Loris

hahaha ............. adevarul e e ca nu stiam faptul ca e in 2 sau 4 timpi pt ca modelul respectiv nu ma interesat niciodata ....................... dar totusi citind topicul am vrut sa spun si eu cea ce a spus si DCSAN20 ca preturile nu sunt chiar asa de mari ca si cum spune pistolaru ................... iar credema axa ca o leaca de mecanica am habar si eu.

si ce vrei sa zici ca frana de motor nu se foloseste inainte de curba ? sau ce e asa de ?

mmmmmmmmda pasiune pt supermoto ATA ETE sorry

off

nota 10 spectatorului care a avut reflexul de a sari pe capota foarte posibil sa fie si copilotul de vina pilotul greseala de pilotaj 1. viteza prea mare 2. in loc de frana de motor si schimbarea directiei de mers la dreapta a actionat in ultima clipa frana de serviciu si asa alunecat tot inainte daca observati in timpul alunecarii a incercat putin sa vireze dreapta dar era logic sa lase si frana ca sa evite alunecarea in fata .................. dar ATA ETE bine ca nu a fost mai grav poate si probleme la directie mai greu

accidentul de ieri de la raliul clujului, in care au fost implicati spectatori: daca mergeti la o asemenea competitie sportiva NU stati pe exteriorul virajelor pt. ca riscati sa patiti ce au patit cei din acest filmulet http://www.autorally.ro/Accident_Cluj.wmv ------- 2,3 mega

Session finished Pos Nr Rider Bike Bestlaptime in lap Diff. First Diff. Prev. Tot. Laps Lastlaptime - 1 1 van den Bosch, Thierry KTM 0:57.182 12 0:00.000 0:00.000 12 0:57.182 - 2 12 Hiemer, Bernd KTM 0:57.696 19 0:00.514 0:00.514 20 0:58.216 - 3 3 Delepine, Gerald Husqvarna 0:57.833 21 0:00.651 0:00.137 23 0:58.219 - 4 5 Lazzarini, Ivan Husqvarna 0:57.927 19 0:00.745 0:00.094 22 1:14.157 - 5 21 Iddon, Christian Husaberg 0:58.157 24 0:00.975 0:00.230 28 1:03.061 - 6 8 Lecoanet, Fabrice Aprilia 0:58.433 18 0:01.251 0:00.276 23 1:00.440 - 7 37 Bertrand, Christophe KTM 0:58.632 24 0:01.450 0:00.199 25 1:19.585 - 8 61 Bidart, Sylvain Honda 0:58.639 10 0:01.457 0:00.007 22 1:41.597 - 9 7 Bartolini, Valter TM 0:58.749 13 0:01.567 0:00.110 26 0:59.526 - 10 4 Manzo, Max Aprilia 0:58.772 11 0:01.590 0:00.023 21 0:59.752 - 11 9 Goetz, Marcel KTM 0:58.946 12 0:01.764 0:00.174 19 1:00.414 - 12 22 Testu, Maxim Husqvarna 0:58.998 17 0:01.816 0:00.052 23 1:11.916 - 13 60 Warren, Samuel David Husaberg 0:59.200 25 0:02.018 0:00.202 27 0:59.459 - 14 88 Mariani, Lorenzo KTM 0:59.246 10 0:02.064 0:00.046 22 1:00.705 - 15 53 Maxwald, Hannes KTM 0:59.295 14 0:02.113 0:00.049 22 0:59.790 - 16 64 Hiemer, Daniel KTM 0:59.452 20 0:02.270 0:00.157 24 1:16.182 - 17 59 Schruf, Johann Yamaha 0:59.559 21 0:02.377 0:00.107 23 0:59.828 - 18 34 Lind, Martin Husaberg 0:59.695 14 0:02.513 0:00.136 30 0:59.920 - 19 30 Meddizza, Cristiano KTM 0:59.931 17 0:02.749 0:00.236 27 1:03.680 - 20 13 Kvasnicka, Jan Husqvarna 1:00.224 18 0:03.042 0:00.293 25 1:01.785 - 21 44 Pes, Lorenzo Husaberg 1:00.428 13 0:03.246 0:00.204 19 1:01.032 - 22 40 Uccellini, Luca KTM 1:00.996 23 0:03.814 0:00.568 25 1:01.606 - 23 65 Laimbacher, Urnan KTM 1:01.266 8 0:04.084 0:00.270 19 1:01.637 - 24 27 Bougelet, Eric KTM 1:01.485 20 0:04.303 0:00.219 21 1:02.872 - 25 26 Cullino, Cristano Yamaha 1:01.700 13 0:04.518 0:00.215 23 1:01.847 - 26 54 Pozzi, Andrea Honda 1:01.754 22 0:04.572 0:00.054 26 1:36.059 - 27 36 Poncin, Geoffry Honda 1:02.927 17 0:05.745 0:01.173 27 1:03.458 - 28 84 Fiorucci, Fabrizio Honda 1:03.980 10 0:06.798 0:01.053 22 1:03.993 - 29 16 Havel, Michal Suzuki 1:04.159 23 0:06.977 0:00.179 23 1:04.159

Austria Live results - S2 - Time Practice Pos Nr Rider Bike Bestlaptime in lap Diff. First Diff. Prev. Tot. Laps Lastlaptime - 1 75 Chambon, Boris KTM 0:58.170 19 0:00.000 0:00.000 21 0:58.230 - 2 5 Bolley, FrĂŠdĂŠric Aprilia 0:58.283 21 0:00.113 0:00.113 22 4:32.994 - 3 4 Chareyre, Adrien Husqvarna 0:58.548 18 0:00.378 0:00.265 23 0:58.963 - 4 1 Giraudo, Jerome Aprilia 0:59.002 22 0:00.832 0:00.454 26 1:00.142 - 5 121 Beltrami, Massimo Honda 0:59.106 16 0:00.936 0:00.104 24 1:00.980 - 6 18 Carlsson, Johan Yamaha 0:59.127 18 0:00.957 0:00.021 23 2:13.276 - 7 100 Seel, Eddy Husqvarna 0:59.154 9 0:00.984 0:00.027 21 1:59.233 - 8 11 Gozzini, Davide Husqvarna 0:59.166 16 0:00.996 0:00.012 18 0:59.736 - 9 9 Baraccani, Robert TM 0:59.192 19 0:01.022 0:00.026 21 1:13.266 - 10 2 Verderosa, Massimo Honda 0:59.309 16 0:01.139 0:00.117 20 0:59.726 - 11 10 Boano, Ivan Suzuki 0:59.318 14 0:01.148 0:00.009 29 2:03.002 - 12 41 Fiorentino, Frederic Honda 0:59.466 17 0:01.296 0:00.148 25 1:00.116 - 13 28 Pignotti, Attilio Honda 0:59.472 16 0:01.302 0:00.006 22 1:00.445 - 14 26 Winstanley, Matthew KTM 0:59.491 12 0:01.321 0:00.019 25 1:00.403 - 15 17 Vorlicek, Petr Suzuki 0:59.687 17 0:01.517 0:00.196 24 0:59.957 - 16 16 Bartolini, Andrea Yamaha 0:59.705 18 0:01.535 0:00.018 25 0:59.864 - 17 31 Blot, Stephane Yamaha 0:59.711 22 0:01.541 0:00.006 24 0:59.880 - 18 8 Girolami, Simone KTM 0:59.791 21 0:01.621 0:00.080 24 5:21.108 - 19 15 Godfroid, Thierry Kawasaki 0:59.887 20 0:01.717 0:00.096 28 1:00.850 - 20 45 Fraikin, Marc KTM 0:59.901 18 0:01.731 0:00.014 30 1:00.490 - 21 891 Parker, Trampas Honda 0:59.951 9 0:01.781 0:00.050 18 1:00.528 - 22 14 Chareyre, Thomas Husqvarna 1:00.124 24 0:01.954 0:00.173 26 1:00.496 - 23 29 Gaspardone, Paolo Honda 1:00.248 15 0:02.078 0:00.124 29 1:21.248 - 24 35 Reiter, Wilfried KTM 1:00.283 16 0:02.113 0:00.035 23 1:00.799 - 25 12 Gaillard, Jean-Marc Honda 1:00.300 28 0:02.130 0:00.017 31 1:00.724 - 26 58 Ackerl, Christian Honda 1:00.301 15 0:02.131 0:00.001 25 1:00.926 - 27 37 Ravaglia, Christian Suzuki 1:00.338 20 0:02.168 0:00.037 25 1:00.595 - 28 27 Rispoli, Graziano Honda 1:00.459 18 0:02.289 0:00.121 26 1:02.279 - 29 51 Resch, Roland KTM 1:00.461 11 0:02.291 0:00.002 25 1:07.673 - 30 50 Cannistraro, Michele Husaberg 1:01.296 13 0:03.126 0:00.835 21 1:01.862 - 31 47 Thiebault, Alexandre Terramodena 1:04.075 4 0:05.905 0:02.779 5 1:07.606

numai sa nu fie filet exterior de 3.5 pe spita de 3 ............ normal ca nu trebuie strungar dar de obicei ei se ocupa si au filiere asteptam sa ne zici si pretul manoperei PS. cred ca e un haos in toata tara cand e vorba de schimbat cauciucuri la moto

qoute """"""""""""""Mi-am luat permiiiiiiiiis """"""""""""""""""""""" CU CAT ??? bafta si drum uscat

hai ma ca te iarta lumele .... ca a la tine nu vorbeste bine moghioareste si dupa doua trei palinkeste si bereste vorbeste si la tine moghioreste

.......da este o varianta buna si poti sa stai linistit ca mergi la fel de bine ca si cu alea originale sau chiar mai mult. daca ai gasit spite mai lungi dute la un strungar... pe bani putini iti face filet nou In Cluj un prieten centreaza janta scoate 8-uri etc si nu lucreaza scump. daca te intere....... te ajut E destul sa se rupa o spita ............ dupa care se rup si restu la putin timp poate sa aiba doar capul rupt si tu nu iti dai seama daca te uiti numai la ea si pt motivul din cand in cand e bine sa-ti controlezi spitele batand in ea.

ai dreptate uite kit pt rs 250 piston,bolt,segment te coasta 160 euroi la ce cota vrei tu 1,2,3 dar oricum pana nu desfaci motorul nu iti dai seama ce e ......... poate ai nevoie si de supape sau axa cu came,tacheti etc

............. pierzi bani, timp dar in + acumulezi nervi cand o sa vezi ca in Romania pt a vinde o motocicleta cere foarte mult timp si noroc chiar daca motocicleta e buna si pretul este acceptabil ........ deci in concluzie nu cumpara motocicleta cu cmc si ps putini daca vrei distractie pe teren si sa ai putine probleme .... - racire cu lichid - sub 135 kg - cmc peste 550 - PS peste 50 (cai mai multi satisfactie mai multa) - 4 timpi - inmatriculat (poate prinzi gustul de supermoto)si la o adica nu te ia la rost vama pt chitanta vamala - pt tineri si nelinistiti e destul doar cu kickstarter - cat mai nou marci sunt destule si cum a precizat Soso "insa nu trebuie sa-ti inchipui ca nu vei avea nimic de facut la motocicleta" ATA ETE Bafta la cumparare

pe mobile : http://www.mobile.de/SIDIdVrx8n0yWPCBt0q24...ich=krad&top=1& pe motoscout24 : http://www.motoscout24.autoscout24.de/ger/...r&action=Suchen bafta

cand incerci ? ca sa venim si noi la un circ fara bani mai bine te multumesti cu ala pe iarba asa nu faci prea multe daune

habar nu am ce contine "Adventure Test: Husqvarna TE610-E" si 1. nu inteleg tot in engleza 2. e prea mult de citit 3. prefer sa le testez eu la locul faptei .....pt ca de unde sa stiu eu ca cel care le testeaza si face reclama nu e verisor cu fabricantu ?` .............. dar daca vrei sa-ti cumperi motocicleta e mai bine sa duci cu tine pe cineva care are habar de dinsa ................. si daca vrei pareri de la noi baga cateva date TIP/AN/PRET/inm-neinm etc. plus te poti uita pe http://www.mobile.de/SIDM.nsQA2jEX4yWSd2Sm...41&doSearch.y=9 Eu posed Husky si sunt multumit de mobra .................. daca e sa raman la hard enduro -- raman la Husky -- toate sunt cat de cat ok ---- Honda, Husqvarna, Kawasaki, Ktm, Suzuki, Yamaha etc. ................. sa nu crezi ca nu dai de probleme la nici una

Daca ai rabdare sa citesti Adventure Test: Husqvarna TE610-E Big-tanked escape machines are no longer either stuck in first or stuck to the tar . . . Warragul may be just an hour out of Melbourne on the Princes Highway, but within minutes of leaving it you can be in amongst some good riding. On this particular morning though, the three of us were in amongst some seriously thick fog. James Barry was leading on a Husky 610, while Mick Shearer and I had a matching pair of the new Husky TE610-Es. The '98 TE-E was Husqvarna's first attempt at a genuine dual purpose big-bore four-stroke. It had many similarities to the lighter and more aggressive units the company usually builds, but then it had some significant differences as well. While the top end of the engine was similar to the race bikes, the bottom end was completely new. There were twin oil pumps circulating a big two litres of slippery stuff, a balance cam, and best off all, a small electric motor behind the barrel that magically took all the work out of starting the beast. Since its release in '98, the TE-E has proven highly reliable. Yes there was the odd niggle like hassles with the starter gear and the fact that the engine wasn't too keen on deep water, but generally the new motor was as reliable as anything out of Japan. It wasn't all good though. Husqvarna had built a dual purpose bike, and unfortunately in Europe this too often spells `cafe racer'. The first TE-E suffered from an image - overfunction problem, with softish suspension which offered little in the way of external adjustments. It was well on the pace when compared with Dominators and the like, but KTM was playing hard-ball with its electric start 640 tourer's suspension set-ups and Husqvarna needed to update if it was to compete in this market. It has. The 2000 model TE-E has been improved in a lot of ways, especially when it comes to clocking up some serious adventure ks. The 9 litre tank has been replaced by a much more practical 17 litre one, and the colours are now based around Husky's racing yellow instead of the older black. Engine- wise the Kokusan ignition has been remapped, the head and cam modified, and the carb settings improved. The frame has been strengthened, there is a new starter motor and starter gears, and a new cam lifter for easier starting. The suspension has been heavily up-graded with the Marzocchi forks getting external compression adjusters and the Sachs shock gaining a rebound adjuster. With all this on offer it was well worth taking the TE-E somewhere interesting to test the improvements, and what better than a gentle trail ride through the High Country with a quiet, laid-back, unhurried pair of blokes like Mick and James? Setting it Up The run through the fog gave me time to adjust to the bike. The tank is very slim for its size, holding the fuel low and reasonably well forward. You can still slide up onto the filler cap in the turns, but the stock seat could be a bit flatter. Mick had an optional taller seat on his and if you're in the least bit aggressive in your riding, this is the way to go. On the other hand, the stock seat gives a remarkably short reach to the ground and is nicely comfortable for the long haul. Husky Imports had fitted a higher set of bars to the bike making standing very comfortable, but apart from that it was pretty much stock right down to the gearing. While the front brake is a very nice unit with plenty of stopping power and more feel than a 18 year old debutante, out of the crate the rear brake is a doozey. Ours was locking whenever the boot was even waved near it and needed backing off badly. When we pulled into the petrol station at Rawson I lowered the lever to give it a bit more feel before lock-up. A good thing I did too, because from there we took to a muddy single track where maximum control was a big priority. Just a few millimetres difference in the actuation point made a world of difference, controlling the strength of the rear in even the foulest of mud. The engine works beautifully in situations like this. The stock gearing is tall but there is power enough to pull it, coming on from very low in the rev range. Grunt is the word, especially in the slippery stuff where going up a gear slows wheel-spin and delivers impressive drive. Back out on the tar the engine displayed all the characteristics that first impressed us two years ago. There is minimal vibration at any rev and the note from the mufflers is a pleasingly throaty one without being loud. There's a new cam driving the valves and the engine does benefit from it and the new ignition, being a bit perkier in the upper mid-range. Most impressive of all, it is almost impossible to kill it on a hill. "You're going to like the next 500 metres!" said James, pulled up on an innocently flat bit of track that morning. There was no chance to ask why; he was off as soon as he'd spoken. The next turn revealed all - a broken, rutted climb with a pitch as steep as the Opera House roof. Committed, and with Mick on my mufflers looking for spare traction, I had no option but to nail it in second. The engine was awesome. At times the revs dropped to the point where you could count the bangs but it still kept pulling, seeking traction and finding it until roaring back into full song to loft the front over the last few steps near the top. Exhilarating? You betcha! The TE-E's 17 litre tank and surprising fuel economy meant we could venture into interesting country without worrying about the next refuel On the Fiddle The suspension has been improved out of sight, but it's still more dual than race. The action from both ends is good. The damping is well-specced and on the afore-mentioned hill the control it delivered was brilliant. I stiffened the compression dampers but to go hard the Husky needs heavier springs. On the bigger erosion banks it was easy to bottom both ends, but remember that we're talking about a touring bike with a 17 litre fuel tank, pillion pegs and a carry-rack here, not a race bike. Put in the context of equivalent equipment levels, the TE-E is up against the Dominator, XTZ, BMW F650, Pegaso Cube and the like, and in the suspension department it now flogs the lot. Still, heavier springs would make it even better! The forks have seen the biggest improvement. The too-rapid rebound on the old model has gone, and as long as the hits aren't too big it's hard to unsettle the front. This has helped the steering in a big way and means the TE-E can be punted reasonably quickly over rocky trails. The shock is better as well, and the inclusion of external adjusters at both ends means the bike can be fine-tuned with ease. Scrapers The run up the tar to Licola from Burgeons Gap was a hoot, but there seemed to be a slight credibility problem when we pulled up at Ray's store. "Clearance is a problem on those corners," I said. "Wadda ya mean?" asked James. "Well the bloody pegs scraped on that real tight left-hander." "Bullshit!" "Dinkum!" James's problem was that he'd been copping a bit from Mick and I whenever we'd started the bikes. James would fiddle around kicking, while the TE-Es were already idling, courtesy of their buttons. "I thought electric start was for pussys," offered Mick at one stage, "but I could get used to this." From Licola we headed straight up to Arbuckle Junction and then past the 1600m high Mt Wellington. The road up was a fairly typical touring dirt one, with the corners deeply corrugated and the long, steady climb bringing an added crispness to the air. Corrugations such as these usually high-light any deficiencies in a touring bike's suspension, but the TE-E handled them well. The altitude could be felt though, and once we hit the snow it was clear that all three bikes were running rich. We'd climbed about 1300m though, and the effect wasn't as great as I'd expected it to be. Snow? Well, it was more like compacted ice so I was thankful for the Husky's stability and its talent of holding a line with ease. Even then there were moments. Fuel There comes a time in every ride when someone, usually the lead rider, pulls up and says `I'm not sure if this is the right track'. James made just such an announcement not long after we'd dropped back down clear of the snow. He was concerned about fuel, Mick and I were not. In fact the TE-Es were using so little fuel we'd started grumbling about carrying the stuff when we didn't need it. Mick was getting around 17kpl and I was getting slightly better, so the beasts weren't thirsty, which means that 20kpl would be achievable in flatter, smoother terrain. Let's face it, if Mick can get 17kpl your average bloke should do a lot better ... We were travelling reasonably well through tightish touring conditions and could expect to get close to 300ks to a tank. Backed off on good roads, 350 to 370 shouldn't be out of the question which isn't bad from a stock set-up. As it turned out James was on the right track, but swollen rivers were limiting the short-cuts and in the end we had to head to Dargo to top-up James' TE. Just the One "I reckon," said James thoughtfully, studying the map, "That if we go straight up here we'll cut out about 20ks of track." It was getting late and we still had to reach Benambra before dark. "Aren't the blue lines rivers?" "There's just the one." But it was a beauty. Me, I would have turned around and headed back but not Mick and James. The latter went first, surging into the flow then turning to run with it, angling across for the far bank. This was no minor creek. It was a good ten or 12 metres across and flowing faster than the beer at a presentation dinner. James was wrestling all the way, but Mick had an even harder time, bucking the current and tossing a huge roost from the back as the rear tyre spun madly on the rocks. If a national champ enduro rider was having trouble, I was a dead man. Still, they were on the opposite side and I wasn't. There were no options. I eased into the flow and didn't so much turn with it as was pushed. I bounced a couple of metres over rocks then stalled, the Husky threatening to topple over. "Hold it!" yelled Mick, somewhat unnecessarily I thought. The water was rushing over the barrel, so I climbed carefully off and fished for neutral, preparing to push. Just out of curiosity I hit the start button and the bloody thing sprang to life! Click back into gear and after a couple more moments the TE-E and I were safe on the other side. "I've never seen a bike start in water like that before," admitted a stunned James. Me neither. Omeo Falls The track up the valley wall was fun. The Husky does a wonderful powerslide, its longer wheelbase and broad power combining to produce a feet-up kind of heaven on a fast and winding road. All too soon though we were back in the snow, this deeper and even more slippery than it had been near Wellington. Suddenly I was training for the Olympic rowing squad, paddling like a mad thing just to stay upright. The TE-E was awesome. Time and again the front would just slide away on the wheel rut, plough into the softer snow on the edges and then come back in a shower of white stuff. Snow, ice, deep rivers, and even a shallow lake nothing stopped the new TE-E I began to build confidence and was actually disappointed when the snow thinned as we ran down towards Omeo. On what turned out to be the last snow-covered corner though, I put the brand-new bike down whammo in a flash. Just standing was a hassle on the ice, but eventually I picked it up and checked it over. Hardly a scratch. Most bikes in this class would have sustained major buck damage in a fall like that. Some of them do it just falling off their stands. The Husky though is pretty robust and will take a fall or two and come away unscathed. The Stripper No good adventure ride is complete without a night in the pub, and while this has absolutely nothing to do with the Husqvarna TE610-E, the story wouldn't be complete without mentioning the stripper. The Benambra footy club had just won the semi-final and the whole town was in the pub to celebrate. Eventually most of the mob moved down to the local hall, leaving us and few of the old fellas propped at the bar. Some bright spark had hired a stripper for the hall that night, and she wandered in to the bar before heading to work at the main party. By and by she started playing pool and as you do, she ended up leaning over the table. Every time she did her short black skirt rose over her thighs and the old blokes at the bar tilted their heads to one side. "I don't reckon she's got anything on under there," said one to his mate. "I'm pretty sure you're right, but I might just keep watching to make sure," his mate replied, dry as you like. Closed Course of Course The lake at Benambra had water in it so we roosted around in that for an hour or so the next morning until the throttles started sticking, then made a line for lunch at Swifts Creek. "We'll take the tar down to Buchan. I'll just cruise along at 110, okay?" asked James. Sure. Right. As soon as the road went twisty Mick was around me, past James and disappearing fast. I went after him, James came after me. The TE-E is a joy on winding tar, knobbies and all. We set up a three bike express and achieved speeds that would have turned a hanging judge puce with anger, squirming into the corners under brakes and charging out under full throttle. By Buchan even the side knobs were buffed jet black. Adventure Husqvarna has produced a one hell of an improved model. It has targeted the couple of weak - as far as reliability goes spots in the old model so the new one should be rock reliable. Tony Tervoert rode one to third outright in the Safari a few weeks back and his engine went untouched for the entire distance. It sounded as sweet at the end as it did at the start, and that's not a bad accomplishment for any bike. Improved too is the suspension, catapulting the bike well ahead of the others in the big-tanked adventure-touring class. Along with this comes much improved steering and even better stability at speed. The six speed gearbox is a feature more manufacturers should offer, allowing the engine to deliver at anything between zero and 170. Flexible is the word here, especially when you can tackle some tight snotty long hill then emerge on the tar and be topping 160 within seconds. The weight is reasonably low, it's hard to damage, and it now has everything the tourer needs straight out of the crate including a healthy fuel range. At $10,450 it isn't overly expensive either, considering the host of quality standard inclusions. All this makes the TE610-E a far better adventure tourer than it was, and real contender for King of the class. Forget the cafe, head for the Cape

faine poze si cred ca a fost si leaca de distractie

am raspuns destul de tarziu (lipsa net ) hehe cine o aparut pe forum oare cine e cu DR250 in Cluj BENVENUTO M.O. in urmatoarele 2 sapt. nu reusesc sa vin ......... (job,family etc) --ATA ETE-- oricum daca ies te sun

pai eu asa stiam ca motoarele acele mici pe carturi sunt limitate ca sa nu te poti distra, ci doar te plimbi ca un tractorist sau un pensionar............... vb de cart Cluj

ba da de baga gagiul cu KTM-ul ............... super senzatie cand urci cu viteza si sari .............. asta se numeste distractie cu un motor.