of the upstream and downstream industries, so that operators can only see all other data related to battery swapping on the Hexup software platform. We won't go into detail here. If you want to learn more about battery swapping products, you can contact our customer service personnel on the Hexup official website.

#battery #energy #hexup #manufacturer #cabinet

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ailtrahq · 1 year ago

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Bitcoin mining revenue or “hash price” — a measure of dollars earned per TH/s per day — has slumped to levels not seen since the collapse of FTX in November 2022, while hash rate has reached new highs. Over the past week, Bitcoin network hash rate topped 414 exahashes per second (EH/s) on Aug. 18 marking a new peak for the metric.The peak has seen network hash rate surging 54% from what it was at the beginning of 2023 and 80% over the past 12 months, according to Blockchain.com.BTC hash rate and price 1 year. Source: blockchain.comHowever, while the network looks good in terms of security, things are not so rosy for Bitcoin miners as revenue has fallen sharply, hitting levels when BTC fell to a market cycle low of around $16,500 in November 2022.According to HashPriceIndex, revenue is just $0.060 per terahash per second per day, around half of what it was in early May when the Bitcoin Ordinals inscription frenzy caused a heavy demand for block space.Market analyst Dylan LeClair commented on the falling revenue and hash rate peak stating that more efficient new rigs will keep being produced, “but it's almost time for the price to outpace,” meaning that prices need to adjust upwards to keep mining profitable at such high hash rates. Miner revenue per terahash. Source: GlassnodeBitcoin miners have reportedly been relying on funds from stock sales in the second quarter to keep them afloat during the bear market.On Aug. 24, Bloomberg reported that the 12 major publicly traded miners raised about $440 million through stock sales in Q2. Major $BTC miners are in BIG trouble heading to the halving To avoid selling the ~$900M BTC they're hoarding, miners relied on debt and diluting shareholdersNow those lifelines are drying up. Soon their only option is dumping into the markethttps://t.co/I27tvV4kxu— Rho Rider (@RhoRider) August 26, 2023 Mark Jeftovic, who runs the Bitcoin Capitalist newsletter, said “Some mining companies are diluting shareholders at an excessive rate,” before adding “If they are diluting you faster than Bitcoin is going up, then you are going the wrong way on a treadmill.” Source

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gasbikeusa · 2 years ago

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Comprehensive Guide On Choosing The Best Mini Bike

Do you want a fun, novel way to bike across town or on the trails? A tiny bike from Gasbike.net is the only option. Gasbike.net provides something for everyone, from novice riders to seasoned riders, with its broad assortment of high-quality tiny motorcycles. This comprehensive guide will cover all the information you require to make the best mini bike decision possible.

Introduction To Gasbike.net and Mini Bike

A mini bike is a little, powered bicycle that's great for commuting and off-road excursions. They don't need a lot of upkeep and are simple to ride and park. An extensive selection of small bikes, from gas to electric, are available from Gasbike.net, an online motor bike shop. They provide products from companies including Coleman, Monster Moto, and MotoTec.

Consider Features & Specifications

It's essential to take into account the features and characteristics that are significant to you before selecting a tiny bike. Here are some essential considerations:

Engine Size: The engines of mini motorcycles range in size from 49 cc to 212 cc. The bike's power increases with engine size.

Mini bikes may run on either gasoline or electricity as their fuel source. Mini motorcycles with gasoline engines have more power, while those with electric engines are quieter and more ecologically friendly.

Tire Size: The stability and handling of a tiny bike can be impacted by the size of its tires. While smaller tires are better for maneuverability and larger tires are more stable on uneven terrain.

Drum brakes and disc brakes are both available for little bikes. Drum brakes are less expensive, while disc brakes provide higher stopping force.

Suspension: A tiny bike's suspension has a big impact on how it rides. Some mini bikes have either front, rear, or both suspensions.

Frequently Used Mini Bikes from Gasbike.net

Here are a few of the most well-liked mini bike sales available on Gasbike.net:

The highest speed of the Coleman CT200U's 196cc gas-powered micro bike, which has both front and rear suspension, is 24 mph. It's ideal for off-road excursions.

The Monster Moto Classic 212CC is a gas-powered micro bike that has a 212cc engine and a top speed of 33 mph. It features substantial off-road tires and a steel frame.

MotoTec 24V Electric Dirt Bike: This electric-powered micro bike can go up to an hour on a single charge and has a peak speed of 5 to 10 mph. It is ideal for beginner riders.

Mini Bikes

Small, light mini bikes are frequently propelled by tiny engines. Both adults and children will like riding them because they are made to be enjoyable and simple to use. These motorcycles come in a variety of shapes and aesthetics, including classic gas-powered and electric variants. You may discover a variety of tiny motorcycles at Gasbike, including gas- and electric-powered versions, each with its own special features and characteristics.

Gas-Powered Mini Bikes

Due to their strength, speed, and durability, gas-powered mini motorcycles are popular. They are available with engines ranging in size from 50cc to 212cc. The bike's speed and power increase with engine size. Mini motorcycles with gas engines are often more costly than those with electricity, but they provide a more realistic riding experience. The TrailMaster MB200, the Coleman CT200U, and the Monster Moto MM-B212 are a few well-known gas-powered micro motorcycles.

Electric Mini Bikes

Due to its low maintenance requirements and noise-free operation, electric micro bikes are growing in popularity. They are ideal for younger riders and are great for riding on bike paths or around neighborhoods. Compared to gas-powered models, electric mini bikes often have a lower top speed and range, but they are still a lot of fun to ride. Electric micro motorcycles like the TaoTao E1-500, the Razor MX350, and the Razor E300 are available at Gasbike.

Wrapping It Up

A thrilling and enjoyable way to take in the outdoors and discover new areas is to select a mini bike from Gasbike.net. Everyone may choose a high-quality little bike from their extensive collection. Choose a mini bike that suits your needs and your budget by taking into account the features as well as specifications that are significant to you. Have fun and drive safely!

Frequently Asked Questions and Answers

What is a tiny bike's maximum weight capacity?

It varies on the individual small bike sold, however most of them can support up to 250 pounds.

Is a specific license required to operate a tiny bike?

That depends on the legislation in your state. A tiny bike can be driven without a license in certain states while a driver's or motorbike license is necessary in others.

Are mini bikes safe for kids?

Yes, but it's crucial to pick a tiny bike that's suitable for the child's age and degree of experience. You should also always keep an eye on them while they're riding.

#mini bike #motor bike shop

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dutifullyfreelady · 4 years ago

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Discovery Week

One of the problems that we are facing today is this pandemic, this pandemic has brought danger to us and it is really a life changer for us, none of us had ever expected that this will happen to us, and because of this pandemic, the numbers of people that are allowed to go outside are just limited from one person per family, but what about those families who are very busy and doesn’t have the time to buy for their needs? In this time of the pandemic, most of us today are only relying on online selling platforms like lazada, shopee, etc, but how certain are we that we will be receiving the right product? How certain are we that our purchased product is 100% safe, legit and not defective? As a matter of fact, we often buy expensive and overcharged items, also we can’t deny the fact that some of the quality of the products that are bought online isn’t worth it. The costumers today are also having a hard time because some of their heavy equipment can’t be delivered door to door, especially that the majority of us doesn’t have a car and the unavailability of the vehicle brought burdens to us also, especially that most of the couriers will not deliver our orders here in our area because it’s in the “bukid”, moreover, there are also a lot of people who lost their job because of the pandemic. As a group, we hypothesize that most of the consumers are having problems in receiving their items from online stores, most of the time they will receive defective items and wrong items, or products that didn’t reach their expectations, maybe it’s because of the mishandling of the courier in addition to that, costumers today are also suffering because of the unavailability of the vehicles.

And to prove our hypothesis, we had conducted an online interview and this will serve as our hypothesis testing to prove whether our hypothesis is right, as much as we would like to interview strangers, we aren’t allowed to go outside and to interact with people whom we don’t know, especially that we are minors. Last September 10, 2020, I already conducted my interview and completed the 8 people, I only interviewed 8 people because I’m not allowed to go outside our subdivision for I am still a minor. The first four people that I had interviewed are Ms. Corrine Joyce Baloc, Ms. Ghendie Ann Rubin, Mr. Nathaniel Laquia, Sarah Salagantin, and Ms. Cyrell Escudero they were my classmates in Senior High School and they are currently studying at Xavier University Ateneo de Cagayan as a Psychology student, it is important to include students in our interview because they are one of our market targets, the four of them shares the same problem, as a consumer, their problem is that they are easily being deceived by the sales talk and being fooled by the pictures in the online shop and they usually get a low-quality product, like such as she would discover that their purchased product does easily get broken after few weeks of using it, they also have a problem of overpricing and overcharging of the products. We included them in our interview because most of the consumers today are teenagers and students. The fifth and sixth and seventh person on my list is Kyneshi Omamalin and Rey Inihao, they are already in their mid-30’s and currently working at Rebisco Corporation at Alae, Manolo Fortich, Bukidnon, one of their problems as a consumer is that they usually get upset most of the time because of the turtle service of the company today specially that we are in the midst of a pandemic, the service today is really slow and for the eighth person on my list is Ms. Rhoda Petalcurin, she is a housewife and according to her, one of her problem as a consumer is that most of the time, the information of the products aren’t complete that’s why she is having a hard time on what product she will be purchasing because most of the sales lady today doesn’t have a pleasing attitude and aren’t approachable.

Based on the hypothesis testing that we had made through an online interview, we proved our hypothesis right, most of the consumers' problem today is getting defective products, products who aren’t worthy of our penny and receiving wrong items, while some of us are having problems with an unapproachable sales representative and because of that, the consumers often bought the wrong products because they don’t have any knowledge on what product they will be purchasing.

During our group meeting we have discussed on what problem we will be solving, I suggested to them that we will just be making an app that will provide and cater all the needs of the consumers, since our hypothesis is proven right, In order to help the costumers and the jobless people who are in need, the our group decided that we will be developing an app just like food panda and grab, by this app, we will be able to help those who are in need, our app will be called “GRAB IT” our app will not only focus on the foods, we will also catering other concerns, for an instance, there is this girl who needs to buy a new earphones because her old earphones is already broken, all she needs to do is to is to download the app on the play store and app store, after downloading the app, she will see a list of riders that is available, she will then choose her rider and book for an appointment, after booking her appointment, a confirmation code via SMS will be sent to her, all she needs to do is to input the code, after that, the costumer will have the number of the rider so both of us can talk properly and also for the costumers convenience, the costumer will tell her concern to the rider and the rider will serve as an helping hand to the costumer, the rider will then go to the mall to buy her desired earphones, and it will be deliver to their houses, door to door, the mode of payment will be cash on delivery and via bank and for the jeepny drivers, they are the ones who will be catering the needs of the costumers, specifically in purchasing heavy objects and equipment, for example, costumer 2 is having a hard time because his purchased cabinet and sofa sets will not be delivered to his house due to the strict implementation of the ECQ, all he need to do will just book for an appointment and after few hours, his cabinet and sala set will now be delivered to him. To make sure that the costumers are not playing a prank, we will be implementing strict rules and regulations that they need to follow, and if they will be violating this, we will make them pay for a fine ranging from 100,000-900,000 to ensure that none of our riders will be tricked since we will be using the company’s fund to buy their needs. We choose this solution because we want to help the people who are suffering due to the pandemic as well as to the drivers who lost their jobs due to the pandemic, also our prices are very affordable and reasonable, especially that all of us are having a hard time during this times. Our prospect target will be the people who are living specifically in Bukidnon and Cagayan de Oro, we will be having three warehouses, our first warehouse will be located at Valencia Bukidnon, we chose that area so we can cater people who are in nearby areas just like Maramag and Malaybalay City, our second warehouse will be located at Cagayan de Oro City while the third one will be located at Manolo Fortich Bukidnon so we can cater people who are living near Manolo Fortich just like Alae, Damilag, Crossing, Libona and Camp Phillps Bukidnon, anyone who are living in the said area, specially that most of the couriers will not deliver in that area, it would be an advantage for us since we will only have small competitors, who’s age are ranging from 15 and up will be our customers, we choose that age gap because most of the people who are in that age are the ones who are fond of using online business and other online selling platforms. Luckily, all of my groupmates agreed on my suggestion.

I learned a lot of lesson in this week, one of them is having teamwork, as we all know teamwork is a lesson that all of us should never forget, because you will have to work in groups in your life, if we will ignore teamwork and cooperation, we will face lots of challenges and difficulties along the way, just like for example, in a group, without teamwork, no work will be accomplished and if everyone works in a group, the amount of work that is accomplished is more than what an individual alone can achieve. When everyone works in a team, we can achieve our goal, it makes things easier for every person in an organization, therefore working in teams helps each person in the team or group aside from that, you can learn a lot of things from your groupmates, and this proves that no man is an island.

#entreprenuership #entrepreneur #interviewdone #myfirstblog #entreprenuerlife #firstweek

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motorcyclespeakers-blog1 · 5 years ago

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Best Hoverboards For Kids

Not every hoverboard is appropriate for kids or children; a few hoverboards are heavy, large, difficult to operate, and therefore are capable of traveling quite quickly. Luckily, some hoverboard manufacturers are making hoverboards with kids at heart.

When searching for kids search for hoverboards using 6.5″ wheel dimensions or smaller. They're lighter, making them easier for your kids to carry along with also the small wheel dimensions make them easier to maneuver by smaller riders. Check out our comparison chart and then the testimonials to find the best hoverboards for kids.

Best Hoverboards for Kids Reviews

1. Sisigad Pure Color Hoverboard for Kids:

If you'd like a traditional hoverboard model that's well-sized for children, check out this one. The Sisigad Pure Color series is perfectly sized for kids with 6.5″ wheels and contains LED lights on front, bumpers, and even the wheels for extra visibility. For more, visit Geekwake.

The feature that makes the Pure Color series a great hoverboard for kids is the easy ride mode that's ideal for beginning and young riders to learn.

With its battery management, this self-balancing scooter provides extra safety Along with the UL safety certification to reduce overheating.

I'll note this model is a bit faster than a number of the other people, with a high speed of 9 mph. You might want to decide on a slower version if you are concerned about your kid being a speed freak.

If your child has been begging for a hoverboard with cool features, Sisigad delivers them at an affordable price. The Pure Color series includes awesome multi-color LED lights on both wheels and also speakers so you can listen to music as you journey.

2. Swagtron T5 Hoverboard for Kids:

Swagtron is one of those top hoverboard brands plus they have been around since the start of the trend. Their T5 version is designed for new riders and can be advertised as their entry board.

The best attribute for riders that are young is your learning mode, which restricts riding rates while they're first learning how to function the board. Additionally, it helps stop the hoverboard from suddenly going too fast, which reduces falls.

While the T5 doesn't have some flashy features, the more compact dimensions (it only weighs 19 pounds). And has 7″ wheels makes it good for young riders. This is the best hoverboard alternative for children and teens.

3. Cho Power Sports Kids Hoverboard:

If you'd like your kid to stick out from each of the other hoverboards on the block, then the Cho Power Sport features a cool new design for a cheap and perfectly kid-sized self-balancing scooter.

Though the design is sleeker and more modern than other manufacturers, it is still a 6.5″ hoverboard that is great for kids and teens. It's a weight limit of 160 lbs, so it can be ridden by some adults as well. This is a road hoverboard, so it can only be ridden on smooth surfaces such as streets and sidewalks.

One of the reasons the Power Sports hoverboard is indeed good for kids is that it merely has a maximum speed of 6.5 mph, which means that your kid can not ride too quickly. For more, visit Geekwake.

It has a riding array of 10-15 miles. You can bag your hoverboard around thanks to the built-in carrying deal. Use the Bluetooth speakers to play your faves, if you would like to listen to music. This is a great solution for kids of any age.

4. Sea Eagle Flash Lights Hoverboard:

If you're looking for a hoverboard for kids with a bit more pizzaz, check out this. Sea Eagle creates a"Flash Wheel" model that's made to be seen.

It includes LED knobs on the wheel bumpers and across the front of the hoverboard, but what sets this model is the lights on the wheels. These lights are fun and help when they are riding your child remain visible. These hoverboards cost around $200.

In addition to the fun lights, the Hoverheart also has built in Bluetooth speakers, which means that your kid may enjoy their favorite songs while they ride. In addition, it has all of the essential safety certificates and is created from plastic. This model only goes around 7.5 miles per hour, which is perfect for many kids.

5. Segway Ninebot S Smart Self-Balancing Electric Scooter:

Segway makes premium personal transporters that offer a ton of fun for all ages. In reality, the Segway Ninebot S is just one of our favourite options for adult riders and kids.

The S comes with a smaller price tag than the S Plus, at a smaller size. While the plan isn't great for performing tricks on, it's ideal for riding around and easier to operate than other board-like hoverboards.

Would be the kneebar. This makes driving it easier, as it helps you steer and maneuver the hoverboard.

This model is not difficult to ride on even the street or the sidewalk --and it includes taillights for visibility. Another feature that sets it apart from the hoverboards for kids is your mobile app.

This free app permits you to lock the transporter, upgrade the firmware, diagnose issues, monitor ride data, and personalize the LED lighting. Additionally, it has a guide to assist you learn to ride it.

We highly recommend this model if you're searching for something everyone in the family can ride (like adults!).

Frequently Asked Questions Concerning the Best Hoverboards For Kids:

Are these hoverboards secure?

Back in 2015 and early 2016 a number of hoverboards caught fire due to faulty batteries. The hoverboards that were involved have since been remembered and therefore are on sale.

The hoverboards that you can purchase today come are re-engineered with UL accredited batteries that are safe and analyzed for quality.

How old should a child be before they could ride a hoverboard?

Most of the best child hoverboards are designed to encourage riders which are at least 40 pounds. That is all about age five and up, though some four-year-olds may meet that weight requirement.

Even manufacturers of 4.5″ hoverboards urge cyclists be at least 6 years or old to journey, and also their hoverboard is among their best ones for kids. Our recommendation for parents would be to take into consideration several factors prior to buying a hoverboard for the son or daughter.

Evidently, weight is important so they may safely maneuver the board. I would take under account coordination and balance. If your kid enjoys rollerskating, skateboarding, or bicycle riding and is able to master the abilities to perform those types of activities successfully and loves themthey will likely enjoy riding a hoverboard.

If your child isn't outdoorsy and has poor coordination or balance, a hoverboard may be tricky for them to learn and you might want to start them with a safe hoverboard option .

What is the weight limit on these hoverboards for kids? Can adults use them?

The weight limit on kids' hoverboards changes from model to model but it's not unusual for children's hoverboards to allow users up to 220 as well as 260 lbs. Many have minimal weights usually 40 pounds.

Bear that in mind if your kid is on the smaller side. If you want to buy a hoverboard that the whole family can enjoy, be certain that you pay attention to the minimum and maximum weight limits before you purchase it.

Do kids will need to wear safety gear when riding a hoverboard?

Yes! Proper safety gear is critical for any hoverboard rider kids. When they learn to ride, they will fall off and get bumps and a few scratches. The same as with bikes, skateboards, and roller skates, pads and helmets are crucial to prevent injuries.

When your child becomes a hoverboard expert, there is still a chance of accidents if they ride in areas with bikers, skaters, and riders. A hoverboard helmet is your complete minimum security equipment a child should wear when they ride.

You should also look at purchasing safety pads and security lights . Besides protective equipment, you should also track your kids while they're riding to help them assist them if they have any difficulties and avoid conditions that are dangerous.

Do these hoverboards for kids possess speakers?

Many versions of slide boards consist of built-in speakers which can be controlled by means of a individual's iPhone or Android apparatus wirelessly using Bluetooth to perform audio.

Not every model includes these built-in speakers nevertheless so if they're important for you, you are going to need to double-check every version you consider to make certain they have it.

What occurs when the hoverboards run out of battery?

Hoverboard batteries last distinct amounts of time based on various different variables like use, speed, whether or not it's on a mountain, etc.. Many hoverboards have low battery indicators to allow the user know when they are running on battery.

Most hoverboards have a mechanism that will stop the hoverboard at a balanced stop when power is very low to protect against. For more, click here.

#hoverboard #hoverboardsforkids

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freewheelen · 6 years ago

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DEMO RIDE: 2019 Royal Enfield Himalayan

The tach needle bounced off the red line. The motor screeched. My hands clenched the grips. An 18-wheeler barreled by with a gust of displaced air, pushing the bike - and me - to the side of the highway.

In my quest to find the perfect second motorcycle, I’ve rented an FZ-07. I’ve test ridden Zero’s naked bike, the SR/F, and demoed their dual-sport, the FX. While all of those bikes were great in their own respects, none of them met my criteria: light, dirt-capable, and cheap. So when I heard that Royal Enfield was launching a nationwide tour featuring some of their newest models, I knew there was strong potential to find my scrambling side piece.

Titled Pick Your Play, Royal Enfield’s demo ride event brought me to the highly revered Southern California Motorcycles in Orange County, CA. If you should know anything about Royal Enfield, it’s that the Indian company relies on classic styling with no-frills engineering. You won’t find traction control or TFT displays on their motorcycles. Liquid-cooling and heated grips aren’t featured on any Royals. Shoot, most of the models don’t even have gear indicators.

It’s this unabashed appeal to the “purist” that differentiates the brand from its competitors while keeping their prices low and their “cool” factor high. However, harkening back to yesteryear not only attracts hipsters it also attracts the riders that were around for the original Cafe-styled bikes: old dudes! And if you’re looking to attract aging gentlemen, you’d be smart to host your demo rides in the bastion of affluent retirees - The OC.

Aside from the 3-4 participants that were in my age group, I’d estimate that the majority of the attendees were collecting Social Security. Let’s just say that there was an abundance of high-viz gear and modular helmets. One of my favorite guys was even sporting a shirt with the term “Air-cooled” emblazoned across the chest. Now, please don’t read any of the previous statements as ageism. I LOVE old dude shit (I mean, I ride a Harley). I only point out the age discrepancy because Royal Enfield specifically cast the spotlight on the INT 650 and GT 650 for the Pick Your Play event, two models aimed at a younger rider.

Though attendance was strong, I’m not sure if Royal Enfield expected this turn out when they pushed off on their 8-city tour. To the company, these retro-cool, city-dwelling models cater to a younger demographic. If I can’t convince you of that fact, maybe the event flyer can...

With all of that in mind, when I approached the sign-in desk to reserve my first demo ride, I did the most “old dude” thing possible, I asked to test out Royal Enfield’s adventure bike: the Himalayan.

The Himalayan was dirt-capable. Check! The Himalayan was light (well, lighter than my Harley). Check! The Himalayan was cheap. Check! So when I threw my leg over the 31.5 inch-high seat, I couldn’t help but have high hopes for Royal’s compact off-roader.

As the instructor hollered liability terms and the obligatory sales pitch, I looked over the bike. The simplistic, classic lines spoke to my minimalist preferences. The lack of gadgets and rider aids made the model feel immediately approachable.

With its metal tank, bare-bones instrument cluster, and halogen headlight, the vintage-styled dual-sport looks like it could have been a contestant in the original Dakar Rally of ‘79. Based on looks alone, it would be understandable if you confused the Himalayan for BMW’s iconic R80G/S. But Royal Enfield isn’t sharing market space with Beemer’s first GS, it’s up against a much more advanced generation.

Unlike the leader of the adventure class, BMW’s R 1250 GS, the Himalayan doesn’t boast a navigation system with Bluetooth connectivity, you won’t find a quick-shifter on it, there isn’t an Electronic Suspension Adjustment system, it doesn’t need Hill Start Control (does anybody?). But also unlike the GS, Royal’s ADV isn’t ugly as sin, and that may be the bikes biggest appeal, its aesthetics.

From the exposed sub-frame to the fork gaiters, from the skid plate to the ‘HIMALAYAN’ branded side panels, from the cafe-esque gas tank to the aluminum panniers, Royal Enfield’s thumper is easy on the eyes (as far as adventure bikes go...). The single-cylinder engine, tank guard, and high front fender complete a very tasteful package. But once I finished ogling the thing, I wondered to myself, ‘would function live up to form?’

I settled into the ultra-comfortable seat, grasped the handlebars, and retracted the kickstand. With my right boot resting on the peg, I jammed the shifter into first gear, revved the engine, and slowly released the clutch. To my surprise, the friction zone didn’t engage until I was about 3 quarters of the way out. I’m sure this was a result of tens of thousands of miles racked up on a nationwide demo tour, but it certainly brought back a long lost feeling, as memories of stalling out flashed before my eyes. I thought of the time I bogged the engined and dropped the bike in an intersection. I cringed as the sound of honking horns came rushing back. Thankfully the power kicked in just in time, relieving me of that dreaded “novice” embarrassment (especially in front of these seasoned riders).

Once I got up to speed, I repositioned my feet, a necessary adjustment on the Himalayan. With the pegs residing directly under the rider and the pedals at a level angle, I couldn’t decide whether I wanted to scoot fore or aft on the saddle. I eventually sided with a forward-leaning posture, but that left me feeling as if I was mounting a rocking horse.

Luckily, I was able to work myself into a passable position as we approached our first light. At a slow roll and with the relatively low seat height (for an ADV), I could duck walk the bike, a comforting attribute when you’re new to adventure riding, even if it makes you feel like a toddler on a pushbike. But it’s when you twist the throttle on the Himalayan that it makes you feel like you’re actually on training wheels.

Touting 25 HP and 20 ft-lb of torque, Royal Enfields little 400 felt like it was running through mud, despite the fact that we were rolling over fresh pavement. Though I didn’t record the time any of my 0-60 mph pulls on the single-cylinder scoot, the combination of the stocky frame and the anemic motor allows me to comfortably hypothesize that it was well into the double digits (in seconds).

The inherent sluggishness of the Himalayan was most evident in one of the worst places possible: the freeway onramp. As the group merged into the congested lanes of Highway 57, I cranked on the throttle. The tach needle bounced off the red line. The motor screeched. My hands clenched the grips. An 18-wheeler barreled by with a gust of displaced air, pushing the bike - and me - to the side of the highway.

Luckily our freeway run only lasted a quarter-mile, as the fleet of Royals exited at the very next turnoff. Re-entering the comfortable confines of surface streets allowed me to re-gather my wits and put the Himalayan back where it belonged, on roads with speed limits below 65 mph. At this point in the demo, I saw RE’s little adventurer as a glorified moped with taller suspension and better ergos. It didn’t help that in addition to the unenthused acceleration, the bike didn’t receive any help from the clumsy gearbox.

At only 5-gears, the transmission felt like an accurate reflection of the Himalayan’s $4,499 MSRP. I found myself unintentionally shifting into neutral several times throughout the ride. It was quite amazing that I could find neutral not only during my upshifts but also during downshifts. The problem is, I was trying to find 1st and 2nd, not neutral. On the other hand, I’m grateful that Royal Enfield outfitted the dash with a gear indicator so I could quickly identify any hiccups with the shifting. That feature was certainly handy when I rolled to a stoplight in 3rd gear, but that’s where the bike really performed - while braking.

Though the engine was more worthy of a golf cart, the brakes felt like they came off a Mack Truck. Sporting a 2-piston caliper up front and a single-pot caliper out back, the braking system of the Himalayan may have been the most impressive aspect of the mini-ADV. While the braking components don’t sound powerful on paper, in concert, they performed with a high level of efficiency and effectiveness, bringing the bike to a halt with immediacy. At times, it felt like the braking power was almost too effective, especially given the bike’s suspension.

Fork dive never results in a good feeling, but with such powerful brakes and flimsy 41mm fork legs, the sensation was inevitable on the Himalayan. Coupling two incongruent systems usually highlights the deficiencies of the pairing rather than the benefits of the exceptional component. Yes, the brakes of Royal’s ADV stood out, but the collapsable front suspension only turned that positive into a negative.

At the rear, the monoshock exhibited stiffer, more responsive reactions to braking/acceleration and road irregularities, but the inconsistency of the unit also plagued the ride. For a model that’s supposed to spend a good portion of its life in the dirt, I doubt the combination of the underpowered motor, 420lb+ curb weight, and remedial suspension would be helpful off the pavement. I wouldn’t feel comfortable tackling anything more challenging than a fire road on the Royal. That’s especially sad for a bike named the Himalayan.

On that note, I was relieved that we never rode the bike in the brown. Although you don’t need all the power in the world when you’re riding off-road (in some cases it can be a detriment), you do need to be able to get yourself out of tight spots and over obstacles, two things that seemed daunting to me while riding atop the overweight/underpowered ADV.

The sub-500cc dual-sport market is dominated by motocross-inspired machines originally designed in the ‘90s (& unchanged since) and the Himalayan is a breath of fresh air - even if its design plays on a past era. With retro styling and fuel injection, it’s ironic to say that the Royal Enfield is enlivening the segment. But with most of the models in the category approaching 3 decades of continuous production, it’s nice to see someone trying something different. Even if the dual-sport consumer focuses more on specs than looks, the Himalayan may attract an audience due to the simple fact that it is different.

For me, I don’t think the concessions made in function are worth the nominal boost in form. Weight to power ratios reign supreme in the dual-sport world and RE’s thumper resides at the losing end of both spectrums. Weighing in with the 600s and generating the power of a 250, the only saving grace for the Himalayan is its aesthetics and price.

I’m not a rider that needs (or wants) Bluetooth connectivity. I’m happy to go without traction control. However, opting for the “purist” route shouldn’t mean sacrificing the performance of the machine. There should be a mean between maximal and minimal, a median between overpriced and underperforming, a middle ground of handsome and hideous. If BMW’s R 1200 GS is the thesis of the Adventure market, the Himalayan is the antithesis, and what I’m looking for is the synthesis of those two ideas.

With that, my search for a perfect second bike will continue. What I thought was an easy feat, seems to be more elusive than I anticipated. Along with light, dirt-capable, and cheap, I’ll need to add a few other attributes to my criteria, and of course, that means I’ll have to test out more motorcycles...

Poor me ;)

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garageprojectmotorcycles · 5 years ago

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Royal Enfield Continental GT650 review / ride report.

When was the last time you read a bad bike review in a magazine or online? Was it the debacle that was the Bimota V Due? Even Braap’s are given a positive spin by reviewers even though they had 5 product recalls in less than a year. So many motorcycle reviews these day are either a reworded press release or a well written advertisement. Now I reckon there are two reasons for that; the sceptic in me says if the magazines don’t write a positive review, then the advertising dollars stop flowing. There are plenty of examples of that car companies having a dummy spit when they don’t win car of the year so it no doubt happens in the motorcycle world too. The other reason is that it’s 2019, motorcycles have been manufactured for a long time, manufacturers have got the basics down pat. This is were Royal Enfield excels, the basics.

I wasn’t planning on writing a review but my bike was getting serviced and it wasn’t going to be ready in time for the Perth Café Racer Run to the Hills ride, so I needed a suitable replacement. As my review of the Benelli Leoncino got an amazing 36 likes (amazing because that’s 34 more than I thought it would get once Ric and I liked it) and a couple of sales, I thought Ric might be open to the idea of handing me the keys to something else. Scanning the showroom floor at MotoMax, a Ducati Sport Classic, Triumph Thruxton, Rickman Honda and a cluster of classics caught my eye. Ric handed me the keys to a mildly customised Continental GT650. Ah well, beggars can’t be choosers.

We both had conditions, Ric’s was simple “Bring it back with a full tank you tight arse bastard and if you drop it, you bu….”. I’m not sure what he said as Peter was saying “look, look” while pointing at a lady across the road who was jogging past. It was far more interesting watching the world go up and down. My condition was the same as always, I wasn’t going to write a positive review just because I got a bike for the weekend. If the bike is shit, then I’ll say so but you don’t have to post the review. So here it is….hang on…before we get to the review, lets get some background.

Royal Enfield sold 32,000 motorcycles in 2017 and not many of those were sold outside of India. They now sometimes sell double that in one month with their top selling model the Classic 350 outselling all their other models combined. It sometimes cracks the monthly top 10 list of number of bikes sold in India. Royal Enfield sells more Classic 350’s in one month than all the road bikes sold in Australia from all brands in one year. Unfathomable figures when you consider the company was at the brink of bankruptcy in 1991.

When Sid Lal’s dad bought the company, nothing really changed until 2010 when the Indian Tech economy boomed and hipsters finally had some disposable cash. Sales picked up and then skyrocketed the company to the fastest growing motorcycle manufacturer in the world. The success of the brand in recent times is partly because they upgraded (think EFI, ABS etc) their Bullet/Classic line to make it relevant while keeping the looks of the old motorcycle. Boomers started realising their bucket lists were getting longer and they were running out of time to cross stuff off. Learners around the world are often restricted to motorcycles that take more time to get to 100km/h than it does for a politician to answer question in parliament and Royal Enfields are perfect for that market.

The increase in sales meant Sid (the CEO at the time) had cash burning a hole in his pocket so off he went to the UK and bought Harris Performance which I remember reading about in the UK magazines for making custom frames for GP bikes. They’ve developed the chassis for all the new models including the Continental GT Café Racer, the Himalayan adventure bike and the recent 650 twins. The Café Racer handled as good as it looked but it didn’t get many hearts racing and only sold in low numbers, hence it was discontinued after a couple of years. The Himalayan has been known to get a few hearts racing which has more to do with them being ridden where they are named after. A devoted fan base will see the Himalayan continue to be developed for many years. The real game changer for Royal Enfield though, are the two 650 twins, the Interceptor and the Continental GT 650. Royal Enfield are exporting more than they are selling domestically and dealers in Oz are selling far more twins than they are of the 350cc and 500cc singles.

I’m not a brand snob so will any bike I can get the keys to. My list of motorcycle brands I’d like to put my bum on is topped, like most peoples, by the Italian exotics such as Bimota, MV Agusta etc. For me, Royal Enfield sits a long way down that list; I’m no fan boy who gets excited when a manufacturer changes the colour and releases it as a 2020 model. I lived in the world of sportsbikes and track days so Royal Enfields never registered on my radar; I always felt they were a little weird looking. Sort of like a girlfriend I had in the 90’s that looked like a cockeyed Nicole Kidman without the Botox. Like my girlfriend, if you ride a Royal Enfield a few times you start appreciate the attraction and you end up falling in love. Since my first Himalayan motorcycle adventure in 2013, I have ridden all of the Royal Enfield models in Australia and in the harshest of conditions that the Himalayas can throw at you and while I still wouldn’t consider myself a fan boy, I would say I was an advocaat. Damn, it’s 11pm and I’m out of beer and wishing I had a liqueur cabinet. Is there an Uber drinks?

The Conti I got had a few subtle changes made to it. The tank hand been replaced with the rounder tank from an interceptor, bar end mirrors had been fitted and the bike had been encouraged to find its voice with some aftermarket reverse cones mufflers fitted. The bar end mirrors worked perfectly, completely vibration free all through the rev range however the bike was a little quiet for my liking. You could certainly hear it under throttle and it let out pleasing pops and crackles on a decline but I’d like a deeper, louder sound. More Tom Jones than George Michael. If you’ve got standard pipes on your bike and you’re bored with it and possibly considering a change of bike, put an aftermarket set of pipes on and you’ll fall in love again. The Interceptor tank looked great on the Conti and helped take my eyes off what I consider to be the ugliest seat in the market. For some reason, Royal Enfield in Australia decided that the dual seat would be standard and the solo seat with a cowling that is used for the promo pics, and is standard in most of the 50 other countries that it is sold in would be option for Australia. I know looks are subjective but the transformation that the single seat makes on this bike is amazing and I wonder why more people aren’t swapping them over when it is such a cheap option. Maybe it’s just me.

I am trying to squeeze myself into my daughters Katy Perry T-Shirt when Andy arrives early on his Ducati Sport Classic. With no time for Small Talk, it was time to Roar into Leederville to meet the others. We took the back roads before getting onto the freeway and this is the Conti’s playground. With narrow 100/18’s on the front and 130/18’s on the back, the bike flicks left and right really quickly. On familiar roads, I found myself turning in too quickly and having to readjust my line which the bike did without drama. Later on in the day when the speeds picked up a little and the mercury wanted to blow its load, the front end felt squirmish when going over the bitumen that is poured into the cracks of the road. No one else felt it so again, maybe it was just me.

Our group heading to the start point of the ride consisted of a Sport Classic with Zard pipes, a Thruxton with Staintunes, a V7 Guzzi with Lanfranconis, a Honda CB1100 with an aftermarket 4 into 1 and a W650 with open pipes. It was amazing listening to all the different sounds as we lined up at the Christmas trees, sometimes known as traffic lights by boring people. The Sport Classic consistently got the jump on the rest of at the lights but the rest of us all had a turn at coming second without any clear next fastest. The Conti is styled as a Café Racer of old but it is no race bike with ligths like they were in the old days. Sid Lal himself says “…we (Royal Enfield motorcycles) aren’t going much faster than 100 miles an hour. If someone wants a quicker motorbike, go elsewhere.” During the week, the media reported that a car was hooning through the tunnel at the outrageous speed of 140km/h. The bar had been set low so there was simply no need to crack the ton in the tunnel. Absolutely no need. By my calcs, I reckon 170+ is possible but as I never break the speed limits I’ll never find out.

Riding along the Tonkin, I rolled the throttle on and off, looking for flat spots but couldn’t find any, it just smoothly accelerates all the way to the redline in a very linear fashion. The 5 speed box has perfectly spaced gear ratios and I rarely looked for a 6th like I constantly do on my W650. We joined the rest of the riders and took off along the escarpment as the pace crept up through the hills. The bike was in its element, enjoying being thrown around and asking for more. I worked my way to the front of the pack and when there was a break in the traffic I gave it what it wanted and took off. On these sort of roads, I neither needed or wanted anymore power, I just enjoyed rolling the throttle on and rolling it off coming into a corner, letting the engine compression slow me down with only a slight dab on the rear brake when needed. The Pirelli Phantoms had more than enough grip and never troubled the ABS system. I considered putting the Phantoms on my bike but baulked at the price so Royal Enfield aren’t skimping on quality to ensure they stay at the $9990 price point.

After a cool down and a group photo, we headed to lunch at Parkerville and to pay our respects to Kevin the kookaburra who had his head ripped off recently by a complete and utter wanker. As we hit the road again, I found my right hand feeling a bit tingly which is a little unusual. My bike has thicker grips so maybe the thinner grips on the Conti passed on the vibes or maybe I’m just old and the years of abuse I’ve given my right hand is coming back to bite me. The suspension soaked up the bumpy roads but my bum was starting to feel a bit numb. The seat looks flat but is actually slightly rounded which was giving me numb bum…which would have come in handy when it also got years of abuse in a previous life. These are the only two faults with the Conti GT that I could find, both of which wouldn’t stop me buying one as I’d change the hideous seat and put thicker grips on anyway. Everything else was perfect; the horn is louder than my cars, the clocks are easy to read, clutch and brake lever action is effortless, the gearbox is ridiculously smooth, riding position is spot on.

At under 10k, the only bike that is comparable to the Conti is its stablemate the Interceptor. The visually challenged Harley 750 is being run out a similar price, Suzuki threw a bikini fairing on its SV650 and called it café racer and is watching them gather dust on the showroom. The Benelli Leoncino and the oddly styled Husqvarna Svartpilen are similar prices but I doubt the circles in the Venn diagram of people interested in these three bikes would overlap.

For $13,000, the W800 from Kawasaki is another option but I’d rather have the Conti and spend the difference on customising it. The only other option is to buy a Triumph Street Twin at $16,000 and then throw some money at it to make it a café racer. Buying a bike that 100’s of other people have got and keeping it standard, doesn’t make any sense to me. If I had Triumph money to spend and the option was to have stock a Street Twin or a one of a kind Continental GT with a big bore kit, killer paint job, custom seat and a custom exhaust then it’s a no brainer. I’m in the minority though as most riders are happy with buying a good looking bike and leaving it alone. The Continental GT can be enjoyed as is but also makes a very smart choice as base for a custom motorcycle.

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tabloidtoc · 6 years ago

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People, July 29

Cover: Princess Moms -- How Kate Middleton and Meghan Markle grew closer

Page 2: Chatter -- Mariah Carey, Ariana Grande on Pete Davidson, Tracy Morgan, Lin-Manuel Miranda, Diane Keaton, Miley Cyrus

Page 4: 5 Things We’re Talking About This Week -- Katz’s Deli holds a risque contest for When Harry Met Sally’s 30th anniversary, Lil Nas X invites more friends to Old Town Road, Aaron Paul and Bryan Cranston mix up some legal booze, Taylor Swift is the world’s highest paid celebrity, a tie-dye Frappuccino takes over Instagram

Page 6: Contents

Page 8: StarTracks -- The Lion King premiere -- Beyonce and 7-year-old daughter Blue Ivy

Page 9: Tracy Morgan and Tiffany Haddish, Daryl Sabara and Meghan Trainor, Donald Glover

Page 10: Miranda Lambert and Brendan McLoughlin, Megan Rapinoe and the U.S. Women’s National soccer team in a ticker-tape parade, Camilla, Duchess of Cornwall

Page 11: Chuck Wicks married Kasi Williams and the bride’s brother and sister-in-law Jason and Brittany Aldean, David Beckham at Wimbledon

Page 12: Celebs and their kids -- Eva Longoria and son Santiago, Ciara and husband Russell Wilson and son Future Zahir, pregnant Jenna Bush Hager and daughter Poppy, Michael Strahan and his twin daughters Isabella and Sophia, First Look at John Cena and Keegan-Michael Key in Playing with Fire

Page 14: Ashley Iaconetti and Jared Haibon get ready to wed, StyleTracks -- hot summer minis -- Gabrielle Union, Kim Kardashian West, Chrissy Teigen, Zendaya, Jennifer Aniston, Kate Mara

Page 17: Chip and Joanna Gaines’ son Crew’s 1st birthday and what’s next

Page 18: Two Secret Weddings -- Heidi Klum and Tom Kaulitz, Ed Sheeran and Cherry Seaborn

Page 20: Heart Monitor -- Gus Kenworthy and Matt Wilkas have separated but remain close friends, Cameron Diaz and Benji Madden date night, Carrie Underwood and Mike Fischer happy anniversary, Andrew Garfield and Christine Gabel new couple

Page 22: Dylan Dreyer’s miracle pregnancy, This Week in People History -- 1985 -- stars align at Live Aid

Page 23: Billy Eichner’s funny new moves, RuPaul’s Hollywood Hills hideaway for sale

Page 24: Matt Lauer and Annette Roque officially filing for divorce, Shannon Sturges -- a soap star turns acting coach

Page 29: Stories to Make You Smile

Page 31: Passages, RIP Denise Nickerson of Willy Wonka & the Chocolate Factory, Why I Care -- Liev Schreiber teaches his kids about giving back by volunteering at Feeding America

Page 32: RIP Rip Torn

Page 35: People Picks -- The Lion King

Page 36: The View, Ed Sheeran -- No. 6 Collaborations Project, The Clearing podcast, Q&A -- Enrico Colantoni

Page 38: Comedians in Cars Getting Coffee

Page 39: David Crosby: Remember My Name, should their be a Stranger Things 4?

Page 40: Books

Page 42: Cover Story -- Kate Middleton and Meghan Markle -- Princess Moms -- More confident in their roles than ever the royal sisters-in-law bond over motherhood and put reports of a rift behind them

Page 48: Dateline’s Andrea Canning -- it’s a boy after 5 girls

Page 50: Killer Twin -- Siblings Anna and Amanda Ramirez were inseparable until a fateful fight ended with Anna dead and Amanda arrested

Page 52: Real Estate developer Alan Graham building a community for the homeless

Page 56: Shirley MacLaine -- What I Know Now

Page 60: In the wake of Presidential tweets widely decried as racist, two People staffers share their personal stories

Page 62: Sarah Shahi of City on a Hill -- A women’s shelter saved my life

Page 69: The Ultimate Guide To Sending Your Kids To College -- Lisa Rinna

Page 70: Kate Gosselin, Julianne Moore

Page 72: Kimora Lee Simmons, Celeb Snapshots Drop-Off Day -- Christie Brinkley and daughter Sailor, David Beckham and son Brooklyn, Judd Apatow and Leslie Mann and daughters Maude and Iris

Page 74: Katie Couric, Kelly Ripa and Mark Consuelos, Madonna, It’s OK to Cry -- Barack Obama, Reese Witherspoon, Rob Lowe

Page 78: Beauty -- Summer Nail Polish -- Christie Brinkley, Tracee Ellis Ross, Reese Witherspoon

Page 87: Second Look -- David Hasselhoff with his Knight Rider car KITT

Page 88: One Last Thing -- Alfre Woodard

#tabloid #princess kate #duchess kate #kate middleton #duchess meghan #meghan markle

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sbknews · 2 years ago

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2023 Ninja ZX‑10R and ZX‑10RR focus on street appeal and racing success

Kawasaki is mounting a full-throttle approach to the 2023 sales season with a newly updated Ninja ZX-10R plus a radical tech change to the WorldSBK race and title winning Ninja ZX-10RR. For the Ninja ZX-10R model so loved by both street riders and track day enthusiasts, many of the most recent updates remain in place with an impressive maximum power of 149.3 kW {203PS} available that is boosted to 156.8 kW {213PS} with the aid of Kawasaki’s world-famous Ram Air. In terms of aerodynamics and WorldSBK derived technology, the ZX-10R retains its integrated winglets for increased downforce and cornering precision while the Kawasaki Racing Team developed air-cooled oil-cooler also remains in place. An array of electronic rider aids – thanks to the integration of a Bosch IMU – cover all aspects of machine control including cornering management, S-KTRC sport traction control, launch control, integrated braking plus engine brake control and selectable power modes and an up-down quick shifter and electronic cruise control. Riders can also link their Smartphone to the colour TFT meter using Kawasaki ‘s own Rideology App. With an engine that includes finger follower valve actuation (tech shared with the KX450 motocross machine), the Ninja ZX-10R rider can rely on the smoothness and accuracy of electronic throttle valves while riding feedback and racer-like precision is delivered thanks to SHOWA’s BFF (Balance Free Front Fork) up front while rear suspension duties are covered by Horizontal Back-link Rear Suspension with Showa BFRC lite (Balance Free Rear Cushion). For racers and race teams, the Ninja ZX-10RR has been a point of focus since its introduction and the big news for 2023 is the VAI or Variable Air Intake system. Fitted inside the airbox, the VAI system uses a set of movable intake funnels to alter the intake funnel height. When the VAI funnels are raised, intake air bypasses the system for optimal high-rpm performance; when lowered, intake air passes through the taller intake funnels, for increased low-mid range performance. Movement of the funnels is regulated by servos to maximise output at all rpm. As standard, the new ZX-10RR has the funnels set in a static upper position and for many riders this will be all they require. However, for racers competing in National and International Championships, the VAI system will be another welcome addition to the Ninja ZX-10RR spec that also includes Pankl precision engine parts, a higher rev limit than the standard Ninja ZX-10R and unique Marchesini wheels. To activate the VAI feature, racing customers will require certain racing kit parts including a race-kit ECU, loom and sub-controller. VAI is not activated as standard and is not available for those who wish to own and use a Ninja ZX-10RR on public roads. Both the Ninja ZX-10R and ZX-10RR look to 2023 with optimism, the road machine with its legendary personality and edge, while the ZX-10RR in the hands of KRT and other skilled riders seeks to make the racing top spot its own once again. Checkout our dedicated Kawasaki Motorcycles UK News page Kawasaki Motorcycles UK News/ or head to the official Kawasaki Motorcycles UK website kawasaki.co.uk Read the full article

#Kawasaki #KawasakiUK #MotorcycleNews #NinjaZX‑10R #NinjaZX‑10RR

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spookywonderlandblizzard · 2 years ago

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Triumph Tiger Sport 660 Graphite / Sapphire Black | Triumph Dallas | Irving, TX

Triumph Motorcycles of North Dallas

- TRIUMPH DALLAS

At Triumph Dallas we're motorcycle enthusiasts, and we're excited to help you experience the fun and adventure that a quality Triumph motorcycle can bring into your life! We proudly serve the Irving area, offering the best in new and pre-owned motorcycles. Our friendly and knowledgeable sales, financing, service, and parts departments are ready to offer outstanding service at every point, from aiding you while making your choice to ongoing maintenance and customization. At Triumph Dallas, we value the opportunity to create a long-term relationship with our customers, and we do that by making sure to exceed your expectations.

2023 Triumph Tiger Sport 660 Graphite / Sapphire Black

Features may include:

CLASS-LEADING PEAK POWER

Thrilling usable performance from the most powerful bike in its class – 79 HP peak power and 47 LB-FT peak torque, with all of the triple’s signature smooth, responsive and linear delivery.

AGILE, DYNAMIC AND COMFORTABLE

Narrow standover width, low 32.8in seat height, comfortable ergonomics and a light steering weight make every ride a joy.

RIDER-FOCUSED TECHNOLOGY

For advanced safety and control, the Tiger Sport 660’s state-of-the-art technology includes the latest generation ABS and switchable traction control. A capable yet unintimidating bike for road adventures.

MULTI-FUNCTIONAL INSTRUMENTS

The class-leading color TFT display provides the information you need at a glance, and is ready for the accessory-fit My Triumph Connectivity system, enabling navigation, phone and GoPro control.

TWO RIDING MODES

Switch between Road and Rain for enhanced rider control by altering throttle response and traction control to better suit riding conditions.

MAXIMUM SAFETY WITH LED LIGHTING

Distinctive LED headlight with feature position light and integrated LED rear light deliver enhanced visibility and maintenance-free peace of mind.

RIDE-ENHANCING FEATURES

Slip-and-assist clutch combined with a span-optimized lever provides a light action clutch, reducing rider fatigue. Ride-by-wire throttle and immobilizer complete the specification.

READY TO MAKE IT YOURS

From color-coded touring luggage, to additional protection, capability, style and security, all genuine accessories are designed hand-in-hand with the bike and come with a 2-year unlimited mileage warranty.

INCREDIBLE STOPPING POWER

2-piston branded Nissin sliding front calipers with lightweight discs, and single-piston Nissin rear brake give you the confidence of exceptional stopping power for maximum riding safety.

ADVENTURE STYLING FOR EVERY DAY

Striking adventure sport stance and dynamic poise with clean-line bodywork, uncluttered cockpit and sculpted screen. Sporty and refined yet robust and versatile, ready for every road adventure.

Advertised pricing excludes applicable taxes title and licensing and are subject to change without notice. Pricing may exclude any added parts, accessories, or installation unless otherwise noted. Sale prices include all applicable offers. Not all options are listed as available on pre-owned models. Contact the dealer for details.

#Triumph Dallas #triumphdallas #Irving #TX #Texas #Dallas #Carrollton #Duncanville #Keller #Triumph #motorcycles #new #used #pre-owned #financing #service #parts

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bigwingtoplinekol · 2 years ago

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Honda Hness CB350

With the introduction of the brand-new H'ness CB350, Honda two-wheelers have entered a new market niche. The all-new Honda H'ness CB 350 updates the legendary "CB" heritage of the brand with a variety of contemporary additions, features, and accessories.

In India, the cost of the Honda Hness CB350 ranges from Rs. 2,00,386 to Rs. 2,07,886. The Honda Hness CB350 is available in three variations, including the Hness CB350 DLX and H'ness CB350 DLX Pro. The most expensive model is the H'ness CB350 Anniversary Edition, which costs Rs. 2,07,886.

Key Points to attract bike ride lovers

Beautiful retro styling has been used.

Loaded with technologies including traction control, all-LED illumination, and a contemporary semi-digital instrument cluster

Exceptionally well-tuned engine and the segment's lightest clutch action

Brakes provide excellent stopping force.

The Honda Hness CB350 stands out in the market for the following reasons.

Unique Appearance:

Despite being a retro-cruiser, the Honda Hness CB350 has a highly modern design motorcycle.

The motorcycle has LED headlamps up front that can be switched between low and high beams. As previously indicated, the headlamp unit is encircled by chrome

The bench seat made of tanned leather and the round headlamp's circular dials represent timeless design.

A first-in-segment feature, circular LED turn signal indicators are flanking either side of the headlamp assembly.

The front end also features telescopic forks for the suspension system and chrome-finished fenders.

Features:

Offers the brand-new Honda Selectable Torque Control (HSTC), which aids in preserving the traction of the rear wheels.

An interesting and entertaining driving experience will be provided by the Honda Smartphone voice control feature.

The assist feature and slipper clutch further enhance the comfortable and smooth riding experience.

Real-time, intelligent information is presented by the advanced digital-analog speedometer.

Advantages:

The Honda Hness CB350's major advantages are that it was specifically created for Indian roads.

The 15-liter fuel tank capacity ensures that journeys don't need to stop frequently on lengthy road trips.

The dual seat with improved cushioning ensures that travels are less taxing.

The steel pipe half-duplex cradle frame gives the rider a pleasant steering sensation.

Safety:

The dual-channel ABS gives the motorcyclists a sense of security.

The rider's safety is ensured by the 310mm front disc and 240mm rear disc's adequate braking capacity.

The Honda Hness CB350 looks better because of its wide section front suspension.

The rear suspension's pressurized nitrogen charge provides incredibly responsive damping performance.

The motorcycle has a roadster appearance thanks to its 19-inch front tyre and its 18-inch, 130-section rear tyre.

The tyres, as advertised, provide better traction in a variety of driving situations.

Engine:

A 350cc, air-cooled, 4-stroke OHC single-cylinder engine with PGM-FI technology powers the Honda Hness.

The bike has a peak torque of 30Nm and 20.8PS.

An attached main shaft coaxial balancer is part of the engine.

Reduced sliding friction is achieved via the offset cylinder location.

The piston cooling jet increases the engine's thermal efficiency, which raises fuel economy.

If you want to buy a bike for your comfortable ride, unique look, long drive and suitable for Indian roads then Honda Hness CB350 is one of them.

Website:www.bigwingtoplinekol.com, Phone: +91-7788001003, Email: [email protected]

#Honda Hness CB350 #Honda Hness CB350 - red #Honda Hness CB350 - green #Honda Hness CB350 - black

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bikegurubd-blog · 6 years ago

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Taking Care of Your Motorcycle

There is nothing like riding a bike on the open street. For the majority of the Earth, the bike or 2-wheel scooter has become the most typical type of motorized transportation accessible. Approximately 200 million bikes are in use worldwide (in comparison to nearly 600 million automobiles ) and nearly 60 percent of them have been in Asia and the Far East - China and India both have over 35 million bikes and motorized scooters in usage. Compare this to the United States in which the vehicle is dominant (roughly 30 percent of the planet's automobiles are here in the USA ). In reality, the world's biggest manufacturer of two-wheel vehicles is not Harley Davidson or Suzuki, it is Hero Motocorp, located in India. Kind of little indication of the way the planet is changing, is not it?

While we are not experts on the area of motorcycles from the culture of the other nations, it is clear here in the united states, the bike has a exceptional niche in our pop culture understanding. This location was cemented in the 1960s with films like Easy Rider and Hunter S. Thompson's novel on the Hells Angels motorcycle gang at the mid-1960s. Harley Davidson's earnings are bolstered with their distinctive marketing and advertising appeal to how bicycles feel and look on the open street. Harley even optimized the specific sound of the engine. Past Harley Davidson, motorcycle sales in the USA now are approximately 1 million units per year. So plenty of people nowadays are hitting the open road and feeling the wind in their face.

While bikes and scooters are fuel-efficient and a great deal of pleasure to ride, they are not always affordable. High-end bicycles such as a Harley can quickly rival exactly what it costs for a new vehicle. That is a good deal of money spent in just two wheels. Therefore, in case you've got a scooter or motorcycle, it is important to look after your investment so that it is going to keep you riding for a long time to come.

This report covers information and ideas from professionals to direct you in the steps that you want to follow to look after your bicycle and keep it working its best for as long as you can. We'll speak about regions of the bicycle which you have to pay regular attention to and why. We are going to discuss the ideal fuels to work with and how to store your bicycle.

YOUR OWNER'S MANUAL - THE ESSENTIAL GUIDE TO SUCCESS

Adhering to the operator's guide is, quite honestly, fairly underrated when it comes to making sure a long and productive ownership expertise of your bike (and your vehicle, also ). However they compose owner's manuals for a motive. The guide will Provide you the best information from the maker on significant topics like

Everything You Have to get repaired, how frequently, and when you should schedule the support the Sort of oil and fluids required by your bicycle Any particular approaches you can undertake to maintain your bike running its Very Best For all those folks that are heavy into DIY and much more mechanically-inclined, you will find"full service" guides available which essentially tells a mechanic they should learn to reconstruct the whole bicycle from scratchdown to these esoteric information regarding the number of pounds of force to tighten a bolt on the bicycle.

Whether you are among these gearheads or merely an ordinary biker who wishes to maintain your bicycle in its very best shape, you require a copy of your owner's manual and you need to check it frequently. The investment will be well worth it. have a peek at this web-site bike price in bangladesh 2019

PROPER MAINTENANCE SCHEDULES

Manufacturers recommend that bicycles be serviced in specific mileage or time periods. The proposed maintenance periods are recorded in the operator's guide to assist owners and owners establish a sensible and proper maintenance program. Most bikes made after 1980 are fairly reliable if maintained correctly. To a point, the high reliability of the bikes has worked to the disadvantage of several riders. Some cyclists are lulled into thinking that bicycles are like modern automobiles and need little maintenance. Modern bicycles require less upkeep than they did in the 60's and 70's but they still require a good deal more care than a vehicle.

BREAKING YOUR MOTORCYCLE IN FROM NEW

When you put out the money to purchase a new cycle, then you definitely would like it to begin out its life perfect. This usually means you've got to"break it in" properly. This will prevent issues with your bike in the future. Just what you have to do in this regard is dependent upon the manufacturer recommendations on your bicycle, which can be seen in your guide. It might be as mild as being advised to perform"mild riding" for the first hundred kilometers of life, to much more complicated and involved break-in protocols which involve forcing the bicycle at particular speeds and motor RPMs for certain periods of time, and which can change and subtract from performing something through the initial few hundred miles into doing something else to another million.

No matter your owner's manual claims for this is exactly what you have to do. And you need to perform it. It'll save you headaches in the future. You've got enough headaches on your life with no one out of not following these tips.

THE ESSENTIAL OIL CHANGE STEP

You need to be well knowledgeable about the notion that changing your oil within the suggested guidelines is the only best thing you can do to any motor on any type of automobile. This clearly includes motorcycles.

It is equally as important to modify your bike oil on a regular basis because these motors have a tendency to work more difficult - in greater rates and RPMs - than automobiles and truck motors. Your owner's manual will have the ideal recommendation for the correct oil to work with. It is going to also let you know how frequently you have to change it. Discount these recommendations in your own peril.

Proceed too long between adjustments along with your oil will not protect the metal components from wear as efficiently as it should. Bear in mind that oil includes additives like acid neutralizers that are utilized to safeguard the engine surfaces out of build-up of harmful contaminants and combustion products (such as soot and acid). Therefore, in the event that you go too much time between changing your oil, then these additives will wear out and stop protecting the motor.

On the reverse side, change your oil too frequently and you will be flushing money down the drain. It's true that you can change your oil every 500 kilometers"just to be more safe", but what is the purpose? You would only be wasting money by being too cautious.

AIR FILTER MAINTENANCE

An internal combustion engine takes a continuous intake stream of air to supply the oxygen required to support combustion of the gas. A clean air filter is essential for making certain the atmosphere which goes into your motor does not bring in overseas contaminants and materials that may do damage to your motor. Dust and particles and dirt in the surroundings may get trapped in the oil movie or on metal surfaces in which they behave as abrasives and harm the valves, pipe and inner bearings.

Cleaning or changing the air filter can help stop this. How many times you ought to do this is ordered by your owner's guide (there it is again). Additionally, it is always a fantastic idea to boost the frequency by which you change the filter should you ride your bike a good deal in dusty surroundings. Clearly a dusty environment raises the rate in which your filter becomes dirty and too plugged.

Last, a fresh air filter will also enable your gas mileage. This really is a bonus that everyone enjoys. It will not increase your mileage by 20 percent or anything like this, but you also do typically receive a little mileage incentive for being diligent on your upkeep within this region.

RIDE UNDER PRESSURE

Tire pressure may be the difference between wasting petrol and riding or money in your finest. Tires will be the contact points on your street and affect so many things on your driving adventure. Your fuel mileage remains high and your bicycle handling is greatest when your tires are in the appropriate pressure. Tire pressure that's too low causes a lot of this tire's surface to get hold of the street at any particular time. This produces excess drag and drops your gasoline mileage. Additionally, it puts pressure on the side walls of their tires and rates that the use of the tire. So be certain that you're not riding too low. But do not increase the tire pressure too large, either. It's correct that high tire pressure provides you a mileage increase. But go too far in this way (some people today believe if a small amount of something is great, a great deal of it needs to be good ) and you also won't find the best grip in wet weather, which is certainly harmful. And tires which are overinflated use more rapidly also, but at the center of the tread, rather than on either side.

There is no rocket science - only check your tire pressure once weekly using a gauge.

KEEP YOUR BEARINGS (GREASED) AND CHECK YOUR SUSPENSION PARTS

Individuals who have dirt bikes are familiar with the tendency of greasing wheel bearings, because dirt bikes require a great deal of grease virtually in the moment they have already been bought. Street bikes do not have as many vulnerable bearings as dirt bikes do, however they do require a wholesome dose of dirt in regions such as suspension linkages. Assessing them and after routine greasing patterns will make these vulnerable parts last longer.

Any fantastic care routine should involve assessing the health of significant bearings for indications of wear. It is vital to get this done since these bearings wear out fast when they begin to go. Steering stem bearings must be assessed (increase the front wheels off the floor on a rack and inspect the texture of this turn). Any strange sense or extra loose play in this test may be a indication that these bearings will need to be replaced.

Assess your bicycle's swing arm. The pivot point ought to be tight and it must have no side-to-side play within it. Same thing for front and back axles. Any drama in these places necessitates replacement of those bearings.

In conclusion, check all of your bearings and bolts frequently. Grease them often to make them last longer, and place anti-seize coating onto them once you reinstall your bolts (swing arm, linkage, engine mount). Paying attention to those essential components will stop larger problems at a subsequent moment.

WATCHING YOUR DRIVETRAIN

We have already discussed the value of fresh oil and a clean air filter on your bike's health. But another vital part which operates with these parts is the string, belt or shaft that permits your transmission to push your bicycle's wheel - that the drive rail. Which one of them you have is dependent upon the sort of bike you've got.

Maintaining your drivetrain healthful is fairly simple but important to perform. Assess your chain and sprockets for use. Ensure to don't have any cracks on your own belt. Examine the rotating housing and add oil every so often. Care to this crucial area pretty much entails monitoring to guarantee the lubrication is sufficient. Do not ignore this. You can not go anywhere if your drive train is out of sequence.

BATTERY CHARGE

If your drive train is in great working order, you won't go anywhere if your battery is dead. Batteries drain gradually from fresh, therefore it is your responsibility to make the most of the entire lifetime you're going to get from it. There are two sorts of batteries you may elect for: a sealed battery and an enclosed battery. Exposed batteries need you to inspect the liquid remedy inside every so often. In case the solution becomes too low, top it off. This keeps the inner plates from becoming exposed and sporting out the battery too fast. Should you use a sealed battery, then you won't need to be worried about it.

RIDING WISELY

Beyond the easy things you are able to do to create your bicycle last more, the best way to run the bicycle also goes a long way in this aspect. An automobile driver that squeals his tires, pops his clutch and slams on his brakes is not likely to have long life from his clutch or transmission and brakes and is very likely to be spending a great deal of time together with his friendly neighborhood mechanic. The exact same is true for bike riding. Riding the bike tough, not feathering the clutch whilst altering, not backing off the throttle at the ideal time - those will wear out your transmission fairly fast. In precisely the exact same vein, both accelerating and braking in controlled manners help out too and is going to keep you from the repair store for more periods of time. You've got enough time to spend less on those times without squandering it by wearing basically bicycle parts out too fast.

FUEL SYSTEM MAINTENANCE - ESSENTIAL Measures

The gas system is an integral internal system which guarantees your bike has its essential life of fuel delivered to the ideal place in the ideal level for the very best performance. As with other areas of the bicycle, the fuel system demands just a bit of looking after, however it does not need to be hard or labour intensive, it is more preventative in character.

Acquiring the FUEL RIGHT

Fuel is rather often overlooked as a sort of preventative maintenance on a bike. Whenever you're referring to petrol and gas systems, you need to always think about the gas filter. It is sensible to look at the fuel filter frequently in the event that you've got you to make certain that it's not clogged, seems clean and is apparent. It's strongly suggested that you replace fuel filters every 2 decades, or earlier if you have some indications of gas. While you're at it, check the bicycle gas lines for climate damage and breaking. Replace these lines immediately if any damage is located.

Normally, untreated gas retains its very best combustion quality in storage for approximately six months; less when the gasoline includes ethanol. Things that cause gas fuels to reduce their caliber are exposure to light and air, and also the accumulation of water in the surroundings. Air and light cause chemical reactions (oxidation) to happen in the gas, making discolored gas with dim residue collected on the base of the gas may or storage tank. These reactions occur faster in warm weather.

Ethanol fuels also have the dilemma of pulling water from the atmosphere and to the gas. This is a result of the compound nature of the vapor itself. Once enough water is consumed, the dissolved ethanol m ay begin to fall from solution in a procedure called"phase separation". The free ethanol blends together with the water and sinks into the bottom of the tank (since ethanol and water is thicker than petrol ). While this occurs, you've got any issues which are best prevented, such as leftover gasoline that's stripped of its octane rating, or your gas line sucking a water/ethanol mix rather than sucking gasoline.

The best method to protect against these storage issues is to see to the gas with the additive. However, in order to work, any gas additive has to be inserted while the gas is in great form. When the gas goes bad, there aren't any products available on the marketplace which may restore it into good condition, along with the gas has to be lost at the point. At best, bad functionality and in the worst, serious engine damage may lead to deteriorated gas is burnt on your motor. A fantastic gas additive therapy can double or triple the life span of gas and is going to have a beneficial impact on the functioning of your motorcycle.

What's more, the ethanol found in the majority of on-road gasoline is extremely corrosive and can actually dissolve the aluminum on your carburetor as time passes. A fantastic gas additive blended in with the gas should coating and protect the carburetor and fuel system parts, protecting them in this procedure. This is essential if your bike is in storage for a long time period.

WHEN YOUR BIKE SITS AROUND - BURNING YOUR RESERVE

Also keep in mind that, when parking the bike for any elongated amount of time, to turn the petcock to the off position. This prevents any gas possibly flooding or leaking the carburetor. The gas that's drawn in if you alter your petcock setting from"Normal" to"Reserve" stems in another portion of the gas tank, typically in the very bottom. The gasoline found in this component of the tank is much more likely to be more phase-separated gas containing greater concentrations of vapor, water and anything foreign matter and hefty deposits which would have gathered over time. The possibility here is the very first time you want your book fuel, your bike just stops dead since this polluted gas would be drawn to the carburetor or fuel injection system. A fantastic preventative remedy for this predicament is to ride the book setting with a complete tank of gas on occasion. The ratio of polluted to great gas will probably be so modest as to not be as much of a difficulty. You are more inclined to burn off anything bad gasoline is at the book without almost as many issues. This may also indicate that the day that you want your book, it is going to work just like you want it to.

STORING YOUR MOTORCYCLE

When planning to keep a bike for an elongated time period, you need to take certain measures that will lower the odds of getting particular storage-related issues. These items are a few recommendations for measures to consider before you set the cycle off for storage. This will guarantee that if another riding season arrives, your bike is going to be free of troubles and prepared to go:

Change the oil and filter.

When the bike is liquid-cooled, make confident the cooling process is full of a 50% antifreeze solution to protect against the cooling system parts from freezing.

Fill out your fuel tank with gas and add a fuel stabilizer. There are quite a few alternatives for this, some better than others. A fantastic gas additive will stop rust to gas system parts (particularly from ethanol) and stop the fuel from deteriorating during storage.

Drain the carburetor if potential or flip the gas petcock to the off position and operate the motor until all of the fuel in the carburetor is absorbed and the motor dies.

To stop rusting from the tanks, poor a tsp of fresh engine oil into each cylinder by removing the spark plugs. Put a sheet of fabric over the spark plug holes and then turn the engine over a couple of times to spread the oil and then coat the cylinder walls. Replace the spark plugs after finishing this operation.

Remove the battery and confirm it is completely charged and keep it in a area to protect it from freezing. You should set the battery on a trickle charger once a month while in storage to keep it from releasing and sulfating.

When the bike has a driveway series, you must lubricate it to stop it from rusting.

Inflate the tires to the mill recommended pressure to avoid sidewall cracks or flat spots.

Wash and wax all of the chrome and painted components.

Cover the bike to keep grit and dust out of deciding on the paint that could lead to a scratched finish. It's also recommended with a fabric cover to prevent any moisture accumulating on the pay or the chrome or painted surfaces. Following these procedures will lessen the odds of getting problems when choosing the bike from storage and making sure that your bike will look as great and operate and it did when you put it . The outcome will be a fun riding period once it starts.

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quickbanana · 2 years ago

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1984 honda v30 magna 500

#1984 HONDA V30 MAGNA 500 INSTALL#

#1984 HONDA V30 MAGNA 500 PRO#

#1984 HONDA V30 MAGNA 500 PROFESSIONAL#

The kit includes the best quality sprockets from JT Sprockets, ESJOT GmbH, AFAM Belgium, ZF Poland, the largest manufacturers in the world.Buying a bike begins at Bikez Compare the strengths and weaknesses of this bike with others before you decide on your future bike. Below is the riders rating of the 1984 Honda V30 Magna motorcycle.

#1984 HONDA V30 MAGNA 500 INSTALL#

REMEMBER THAT IF YOU CHOOSE AN ENDLESS CHAIN, YOU WILL HAVE TO REMOVE THE SWINGARM TO INSTALL IT 1984 Honda V30 Magna rated as 69.8 out of 100.0 based on 5 ratings. If you wish an endless chain, please contact us.

#1984 HONDA V30 MAGNA 500 PRO#

Motion Pro Black Vinyl Speedo Cable for 1987-07 Honda VT1100C Shadow - 02-0111. (Remember that the spring clip open end, always must be facing in the opposite direction of the chain drive direction!) 1984 Honda V30 Magna VF500 VF 500 OEM SPEEDOMETER CABLE SPEEDO LINE.

If you prefer a CLIP-type Link, you can consider ordering a motorcycle chain master link pliers with this kit, which make easier to close/remove the connecting (joining) link. Fits your Honda VF500C V30 Magna 1984 Jet Kit for 1984 Honda V-30 Magna.

(Specially on mid and large displacement bikes, for security reasons)

We strongly recommend to install any of the mentioned rivet type master links with this kit.

If you choose a SOLID RIVET type link, you will need a riveter or you can order a Solid Rivet Tool in our website. Great condition and fun bike to ride, starts and runs very well -chain drive, V4 engine -New Yuasa battery 2020 -powder coated frame -low mileage -includes a bottle of Kendall oil 10w-40 and Oxford 1 magnetic tank bag -some upkeep required, (exhaust pipes have some rust underneath, some cracks in front tire, needs a tuneup, etc) -selling as I no longer have time to ride it.

#1984 HONDA V30 MAGNA 500 PROFESSIONAL#

You can order in our website the inexpensive AFAM EASY RIV, a great value tool (NOT for professional use)

This kit includes an open sealed chain with a hollow nose master link RIVET type and requires a chain-press rivet tool to be properly installed.

We will cut to length the chain in accordance with your sprockets choice.

This chain & sprockets set for HONDA VF 500 C V30 Magna is a good option to replace the original kit, with an great quality/price ratio.

Optionally you can choose master links, brake pads, nuts, bolts, cush drives, etc for your HONDA VF 500 C V30 Magna.

You can choose different front & rear sprockets.

- DID Chain Spain offers customizable chain & sprockets kit for HONDA VF 500 C V30 Magna.

The bike also featured a hydraulic clutch, twin horns, and engine temperature gauge. But the shaft drive also decreased the power during in-town or lower speed driving. There was a shaft drive, which means it had almost no maintenance required. This was perfect for good economy at highway speeds. The Honda Magna also was a water-cooled, six-speed transmission. The four cylinders gave a smooth delivery of power. In the 80's the Honda Magna had a V4 engine with a 90-degree layout. Doris Maron was bold enough to tour solo and without a support crew. Other than the carbs, the rest of the bike should be pretty straightforward to work on. The Magna carbs have to be lifted up then slid out the side. This cruising bike found fame when a grandmother used it to tour the world. V4 carb removal and installation is bad enough even with a straight shot (removing them straight up and off the bike). Yet it made a comeback in 1994 and was on the market until 2003. The boom of the ‘70s reached its peak and Honda held on for as long as possible. There was a decline in motorcycle sales at that time. The engine on the Magna contributed to the evolution of the motorcycle. The Honda Magna was a cruising bike made by Honda in 1982 to 1988.

#1984 honda v30 magna 500

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freewheelen · 6 years ago

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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!

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