xt600

Daca KTM pun la punct o motocicleta adventure, sigur va fi mai imbracata. In alta ordine de idei, daca KTM intra pe nisa asta, ma gandesc ca nici japonezii nu vor sta cu mainile in san si vor produce si ei, intr-un viitor apropiat, un adventure pur sange. Nu ar suna rau WR250 Adventure sau chiar WR450 Adventure, nu? Avand in vedere ca Yamaha si Honda au pregatit motociclete de uzina, pentru competitiile majore de Rally Raid (WC Rally Raid si Dakar), ma gandesc ca poate vor dori sa aibe si o continuitate comerciala. Asa cum s-a intamplat cand au scos Africa Twin si Super Tenere, care au derivat din modelele de competitie. Intr-un post mai sus, am pus un link care arata ca se pot face chiar mai multe zeci de mii de mile cu asemenea motorete. Ar fi instructiv de citit.. raspunde chiar intrebarilor tale, vis a vis de autonomie si de sarcina utila. "Here's a crappy map of my travel route (more or less) Here’s what I added to my stock (except for some Pro-Taper fat bars) bike: Mods I decided against any performance mods, as I wasn’t really comfortable screwing with it in the limited time frame I had. Aftermarket parts are as follows: - Safari fuel tank - GPR steering damper - Flatland bash plate Luggage I decided to go with soft luggage, as its cheaper, lighter, safer (no catching your leg in a crash), and frankly I wasn’t too worried about security, and I never had a problem with them. - Happy trails Side rack - Wolfman saddlebags - Wolfman duffel - Wolfman tank bags (mounted under seat) - With the help of some friends I made two racks from steel; 1 mounted right above the headlight to hold a tire-repair kit, the other mounted on top of the Happy Trails side racks, sitting about 1 inch above the tail, which I set the duffel bag on top of. - This bike was overloaded according to most posts I read. I generally had at least 60 lbs of crap in the duffel and saddlebags. Extras - Rotopak 1 Gal fuel pack, mounted on a strip of steel bolted on the inside of the Happy Trails rack. This setup worked perfectly, although sadly the steel strip finally broke while crossing the amazon, and the fuel pack tumbled off the road; being heartbroken (and needing the fuel) I backtracked to look for the fuel tank, but it was green and, well, so is the jungle, so that didn’t end happily. - I bolted a home depot welding rod container to the bash plate to hold tools. This worked great until I was sideswiped in Venezuela and it exploded on the highway. Still a good idea though. - Cheap heated grips. The “high” setting had unfortunately stopped working by the time I made it into Patagonia and really needed it. May have been my shoddy electrical work. - Beaver 3CS whatever thingy to connect all the electric crap. Again my soldering sucks. - I attached a small piece of lexan to the headlight to prevent it from exploding somewhere bad due to an impact. It worked well and was only a few bucks at home depot. Benefits: I have to say overall it was a fantastic bike. I rode with a buddy on an 1150GSA (met on the boat crossing from Panama-Colombia). On the Pan-American he probably didn’t fully appreciate waiting on me (I’d top out at about 70’ish MPH, not for full lack of power, but it just didn’t feel good going faster than that with all that crap strapped on her). Likewise while crossing the Andes a few times; the 250 (already a bit choked up according to most smart-sounding peoples’ post) was hungry for air at 13-16,000 feet, and didn’t have the extra power I could have used to get through some of the sandy/silty areas of the Altiplano and Bolivia. Though to my friends’ credit, he never ditched me. Where the bike came into its own was in the nastier terrain (albeit at lower elevation), storage (not to be underestimated), and the cities. Once I left La Paz, Bolivia for the Amazon Basin, I was continuously impressed with her. One of the main worries I remember reading about the bike was the strength of the sub-frame and its ability to carry weight. I’ll shed what light I can on this here: Some parts of the trip (specifically BR319 – google it) required 4 Gallons of extra fuel (to be a bit on the safe side), and 4 Gallons of water; clearing 60 lbs. of liquid weight strapped to my already loaded rear luggage rack. The road was real rough, and I ended up getting a bit of a dent in my front rim, and losing my Rotopak fuel container, but the bike held up great. Likewise crossing the stretch from San Pedro de Atacama, Chile to Uyuni, Bolivia required a good load of extra fuel and water. Much of that road was corrugated “washboard” gravel road, and I constantly apologized to her while I waited for the sub-frame to explode from the stress, but there was never an issue. A great benefit of the bike is its storability (for lack of a better term). What I mean is the ability to park almost anywhere. One of the near-universal recommendations for motorcycle travel in Latin America, or anywhere, is that you should really never park the bike outside, unguarded overnight. There were many nights she stayed in my $5 motel room, firmly wedged between the concrete wall and my “you really don’t want to see this in the daylight” mattress. Once up in the jungle, I was loading/unloading her on ferries or boats of various sizes quite regularly. The light weight and smaller size of the bike (although still big compared to the local bikes) really facilitated this process. If you plan on spending any significant amount of time in a city, you’d do well to consider the abilities a smaller bike has there. Navigating Latin American cities is less “congested traffic” and more “vehicular combat”. Once I popped the side bags and my duffel off the back, the bike had a level of maneuverability through the city that always brought a smile to my face. Issues: She held together better than I could have ever expected, but not without some issues. Back in July she stopped wanting to start. After a few days of jiggling and tightening things she fired back up (the main culprit I believe was the heated grips spliced into the taillight wire). A few months later in Colombia I had the same issue. A local mechanic took less than 10 minutes to pop off the handgrip control, clean the crud off the starter button switch, and fix problem (the Amazon has a tendency to make you drop your bike and get muddy more than you may like). The main problem came after ingesting some water through the Safari tank cap for the second time. I lost a ton of vacuum pressure and she wasn’t firing up, so again to a mechanic in Colombia. After disassembling the motor, we noticed the piston was in pretty bad shape, and the rings needed to be replaced. The mechanic said it was quite common there on account of the lack of fuel quality. There were plenty of times I filled up on gas of questionable quality; at best out of a barrel, bucket or bottle, and twice out of a bag. This didn’t really surprise me. After 30,000 miles she needed a $25 set of piston rings, and while we’re at it might as well get a new piston thrown in for $65. The problem was the piston was backordered. Not much of a problem as I had an apartment and wasn’t looking to leave town anytime soon, but then a job came through and I had to head out pretty quick, and was left with the unenviable position of determining my baby’s fate. I decided to leave it at the shop (incredibly friendly owner), and am in the process of sending the parts. Once fixed, a friend will come pick it up and store her in his garage until a later date when I have a better plan. I think. (This was mostly worked out in Spanish, so who the hell knows for sure) Some final thoughts: I ran into a lot of travelers on a lot of different bikes, and all of them were having a blast. All of them have slightly different capabilities and drawbacks. I never found myself wanting to go much faster than I could, though some more power would have come in useful at altitude. I can say assuredly say that I would take the WR on any trip over the older KLR, as that’s the only other Dual-sport bike I’ve had experience traveling on. As I sit back now contemplating future travels, that ‘Round the World ride keeps cropping back into view. It will require another look at the field of options available at the time (if I ever get the chance), but the WR remains a top candidate for that trip. If you can pack semi-light, she’ll take you as far as you want to go. I imagine most people considering the WR are not trying to decide between the WR and a 1200 GS. Like I was, you’re probably looking at the KLR, F650GS, DR650, V-Strom 650 etc. My first advice is to relax…they’re all pretty good options. Next, figure out what kind of traveling you want to do and how much crap you’re going to bring. If you’re not bringing half your wardrobe, you should see if you can’t take the WR for a spin to see if it will work for you. If you like the bike, but are wondering whether she can pull off longer distance adventure travel, well, that’s why I wrote this…she can. You should buy it and begin your adventure immediately.

in cazul asta, daca ne uitam pe advrider, constatam ca lumea e plina de prosti Nu este locul aici, dar daca poti, baga ceva impresii despre motorul tau pe topicul rezervat modelului. Banuiesc ca ai capatat o oarecare experienta cu el.

Cred ca stiu ei prea bine ce fac. Se pare ca noua clasa "adventure" cam pe aici se va plasa din punct de vedere al capacitatilor cilindrice: 350-450 cmc. Probabil ca sa dea o anumita continuitate comerciala motocicletelor care merg in C M de Rally Raid si in Dakar (care dupa cum stim au fost coborate la 450 cmc). Sa nu uitam ca prima venita in aceasta, sa zicem, clasa, este CCM GP450. In alta ordine de idei, nenea ala care este CEO la KTm isi face si el calculele: este cam greu de patruns in zona motoretelor de 250 cmc, unde deja Yamaha si Kawasaki ofera niste motociclete foarte interesante, cu care au castigat piata (cea americana.. care de fapt conteaza pentru segmentul asta) : http://www.motorcycle-usa.com/276/15787/Motorcycle-Article/2013-Yamaha-WR250R-Comparison.aspx . Este drept, modelele mentionate nu sunt niste "adventure" in adevaratul sens al cuvantului, insa pot fi relativ simplu transformate in motoare adventure. Acesta ar fi si marele avantaj al KTM-ului asta: este conceputa din start ca un "adventure" touring, astfel ca nu mai este necesara modificarea ulterioara, in vederea realizarii unor trasee extrem de lungi. Amu' sa vedem cand va apare, cum va arata fizic si tehnic si mai ales cum va sta cu fiabilitatea... daca am o rezerva fata de KTM, este doar in ceea ce priveste fiabilitatea, iar asta este o caracteristica f. importanta pentru genul asta de motoreta, dupa parerea mea. Iti place sau nu, exista deja un trend consacrat in motociclismul adventure mondial: adventure touring-ul minimal, care se face cu motoare care nu depasesc 400/450 cmc.. cel mai des folosite fiind motocicletele de 250/350 cmc. Pe afara oamenii il practica la greu, asta insemnand ture de mii sau chiar zeci de mii km.. vezi aici un exemplu: http://web.archive.org/web/20120410045002/http://wr250rforum.forumotion.com/t4763-wr250r-to-south-america . Tipul ala nu prea imi pare un calugar de la vechiul schit, ci un tip care cam stie cu ce se mananca soiul asta de motociclism si il mai si practica Daca ai sa mai dai cautari pe forumul ala, vei mai gasi ture interesante, facute cu WRR. In ceea ce ma priveste, bucuros as renunta la 600-le meu pentru un WRR de 250 si asta in conditiile in care am 1,90 m si cca 106 kg.. Pentru ceea ce fac eu cu motoreta (adica oras, plimbari pe forestiere, pasune si turing pe orice fel de drumuri) sunt convins ca s-ar descurca la fel de bine ca XT-ul meu.

Multumesc pentru informatii!!

Care este consumul mixt/urban/ off road, cu rapoartele originale? Cum a evoluat consumul pe masura ce ai schimbat raportul final la 14/50 si apoi la 13/50??? Cum il simteai in off road pe urcari cu raportul original???

Oooo.. scuze maestre!!!! Iarta-ma... am gresit.. m-am legat de Regina... Mama, ce va mai inflamati cand formuleaza cineva o opinie nu tocmai ortodoxa despre biimvurile voastre. In alta ordine de idei: 1. am vazut eu Japonia doar pe harta (probabil mata ai crescut acolo), dar am o bucatica din ea sub poponeata ; 2. au donat si ei ce au putut.. doar nu crezi ca au nevoie japonezii de "regine" ????

Off... cand aud posesorii de BMW cu povesti de genul " linii de productie diferite", "calitatea a II-a pt Europa de est", imi vine sa zambesc. Unul nu poate admite ca atata poate BMW in materie de motociclete... ca mai au mult, mult pana sa ajunga la nivelul japonezilor. Valabil, de fapt, pentru orice marca europeana sau americana. Cine a spus ca dumnezeul motocicletelor este japonez, mare adevar a grait!

Sau Yamaha WR250R, care pare sa fie cea mai buna din segmentul asta... Vezi aici un comparativ: http://www.motorcycle-usa.com/276/15787/Motorcycle-Article/2013-Yamaha-WR250R-Comparison.aspx Din pacate, nu se vand pe la noi si nu inteleg de ce.

Pai Haidenau K60 Scout are profil cu crampoane?? Poate ar trebui sa ne spui ce intelegi tu prin crampoane. Scout este un pneu dual purpose, care arata cam asa: http://www.google.ro/imgres?imgurl=http://www.balmainmotorcycles.com.au/images/Heidenau_K60-Scout_pair.jpg&imgrefurl=http://www.balmainmotorcycles.com.au/heidenau-tyres.html&h=600&w=466&sz=68&tbnid=dXjsp9XILFRhQM:&tbnh=98&tbnw=76&zoom=1&usg=__E-Vet-CUqli4mqxK_gWjEMiCTzg=&docid=eF12luNjx2crzM&sa=X&ei=nL-oUqOoENTuygPPg4H4CQ&ved=0CFAQ9QEwAA Este un pneu care se preteaza bine la macadam, asfalt ud, rece, etc, dar nu il recomand pentru noroaie, pentru ca nu se descarca si in cateva secunde, se transforma in slic. Despre Bridgestone-urile la care faci referire nu stiu nimic, dar banuiesc ca fac parte din aceiasi categorie cu K60, de vreme ce doresti o comparatie. Astfel, daca au un profil asemanator, ma indoiesc ca vor performa prea bine in mocirla. Daca vrei noroi, pui un profil cu crampoane cat mai agresive, gen Mitas E09, Karoo, etc, etc.. Si mai lasa la o parte galagia pe care o face pe asfalt. Te intereseaza un pneu cat mai safe, pentru conditiile in care vrei sa il utilizezi, sau unul care sa "dea bine"???

Rasfoind forumul, in lipsa de alta ocupatie, am dat peste topicul asta vechi si l-am citit pe nerasuflate. Superb stilul lui conserva de a povesti. Si mai superba determinarea cu care s-a daruit noii lui pasiuni (noua, atunci cand scria acest topic), motociclismul, dovedind totodata ca, daca vrei, se poate la orice varsta. Si acum intrebare: mai stie cineva ceva de conserva? Constat ca pe aici nu a mai intrat de mult timp... Sper ca este bine, sanatos, el si Marauderul lui.

Dakarul castigat pe motoare cu cardan este exceptia, nu regula. In plus, au fost alte vremuri. La cum se merge acum si mai ales pe unde se merge (vezi dunele din Atacama), ma cam indoiesc ca o motocicleta pe cardan ar mai avea vreo sansa sa termine macar raliul... So.. turing pe asfalt - cardan; enduro, adventure, rally raid - lant fara nici o discutie.

Sa nu comparam totusi cardanul de pe un tir sau o basculanta cu unul de motocicleta. Daca pui pe camion un cardan overbuild este ok... pe o motocicleta, fiecare gram conteaza. Apoi mai este vorba si de solutiile constructive si materialele folosite, unele mai fiabile, altele mai putin. Cardanul din poza de mai sus, in mod clar nu a apucat sa faca milionul de kilometri. Cum spuneam si mai sus, nu contest solutia cardanului pe un touring, cu care se merge pe drumuri civilizate si unde ai o retea de service-uri, insa pe o motocicleta de enduro-touring sau adventure, mi se pare o solutie riscanta. De altfel, nici producatorii, atunci cand echipeaza un model cu cardan, nu cred ca au in vedere rideri cu un profil prea "adventure" sau enduro. Ori noi purtam aceasta discutie la sectiunea "enduro-touring", nu la "motociclete de strada"

Am avut ceva probleme la montarea pneului spate. Tot Scout.

Din cele citite pe alte forumuri de profil, mega tripurile siberiene, sahariene, etc, etc, s-au facut cu motociclete echipate cu lant, nu cu vaci "cardanizate". Oare de ce???? Imi imaginez situatia din poza postata de colegul vlady-80, pe undeva prin Sahara... acolo alegerea lant vs. cardan poate face diferenta intre viata si moarte.. Cardanul o fi el bun pentru turing prin tari civilizate, cu infrastructura si retea service, nu prin tarile lumii a treia sau prin locurile salbatice ale Terrei.

Nu cred ca zgomotul pe care il auzi, are legatura cu pierderile de putere la relanti la care faci referire. Mai degraba ar putea fi vorba de distributie. Dupa umila mea parere, sunt doua probleme pe care trebuie sa le rezolvi pentru inceput: curatarea carburatorului / reglarea carburatiei si verificarea distributiei. Daca simptomele nu dispar, cel putin aceste doua aspecte ies din discutie si te poti gandi la supape, piston, etc. Daca are tendinta de a se opri la relanti ar putea fi si din cauza ca trage aer fals pe undeva.

Depinde ce vrei cum ai folosit si cum intentionezi sa folosesti motocicleta in continuare. Prin oras, este mai potrivit 125-ul, numai daca ne gandim la consum. Nu mai vorbim de mentenanta, reparatii, care costa proportional... Ideal ar fi sa o pastrezi pe asta pentru oras si sa iei un turing pentru excursii.

Eu as zice ca a intra intr-un bar FC Barcelona, in echipament Real Madrid, nu este un lucru urat, este de-a dreptul stupid. Cel mai stupid lucru pe care il poate face cel mai stupid suporter al Real-ului..

Baga o sursa! Pentru nostalgicii lui Stoner???

Man, dar nu am nimic impotriva sa plateasca si ala sarac daca greseste. NU asta rezulta din postul meu. Cum spui si tu, legea ar trebui sa fie aceeasi pentru toti, dar actiunea asta e egala cu 0 daca nu sunt pedepsiti toti, nu numai cei cu Dacia 1300. In anii si la nr de km pe care ii am parursi, cele mai urate accidente pe care le-am vazut, nu au fost facute cu Dacia 1300 sau Logan, ci cu supermasini ca cele mentionate anterior.. nenorocirea este ca au fost bagati in mormant si participanti la trafic nevinovati. Dacia 1300 nu merge cu 150 km/h in localitate... Q7 da! Ceea ce sustin este ca daca legea se aplica dupa cum vrea organu', nu se va indrepta nimic, din pdvd al sigurantei traficului. Si mai cred ca accentul nu ar trebui sa se puna numai pe amenzi, ci si pe educatia rutiera. Pe termen lung, efectele ar fi mai benefice si mai durabile.

Vorbitul la telefon mi se pare extrem de periculos la volan. Simplul vorbit la tel potate conduce la alte contraventii cu adevarat grave: neacordare de prioritate, intoarceri fara o asigurare prealabila, intrari riscante in depasiri, viraje negociate de-amboulea, pe contrasens, etc, etc. Sunt patit cu astia, stiu ce spun. Ar trebui dublate amenzile/suspendate permise pentru cei care vorbesc la tel. in timp ce sofeaza. Ca si pentru cei care nu semnalizeaza din timp schimbarea directiei demers, oprirea, etc.. Campania este buna, in teorie, dar la cat de corupta este politia rutiera din Romania, efectul este aproape 0. Amendeaza amaratii, dar cei cu Q7 sau SLK, merg nestingheriti cu 150km/h in localitate, iar politistul se face ca nu il vede.. iar daca totusi il opreste si ii aplica legea, a doua zi isi recupereaza permisul pe usa din spate... In felul asta, aceste masuri nu au decat efectul de a produce bani la buget, fara sa rezolve cu adevarat problema sigurantei rutiere.

Nope!!! Asta este pentru hateri.. Ultimele curse au aratat ca Yamaha de uzina este motoreta de locurile 3 si 4. In alta ordine de idei, am spus ca este inca f. competitiv, nu ca ar fi de locul 1. Nu a avut nevoie de 500-le lui Doohan, l-a avut pe al lui, cu care a facut istorie la clasa aia. Nu vom sti niciodata cum s-ar descurca pe Honda de uzina. Poate mai bine decat pe actuala Yamaha, poate mai rau..

Bagat mana in gaz = overspinnig = pierdut spatele= cazatura. Cauciucurile reci, uzate, praf, ulei, marcaje rutiere, suprafata uda, etc, sunt factori agravanti. Tocmai de asta nu se recomanda incepatorilor motoare atat de puternice... nu numai la viteze mari se pot intampla evenimente care pot avea urmari. Aviz amatorilor...

Corect! Mea culpa..

Da, discul frana fata la XT600 E este 267. La XTZ 660 este de 282.

Cam ce banuiam eu.. setup-ul pe care il doreste el nu se prea poate realiza pe motocicleta construita in jurul lui Lorenzo. De aici si prestatiile mai modeste din curse, ca sa nu mai vorbesc de calificari si antrenamente libere. Din punctul meu de vedere, Rossi este inca foarte competitiv, dar nu are la indemna motocicleta ideala, chiar daca este una de uzina.