marook

Puteti sa-mi spuneti si mie, va rog, daca pot monta anvelopa de 150 pe janta din spate a unei Honda Transalp din 2005? Va multumesc!

Am fost la Vali (MotoMania) si m-am lamurit in legatura ca saua 990-ului; stau perfect pe el, fara sa umblu la suspensii sau mai stiu eu unde. Si, ca tot veni vorba de sa, am vazut ieri, la Bilea Lac un 990 negru; nimic neobisnuit, doar ca, atunci cand i-am "pipait" saua, nu mi-a venit sa cred! Era mai moale decat fotoliile mele de-acasa! Mai mult ca sigur era varianta mai scunda, cu gel. Acu' realizez eu de ce era Petrica asa de incantat de ea ... O zi buna tuturor!

Am intalnit prin diverse topice aceasta tema si m-am gandit ca n-ar strica sa existe un loc anume unde posesorii celor doua tipuri de transmisie sa-si spuna parerile, sa aduca argumente pro si contra, sa dea sfaturi celor ce doresc sa-si achizitioneze un enduro/off-road, orientandu-i catre una sau alta dintre transmisii, functie de terenul si modul de utilizare dorit. Daca exista deja un astfel de topic si eu l-am scapat din vedere, va cer scuze; daca nu, hai, sa auzim!

Servus, Sangre! Multumesc mult de raspuns! Cred ca noi doi ne-am auzit la telefon in legatura cu "Stone"-ul; am renuntat la ea (desi inca imi mai bantuie gandurile ...) pentru un Transalp, spre furia neveste-mii ... E drept ca imi doresc nespus un Stone, dar, pentru moment, ma gandesc la un enduro si, pentru ca imi place atat de mult marca (Moto Guzzi), am fost mai mult decat incantat sa vad ca au scos "Stelvio"-ul. Nu gasesc, insa, nici-un comentariu obiectiv; majoritatea sunt redactate de producator si, deci, o idee subiective. Imi place mult constructia motorului si, cunoscand, relativ, marca, sunt sigur ca sound-ul e bestial. Nu sunt chiar convins de calitatile off-road ("bate" mai mult spre GS-ul de 1200 al BMW-ului, decat spre 990 Adventure), iar designul "ochilor" si continuarea lor cu windscreen-ul seamana mai mult cu un batracian constipat, in chinurile "facerii", decat cu un enduro hotarat sa te duca oriunde vrei ... In mod clar e mai confortabila decat LC8-ul, dar ... nu neaparat confortul e cel ce primeaza la un astfel de motor. Ma tot straduiesc sa iau o hotarare, dar nu vreau sa ma grabesc. Nu am mers pe un KTM 990 Adventure si, deci, nu ma pot pronunta, GS-ul iese automat din discutie (e mult prea inalt pentru mine si se potriveste mai mult pentru "Long way round / down" decat pentru forestierele pe care vreau eu sa merg), iar Pegaso-ul pe care l-am vazut la Brasov mi-a placut destul de mult, dar m-a enervat la culme ca am facut o gramada de drum sa-l vad, eventual sa-l cumpar, iar proprietarul nu s-a sinchisit macar sa vada daca porneste (am stat pe langa el pana s-a chinuit o juma' de ora sa-i scoata bujia, sa vada daca e uda..., ori eu n-am timp de asta; cand ii bag cheia in contact, vreau sa plece "la sfert" si sa se opreasca doar cand ii spun eu). Prima optiune ar fi, totusi, 990-ul, dar, repet nu am mers cu el si, sincer sa fiu, mi se pare cam scump (chiar la mana a doua), consuma enorm, la turatii joase, (asa spun cei care l-au testat), EFI-ul intrerupe, fiabilitatea lasa de dorit si, in general, prietenii imi spun ca nu mai e ce-a fost. O optiune mai mult decat atragatoare e "Transalp"-ul; nu cel nou, pentru ca, in afara de face-lift si motorul luat de pe "Deauville", nu are nimic schimbat. Cel pe care am vrut sa-l iau era de genul "afara e vopsit gardul, inauntru-i leopardul" ...; ma rog, se intampla si la case mai mari. Deocamdata ... mai stau, mai ascult, mai vad. Trebuie sa chibzuiesc bine, pentru ca enduro-ul (sau off-road-ul, ma rog) pe care, in mod cert, am sa-l iau, trebuie sa ma multumeasca pe deplin, sa fie fiabil, sa-l pot folosi cu drag si incredere si peste 10 ani (dac-oi mai trai pana atunci) si sa-mi permita sa-mi mai iau si un "Stone" (nu am renuntat si nici nu voi renunta la "Stone", dar acum sunt cam strans cu banii si, parca, ma preocupa mai mult enduro/off-road-ul). Visez, clar, la un KTM 990 Adventure, dar combinatia finala cred ca va fi "Transalp" - "Stone". Dar vorba multa, saracia omului! Iti multumesc mult pentru comentariul la topicul despre Stelvio si sper sa ne mai auzim. Toate cele bune si asfalt uscat!

Ai dreptate, in principiu. La urma urmei, oricine e susceptibil de subiectivism ( daca nu mai rau! ), dar cand mai multe opinii converg in acelasi punct ... In legatura cu testdrive-ul, l-as face cu cea mai mare placere ( am facut un drum special la Bucuresti, la Cornel, pentru asta ), dar avusese doar o bucata si-o luase nu stiu cine. Am inteles ca Motoland-ul (?) ar avea una de teste, prin Pipera, dar, deocamdata, mi-e destul de greu sa ajung in Bucuresti. Oricum, stau destul de prost cu banii, asa ca, pentru doi-trei ani ( cel putin! ), ma voi multumi cu Fazer-ul meu si cu asfaltul. Mi-ar fi jena sa merg la dealer, sa-i cer motorul pentru un testdrive si, la sfarsit, sa-i spun ca-mi place dar ca n-am bani ... Ar fi de porc ... O zi buna! Scuze!!! Era vorba despre MotoMania ( din Pipera ). MotoLand-ul e-n Cluj.

Are cineva Stelvio? Daca da, cum se comporta (eventual in comparatie cu cele din aceeasi categorie)?

Gata, l-am gasit. Si am mai gasit inca unul in care se aminteste aceeasi problema. Sincer, eu cred ca li s-au parut "strugurii acri"... Acu', sa vedem daca ma pricKTM 990 Adventure Upstaging BMW and everyone else with a bigger, better Adventure writer: Roland Brown photographer: Simon Green Welcome to Fuerteventura Country--a barren, sun-kissed volcanic island off Africa's west coast, ringed by perfect and almost perfectly deserted roads and criss-crossed by dozens of unpaved tracks. On the new Adventure 990, this is KTM country. Rumbling along at a comfortable 90 mph, flicking through smooth mountain hairpins at giddy angles or sliding down a rocky trail to the beach, I can't think of another bike that could keep up. To create the 999cc twin, KTM increased bore and stroke from 100 x 60mm to 101 x 62.4mm. That capacity is shared with the new Super Duke, but the Adventure gets different cylinder heads with revised porting, softer cams and new forged pistons. There's also Super Duke-style fuel injection, with 48mm throttle bodies in place of the 942cc engine's carbs. Peak power--99 bhp at 8500 rpm--is unchanged, and well down on the Super Duke's 120 bhp. The good news? Polaris money has allowed KTM to speed up homologation and delivery of Super Duke 990s, which should be available later this year. The route looked promising as my Adventure fired up with an engaging thrap. Heading up the southern tip of Fuerteventura, the big V-twin pulls with delicious enthusiasm. It's flexible and easy to ride, if not quite as grunty as the Super Duke. The Adventure is plenty fast, lifting its front wheel on the throttle, and punching out of bends with a deliciously urgent feel. On one short straight it rumbled well past 100 mph with more to come. Top speed should match the 950's 125mph, but extra torque makes the 990 feel quicker. This bike also shares the Super Duke's snatchy power delivery below 4000 rpm, making it difficult to hold a steady speed in the lower gears without a bit of jerking. The injection system, though generally very good, is not quite perfect. ADVENTURE S Identical in most respects, the S version has revised WP suspension. Travel at each end is increased from 210 to 245mm; ground clearance beneath the engine goes from 261 to 296mm. The S model also has a more off-road oriented seat, which at 895mm is 35mm taller than the standard model's, and there's no ABS. Unless most of your riding is off-road, you'll be better off with the standard model. Out of town and back on the gas, the 75-degree V-twin vibrates a fair bit moving toward its 9500-rpm limiter. At least the gearing is tall enough to sit at an indicated 100 mph in sixth with just 6000 rpm on the tacho, feeling smooth and relaxed. At that speed the Adventure's small fairing keeps enough wind off to allow stress-free cruising. This standard Adventure's stepped seat seemed significantly more comfortable than the original 950's. Two fuel tanks hold a total of 5.8 gallons: enough for 150 miles of normal use. Rumbling down the superbly twisty coast road, the Adventure does a fair impersonation of a sportbike despite pitching on its long-travel suspension under acceleration and braking. Still, there's 20mm less travel at each end than the 950 Adventure, and the 990's WP fork and shock are firm and controlled. Pitch it into blind bends and the Adventure rails 'round with its impressively grippy Pirelli Scorpion tires. Brakes are impressive as well. KTM's ABS system--developed in conjunction with Bosch and Brembo--separates front and rear antilock circuits. It certainly works on the road, and I was surprised by how well it worked in the dirt. You can brake hard before the front ABS kicks in, with better control than the occasionally wonky BMW version. The light, superbly suspended KTM has a distinct edge over BMW's R1200GS in the rough stuff as well, thundering out of slow, loose-surfaced turns in wonderful fashion. Chassis balance and suspension control are superb over rough surfaces despite Pirelli's road-biased tires. At 439 pounds (plus a bit for the ABS), this one weighs about the same as its predecessor. All things considered, the Adventure's off-road poise gives it a slight edge over the sublime R1200GS. Several days later the adrenaline has subsided, but I haven't changed my mind.MC 2007 KTM 990 Adventure KTM proves that bigger can be better with its 990 Adventure. Bill Stermer Rider Report Email this article to a friend! Rider Report I’ll never forget the day it dawned on me. It was about 20 years ago, and I was riding a 1,000cc sport tourer on a twisty California mountain road when I noted a headlight in my mirror. So I stepped the pace up a bit. The light drew closer. I got on it harder and suddenly, in a short straight…thumpa-thumpa… the rider went flying by me on, of all things, a big 500cc dual-sport single with knobby mix-master tires. I couldn’t believe it! How could 500cc pass 1,000cc that easily? Later, upon further review, I considered that great torque combined with lower gearing, lightness, a short wheelbase, mega cornering clearance, the leverage from that wide handlebar and (oh, the pain!) a superior rider could well have pulled off that pass. That’s when I realized that a smaller dual-sport motorcycle could be every bit as competent as a larger, sportier bike on a mountain road. Not to mention in the dirt. Back in our August issue we compared four faux dual-sport motorcycles, those with the aggressive style of big gravel- road bikes but without the real-world credentials. Oh, they had all the necessary street cred, but their cut-slick street tires, exposed exhaust plumbing and 17- or 19-inch front wheels exposed them as pretenders, bikes that could be taken there but were not seriously intended for the dirt or even gravel travel. Today, the best big-inch, liter-class machines for back-road/bad-road rides to Alaska and Mexico are the BMW R1200GS, and the new KTM 990 Adventure that we test here. Advertisement The Adventure was first brought to the United States for 2003 as a 950, and for 2007 has been revamped as the 990. Its liquid-cooled, 75-degree V-twin engine has been bumped up to 999cc with a slight increase of both bore and stroke to 101.0 x 62.4mm. In addition the new model gets electronic fuel injection rather than carburetion, a new motor management system and anti-lock brakes. With its three-way catalytic converter and a Lambda sensor for each cylinder it now conforms to the Euro III emissions standard. What gives the 990 dirt-road cred? Check out its 21-inch front wheel, semi-knob Pirelli Scorpion tires and its full bash plate with no protruding plumbing. Of course, it’s understood that a bike this heavy has no business trying to hang with the XRs, KDXs, RMs and TTs, much lighter true dirt bikes, but the Adventure should be able to get you down and back any graded gravel road and most two-tracks. Rider Report The Adventure 990’s liquid-cooled LC8 engine weighs, according to KTM, just 126 pounds and retains the dual overhead cams, balancer shaft and dry-sump lubrication system of its predecessor. KTM favored the dry sump design because without an oil pan it could have greater ground clearance. Its lightweight pistons are designed to minimize oscillating mass, and the bike utilizes a forged, one-piece crankshaft. New for 2007 are the camshaft profiles and the 48mm throttle-body injectors, which eliminate the need for a fast-idle or choke lever. With its 33.9-inch seat height only those long of inseam will be comfortable when stopped astride the 990 Adventure. Grasp that wide Renthal handlebar, look down and notice—what’s this—the bike has two fuel fillers, one on each side? Two nylon composite fuel tanks place the weight lower relative to the frame, and more centrally between the axles. They’re protected by a pair of large plastic panels, and as an accessory KTM offers tube-steel guards. With the engine’s compression ratio of 11.5:1 you’ll want to fill those tanks with 5.8 gallons of 91-octane premium fuel. Ours delivered a decent 42.9 mpg. The engine starts with the press of a button, and occasionally when cold would die almost immediately but would always run when restarted. The levers are dirt-bike short, and there was insufficient room for the little finger on each hand. Pull in the hydraulically actuated clutch lever, chunk the six-speed in gear and with nearly 50 lb-ft of torque already available at just 2,500 rpm, its low 510-pound wet weight and gravel-road gearing there’s no need for revving or clutch slipping. The V-twin assumes a characteristic barking lope, aggressive and hard-edged in tone. All is smooth till about 6,000 rpm, at which point a bit of vibration begins to intrude upon the grips. When we first got the bike it had about 500 miles on it, and long freeway jaunts jangled my hands. However, by about 1,000 miles the engine had smoothed out and, while some high-end vibration remained, freeway trolling was no problem. According to KTM the 990’s tubular-steel perimeter frame weighs just 24.2 pounds, and soon the bike’s weight seemed to melt away. Still, with a 61.8-inch wheelbase no one is going to confuse the Adventure with an actual dirt bike…that’s the suspension’s job. That stout 48mm male-slider WP leading-axle fork and single shock each provide 8.3 inches of travel, and can be adjusted for both compression and rebound damping; the shock also offers a handy remote preload adjuster. A few minutes of experimentation, and fiddling with fingers and a screwdriver, and I had the suspension dialed in. Rider Report Our test bike had a glitch in its fuel-delivery system; a rhythmic jerking and hunting was evident at steady state, low-speed riding at around 3,000 to 4,500 rpm. The situation became especially problematic on bumpy roads as the fuel system seemed to cycle on/off abruptly over the bumps—which is the last thing you want in the dirt. While testing the Adventure we were also testing a KTM Superduke, which had a similar injection system but presented no problem. We also were not enamored of the noisy cooling fan that would activate automatically in slow-speed situations. We lowered pressure in the tires to 20 psi and took the Adventure out to some local dirt areas. There, it confirmed my expectations that when ridden conservatively by a street rider this overgrown rock eater could indeed get through some rough areas and minor jumps, its 21-inch front tire stepping over rocks and potholes. Sand washes were scary, but with my lack of dirt experience any bike would have been so. While the Scorpions grip well and predictably while plonking around in second gear, it was easy to break the rear tire loose and slide the big guy around in open areas. At higher speeds, however, I felt like a bear on roller skates and decided to preserve my remaining virgin collarbone by exercising discretion. The press materials recommend that more aggressive dirt riders outfit the Adventure with Continental’s TKC 80 tires, in sizes which were developed specifically for KTM. The 990 Adventure comes with KTM’s first anti-lock braking system, a joint venture with Brembo and Bosch. The company tells us that its modulator (which is placed under the seat) weighs just 3 pounds; the brakes work independently and are not linked. The rear brake lacked sensitivity, and entered into ABS mode more readily than I wished—which also could have been a factor of the tire. Otherwise, the system delivered secure stops with minimal pulsing at each control. It can be turned off with a button on the dashboard for offroad use. Note that its sibling, the 990 Adventure S, does not have ABS but offers a longer-travel suspension and is considered more dirt worthy. Rider Report Any knowledgeable rider who wants to do some real offroad work on a dual-sport will choose a smaller, lighter machine and leave the 990 Adventure for those with 90-plus-percent pavement riding in mind, so we tested it that way. In addition to the usual road riding I took the bike on a three-day, 700-mile round trip to Laguna Seca Raceway in Monterey last July for the MotoGP races. A tankbag strapped in front (the tank area is not steel so a magnetic bag will not adhere) and a large nylon bag strapped to the seat and luggage rack provided ample luggage space. With a fuel cap on either side, it was not necessary to remove the tankbag to refuel. KTM offers hard-sided locking saddlebags and a top case with appropriate hardware for the Adventure. Like a dirt bike the 990 Adventure feels tall, but riding it soon brought back my memories of that dual-sport that had passed me so long ago. Where the bike really impressed was on the backroads, while dicing with friends on their sport tourers—and running away from them. A lot of weight shifting helped, and the tires I had not fully trusted in ABS mode straight up or in the dirt now gripped like sport rubber while leaned over on the pavement. The story I’d learned 20 years ago of torque, light weight and leverage (my friends would never go with the “superior rider” fantasy) trumping horsepower and displacement came true for me on tight, winding roads. Here it was rarely necessary to rev the engine past 5,000 to 6,000 rpm, which kept it in the lower two-thirds of its 9,500-rpm rev range and out of its vibration zone. The 990’s gauges, placed behind that tall, narrow tinted windscreen, include a digital speedometer and analog tachometer; there’s a clock and temperature gauge but no fuel gauge—one would have been welcome. As a compensating factor, in addition to the two tripmeters, the Adventure also has a tripmeter that activates with the low-fuel warning light and counts forward to inform you of how far you’ve traveled on “reserve.” The ’screen keeps the wind off the chest, and the hand guards keep the hands warmer. There’s also an accessory plug on the dash for a battery charger or electric garments, and a centerstand, though it lacks a convenient grab handle. One curiosity is that KTM’s press materials state that the Adventure’s fuel injection, cams and such were in the interest of “improved performance.” However, when we took it to the dyno over at Borla Performance, we found that things had gone in the other direction. The 950 Adventure we tested in our February 2005 issue spun the drum to the tune of 86.7 horsepower at 8,000 rpm, and 61.3 lb-ft of torque at 6,300 rpm. The figures on the new 990 were 84.0 horses at 7,600, and 59.8 lb-ft at 7,200 rpm, drops of around 2.5 to 3.5 percent. Our best guess is that the power drop was caused by the fuel-injection glitches, as KTM’s press person said the exhaust system was essentially the same. Perhaps it’s due to more stringent emissions requirements. Who cares—the bike is great fun to ride! Rider Report I’ll have to admit that, at first, I did not like the Adventure. The fuel-injection glitches made it difficult to ride around town, and the rear brake’s easy lockup was bothersome at speed. I didn’t trust the tires and would not ride it fast, and because of the injection could not ride it slow. However, once I dialed in the suspension, tested the tires in leaned-over mode and began riding it aggressively, its long-travel suspension and torquey engine conspired to peg the fun meter. At times like that, dyno figures do not matter. Add in the likelihood that its low-speed glitch can be corrected with a service (again, the KTM Superduke doesn’t have this problem) the Adventure will be great fun to ride! You can have yours in orange or black, for $13,998. Just add pavement…or gravel…and stir to taste. Articole din MOTORCYCLIST si RIDER ep sa-l incarc ... Nu, intrebam asa, in general. Eu am iesit ieri din garda si, dupa 24 de ore de urgente, cand am intrat in casa, am crezut ca paralizez! "Muierea" mea ..., nu, nu, nu era in pat cu altul, sau nu MAI era in pat cu altul, chemase pe unii si daduse jos tot zidul dinspre balcon! Era la mine in casa, ca-n Beirut! I-am dat dracu' pe toti, i-am dat bani sa-i plateasca si, asa obosit cum eram, am pus saua pe murgu' si am dat o tura pana la Slatina si inapoi. Frumos drumu' si destul de bine intretinut.

Salut, Petrica! Ce mai faci, ce mai yici_ Stai sa-mi aduc aminte unde dracu' l-am intalnit!

Aveti dreptate, nu trebuia sa postez in acest topic episodul cu accidentul (daca nu a socat, cel putin a deranjat ) si nici n-ar trebui sa-mi iau un alt motor ( cel putin pana nu voi avea mai mult timp liber ). Va multumesc pentru observatii si pentru sfaturi si sper sa nu va suparati daca, din cand in cand, voi mai interveni si eu pe acest topic. Revenind la subiecte mai tehnice, am citit un articol (e-adevarat, nu intr-o publicatie romaneasca) care spunea ca LC8-ul, asta nou, pe injectie, tinde, la turatii joase, sa intrerupa, lucru, zic eu, destul de suparator, in situatia in care acesta nu este un motor de turatie ridicata. Acu', o fi, n-o fi asa, numai cei ce poseda unul stiu cu adevarat. S-ar putea sa fie doar o problema de reglaj, pentru ca, aceeasi persoana, spunea ca exact acelasi motor, dar pe un Super Duke, nu face asa. O zi buna tuturor!

"Recomandarea" ta vine cam tarziu. Am motor, mi-am dorit asta toata viata si, daca-mi ajuta Dumnezeu, imi mai iau unu'. E, probabil, ultimul meu refugiu si, in mod cert, in afara de femei si de profesie - in exact aceasta ordine!-, cea mai faina parte a vietii mele. Nu sunt nici pe departe pesimist, ba dimpotriva! Imi pare rau ca nu ai patruns si nu ai rezonat cu mesajul meu... Toate cele bune!

Te-as mai intreba eu, dar ... nu prea stiu ce. Am urmarit raspunsurile si observatiile tale din diverse topice si am cam aflat tot ce vroiam sa stiu. Sigur, cine viseaza la un 990 nu se gandeste la confort in primul rand; am vrut doar sa stiu cum se simte pe ea cineva care chiar o foloseste, nu doar o tine in garaj. Eu, dupa cum ti-am spus, am un Fazer, destul de comod, dar dupa 4-500 de km tot iti amorteste fundu'. Sincer sa fiu, la asa distanta cred ca-ti amorteste si-ntr-un Bentley! Ceva, ceva, tot ma pune pe ganduri. Eu sunt medic intr-o unitate de primiri urgente, muncesc enorm, iar iesirile cu "vaca' mai mult le smulg din ridicol de putinul timp liber pe care-l am. Si-atunci te/va intreb: merita sa dau 10-12.000 de euro pe inca o vaca, oricat de mult mi-as dori-o, in conditiile in care sunt sufocat de datorii ( fac parte dintre "prostii' care nu accepta bani de la niste amarati - aia "bazati' merg in clinici particulare, eventual "dincolo" ... ), iar eu de-abia ies cu aia de-o am de 10-15 ori pe an ?! ... In fine, oi vedea eu! Stii ce ma intrebam astazi? Oare cum ar fi un 990 cu transmisie prin cardan ?! ... Toate cele bune! Nu esti in siguranta, cu adevarat, nicaieri! Sambata ma intorceam de la Sibiel, de la cununia Agathei ( de la IXS ) si, pe undeva aproape de Pitesti, m-a depasit in viteza o masina a Politiei. Am simtit ca ceva nu e-n regula si m-am luat dupa ei. Am ajuns la locul unui accident oribil! Doua masini se tamponasera frontal, iar pasagera din dreapta a uneia era afara, pe marginea drumului, cu capul pe picioarele sotului, care se uita socat la ea. Avea fractura de baza de craniu, otoragie bilaterala, ramul mandibular stang fracturat, midriaza bilaterala etc. Mi-am dat seama imediat ca decedase, dar ... puteam s-o las asa ?!!! Erau atatia oameni care se uitau la mine, sperand s-o salvez ! CUM ???!!! CUM S-O SALVEZ ???!!! M-am apucat s-o resuscitez si, in clipa cand am inceput compresiunile toracice externe, am avut senzatia ca limba ii iese din gura. Si iesea, si iesea ... Cum Dumnezeu?! Mi se parea imposibil! Chiar era imposibil. De fapt era un fel de spuma amestecata cu sange, ce-i iesea din plamani; avea, probabil, si o contuzie pulmonara severa cu edem pulmonar. Nu c-ar mai fi contat ... Ii simt si acum mirosul sangelui pe mainile mele, mirosul MORTII !!! Imi pare rau daca am folosit in exces termeni medicali, dar nu am avut cum sa-i ocolesc si cu ce sa-i inlocuiesc. Imi pare rau daca am socat pe cineva. Dar, mai ales, imi pare rau daca cineva nu ma ia in serios.

Dom' Petrica, ti-am urmat sfatul si am intrat pe topicul "dedicat". Ti-am urmarit si "traseul" prin topice si asa am aflat si cum te-ai ... ales cu S-ul. Ai mare tupeu! Am stat si eu langa motorul tau, cand inca mai era al lui Cornel, si n-am avut curaj sa ma urc pe el, desi, dupa afirmatiile tale, sunt binisor mai inalt decat tine. Felicitari si sa-l stapanesti sanatos!

Am tot echipamentul, in afara de ghete - Puma -, de la IXS si sunt multumit mai ales de geci ( piele si cea de vara ). Am si doua casti de la ei si, desi cea noua are protectie la curentul de aer de sub menton, stilistic o prefer pe cea mai veche. Cu toate astea ... nu-ti recomand castile lor, iar flip-up-ul mi se pare aiurea. Daca faci enduro, intra pe www.fc-moto.de, fa un efort si ia-ti un Arai Tour X2DC Challenge si o pereche de ghete Berik OVS Pro, ambele la preturi de dumping si nu mai ai nevoie de nimic. De la IXS ar fi bine sa te feresti si de pantalonii de piele + GoreTex! M-au costat o caruta de bani si dupa doar 200 km am vazut ca mi-au matuit rezervorul si, crede-ma, nu am chiar orice motor ... Bafta!

Ai dreptate, ar fi o tampenie sa cumpar un 990 pentru confort, dar, pentru ca in comertul nostru socialist, nu poti sa faci cativa km cu un motor, sa-ti faci o impresie si abia apoi sa ti-o iei, incerc sa adun date de pe la cine are cat de cat o idee. Oricum, multumesc! OK, am inteles ideea, dar de ce considerati voi ca ACELA este un topic "dedicat" ?! ... Mea culpa! Citisem doar primele dialoguri din topicul la care m-ati trimis voi si am crezut ca restul e la fel; m-am inselat. Am sa merg de-acum pe "topicul dedicat", desi, din moment ce nu am o "vaca", asa cum ii spuneti voi, nu prea vad de ce m-as baga in discutii. Yamaha am luat-o noua si as vrea sa fac la fel si cu 990-ul, desi un s.h. mi-ar da posibilitatea sa investesc restul banilor in ceva imbunatatiri ( Akrapovic, Touratech etc ). Oricum, cel mai devreme as putea-o lua peste doi ani ( vreau sa mai scap de niste datorii, intre timp ), asa ca n-am sa va mai deranjez pana cand nu voi avea "obiectul muncii"; cel mult am sa urmaresc dialogurile ( ma rog, "topic"-urile ) voastre. Asfalt uscat!

Multumesc mult de raspuns, dar ... nu asta am facut? ... Scuze de ignoranta, dar sunt nou pe site si nu prea ma descurc. Vreau numai sa fiu sigur ca nu fac o tampenie cumparand-o.

Imi place catelusul tau! Si nu insinuez nimic; chiar imi place!

Bune si utile sfaturile! Mai ales cel cu semnalizatoarele; eu le cam uit ... Multam fain!

Multumesc mult!

Cineva care are KTM 990 Adventure, eventual scundut ( 175 ) si care poate sa-mi spuna daca la drum semi-lung ( 2-300 km ), asfalt 50% - forestier 50%, devine obositor ( in special pentru ... "posterior" )? Multam fain!

Va multumesc mult tuturor! Mai mult decat ajutorul pe care ati incercat sa mi-l dati, m-a impresionat atmosfera de adevarata amicitie! Poate ca de-asta sunt motociclistii mai ... altfel. Asfalt uscat tuturor!

Sunt cel putin doua luni de cand incerc sa ma decid: 990 Adventure, sau DL 1000??? Am fost la KTM, in Bucuresti, vroiam sa stiu daca nu cumva 990-ul e prea inalt pentru mine ( am doar 175 cm ), dar nu aveau unul si m-au tratat cam cu fundul... M-am infuriat cumplit si am mers in Brasov sa vad un Pegaso. Frumusica, aproape noua, dar ... nu pornea ... Acum vreau un V Strom de 1000 ( am un Fazer de 600 si simt uneori nevoia de mai multa putere ), dar ... gandul imi e tot la 990. Nu prea am timp sa merg cu motorul si drumurile pe care-mi place sa bantui sunt cam 50% asfalt ( prost, evident! ) si 50% drumuri de munte, cu multe gropi, pietre si albii de rauri mediu de adanci. Ce sa fac???