Torlo - Making Life A Ride

I knew ATGATT (All The Gear All The Time) was highly over-rated. Listen to this guy from the mountains of North Carolina and his 115 mph  wreck on his Harley Davidson :

httpv://www.youtube.com/watch?v=uyJz7zpWCqA&feature=player_embedded

Here is the official first photo of the new Triumph Tiger 800 XC.

It is equipped a dirt tires, 21-inch front wheel, skid plate, spoked wheels and two front fenders. There will also be a road-going version called the Triumph Tiger 800. It will have a 19-inch front wheel, tubeless tires and mag wheels. Both 800s are fitted with in-line triple Daytona 675 engines punch up to 800cc. They should produce about 100 horsepower and weigh around 400 pounds. Notice the very narrow gap between the fender and the front tire? You think that's going to fill completely up with mud?

From BMW Motoblog:

Today 10/6/10: BMW has released their new, flagship motorcycles to the World at the Intermot motorcycle show in Cologne, Germany. We just brought you breaking photos of the new bikes and now we’ll follow with the official BMW press release detailing the highlights of these machines.

A few of the highlights at a glance:

• Supreme in-line 6-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
• Engine output 118 kW (160 bhp) at 7 750 rpm and maximum torque 175 Nm at 5 250 rpm.
• Over 70 per cent of the maximum torque is already available from 1 500 rpm.
• The lightest and most compact 6-cylinder in-line engine in serial motorcycle production > 1000 cc weighing just 102.6 kg and measuring 555 mm in width.
• Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
• E-Gas.
• Three modes to choose from (”Rain”, “Road”, “Dynamic”)
• High active safety due to standard BMW Motorrad Integral ABS (part integral).
• Dynamic traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
• Chassis with Duolever and Paralever and ideal mass concentration for dynamic riding properties combined with optimum comfort.
• Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
• World premiere in a motorcycle: Adaptive Headlight (optional extra) for increased safety at night in conjunction with standard xenon headlamp and fibre optic rings.
• Integrated operating concept with Multi-Controller, TFT colour display and menu guidance for the first time.
• Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (USA and Canada only) (standard in the K 1600 GTL).
• Innovative design with outstanding wind and weather protection.
• K 1600 GT with active riding ergonomics for proactive touring.
• K 1600 GTL with a very comfortable, relaxed ergonomics set-up for long trips with pillion passenger as well as luxurious touring equipment.
• Central locking for storage compartments, panniers and topcase (optional extra).
• Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.

BMW K 1600 GT and BMW K 1600 GTL – fascination with six cylinders.

Ever since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the new 6-cylinder in-line engine installed in it has caught the imagination of many motorcycle fans. For over seven decades now, 6-cylinder in-line engines have stood for fascinating engine technology in automobiles at BMW more than with any other brand. With the new K 1600 GT and K 1600 GTL, BMW motorcycles are now available for the first time with a 6-cylinder in-line power unit developed in-house. The two touring motorcycles have a supreme, impressive and equally distinctive appearance, creating a desire to travel at first sight.

Riding dynamics, long-distance suitability and comfort.

For decades, 6-cylinder in-line engines have exercised a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions.

In addition to safety, equipment and comfort, prestige and dynamic performance are the key criteria for a supreme touring bike. With the most compact in-line 6-cylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of 175 Newton metres, their 6-cylinder engine provides superb propulsion in all conditions.

Lightest and most compact serial production 6-cylinder in-line engine in a motorcycle > 1000 cc.

Previously, the in-line arrangement of six cylinders resulted in either very long or very wide constructions, depending on the installation position, which led to drawbacks in terms of chassis geometry, weight distribution and centre of gravity. This where the K 1600 GT and K 1600 GTL break new ground.

Weighing 102.6 kilograms, the engine is by far the lightest serially produced 6-cylinder in-line engine for motorcycles in the class > 1000 cc. What is more, the engine is significantly narrower in construction width than all other 6-cylinder in-line motorcycles in serial production to date. This extremely compact construction and reduced width was achieved in particular by means of a cylinder bore of 72 millimetres in conjunction with a spacing of just 5 millimetres between the cylinder the cylinder sleeves.

Both the low engine weight and the consistent lightweight construction of the vehicle as a whole contribute to the low weight of the vehicle. At 319 kg (K 1600 GT without panniers) and 348 kg (K 1600 GTL with panniers and topcase) the new touring bikes are in the lower range of the segment.

Three modes to choose from and DTC (Dynamic Traction Control) for maximum safety when accelerating.

The rider of the K 1600 models has three different engine characteristics directly available at the press of a button at the right-hand end of the handlebars so as to be able to adapt to different uses such as touring on the road, riding on wet surfaces and sporty, dynamic motorcycling – the modes “Rain”, “Road” and “Dynamic”. Available as an option ex works, the traction control function DTC is combined individually with the different modes, fully harmonised with them so as to provide maximum riding safety.

E-gas.

The control of the central throttle valve with a diameter of 52 millimetres is effected via an e-gas, also known as a ride-by-wire system. The rider’s wishes are registered by means of a sensor in the accelerator twist grip. The engine control then adjusts the position of the throttle valve accordingly.

Chassis with ideal mass concentration for dynamic riding properties.

The essential chassis elements of the BMW K 1600 GT and K 1600 GTL are the light alloy bridge-type frame, and the Duolever and Paralever for wheel control at front and rear. Because of the special requirements of a touring bike with a 6-cylinder engine, particular attention was paid to balancing the masses.

All in all, the interplay of chassis and engine position, together with the seating position of the rider, not only makes for a low overall centre of gravity with a very favourable concentration of masses, it also provides an ideally balanced wheel load distribution for excellent riding properties. The combination of ride stability, riding dynamics and lightness of handling in all riding and load conditions sets a new benchmark in the touring bike segment.

Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states.

The new 6-cylinder touring bikes also benefit from the innovative Electronic Suspension Adjustment II (ESA II), which is offered as a special equipment feature ex works.

With this system, globally unique on the motorcycle market, the rider can conveniently press a button to electronically adapt not only the rebound damping properties of the front and rear spring strut but also the spring rest (”spring preload”) of the rear spring strut as well as the latter’s spring rate and therefore the “hardness” of the suspension. This makes for outstanding stability and impressive responsiveness in all load states.

The additional adaptation of the spring rate allows the damping settings “Sport, Normal, Comfort” to be spread widely in ESA II, giving them clearly perceptible characteristics during riding. So in “Sport” mode, the K 1600 GT and K 1600 GTL are even more dynamic and precise and in “Comfort” mode they are more comfortable – while still retaining excellent stability.

Adaptive headlight – a world first for increased safety at night.

With the new BMW Motorrad touring bikes, the first ever “Adaptive Headlight” option is available ex works in the motorcycle sector as a supplement to the standard xenon headlamp. In addition to standard pitch compensation, the light of the main headlamp is also balanced in relation to banking angle. This produces significantly improved illumination of the road when cornering and therefore an enormous increase in active riding safety.

Integrated operating concept with Multi-Controller, TFT colour screen and menu guidance.

The instrument panel of the K 1600 models comprises two classic circular instruments for the speedometer and tachometer and a 5.7-inch TFT colour display. The design of the information display is also completely new in the motorcycle field. Among other things, it enables the attractive presentation of text and graphics over several lines.

Another world first is the Multi-Controller as part of an integrated operating concept, first introduced in the BMW R 1200 RT at the end of 2009. In addition to audio system control, the K 1600 models also have a menu for operating the comfort functions and on-board computer.

Innovative design with outstanding wind and weather protection.

Particular attention was paid during development to the combination of innovative design, optimum wind and weather protection and the very highest level of functionality. A very good example of this is the electrically adjustable windshield with memory function.

The bike’s aerodynamic qualities in terms of reduced air swirl – especially in the pillion passenger area – were developed in sophisticated wind tunnel tests. But the windshield not only protects the rider and pillion passenger: it automatically returns to the starting position when the ignition is switched off, acting as an anti-theft system for the optionally available navigation system.

BMW K 1600 GT with active riding ergonomics for proactive touring.

The design of the ergonomic triangle from the position of the footrests, seat top and handlebars makes for a highly proactive seating position in the K 1600 GT, while still retaining a high level of long-distance comfort. The rider and pillion passenger enjoy a comfortable knee angle but the seating position is geared towards the front wheel for a dynamic riding style. The seat is height-adjustable in the rider area so that it can be adapted to individual needs.

The K 1600 GT is has a very extensive range of standard features ex works consisting of xenon headlamps, heated grips and seat, cruise control and on-board computer. In conjunction with the supreme riding qualities of the new BMW Motorrad 6-cylinder engine, this motorcycle leaves nothing to be desired as far as the proactive touring rider is concerned.

BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger.

The luxurious touring bike BMW K 1600 GTL meets the very highest demands. Rider and pillion passenger benefit from the very relaxed, upright seating position as is especially appreciated over long distances. The ergonomic design is geared towards maximum comfort and derives from a single-section, dual level seat in conjunction with rider footrests which are further forward and lower, as well as handlebars which reach further backwards. The standard topcase rounds off the range of comfort features for the pillion passenger.

Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlamps, heated grips and seat, cruise control and on-board computer. The overall impression of the fascinating 6-cylinder motorcycle in combination with a carefully conceived storage concept, a standard audio system and numerous design elements make the BMW K 1600 GTL the flagship model among the BMW Motorrad touring bikes.

Individual paint finish concepts adapted to the character of each bike.

As touring bikes, the new BMW K 1600 GT and K 1600 GTL stand for a perfect synthesis of supremacy, dynamic performance and comfort. This is also reflected in the colouring of the two models.

In the K 1600 GT, the body colours of Light Grey metallic and Vermilion Red metallic create a fascinating contrast with the frame and wheels in Ostra Grey and the engine in Platinum metallic matt. The colouring especially highlights the bike’s technical components. The lines are concentrated and give the motorcycle a marked sense of agility.

With its emphasis on comfort and equipment, the K 1600 GTL has a powerful presence and elegance with elongated lines. This was achieved by means of a harmonious interaction between body colours and the colouring of the engine and chassis components. Here, Mineral Silver metallic or Royal Blue metallic 2 provide a perfect match for the Magnesium metallic matt of the painted frame and wheels. The engine in Platinum metallic matt ensures an appealing overall impression.

THE PACE by NICK IENATSCH, Motorcyclist Magazine

The Pace focuses on bike control and de-emphasizes outright speed. Fullthrottle
acceleration and last minute braking aren't part of the program,
effectively eliminating the two most common single-bike accident scenarios in
sport riding. Cornering momentum is the name of the game, stressing strong,
forceful inputs at the handlebar to place the bike correctly at the entrance
of the turn and get it flicked in with little wasted time and distance. Since the
throttle wasn't slammed open at the exit of the last corner, the next corner
doesn't require much, if any, braking. It isn't uncommon to ride with our group
and not see a brake light flash all morning.
If the brakes are required, the front lever gets squeezed smoothly, quickly and
with a good deal of force to set entrance speed in minimum time. Running in on
the brakes is tantamount to running off the road, a confession that you're
pushing too hard and not getting your entrance speed set early enough because
you stayed on the gas too long. Running The Pace decreases your reliance on
the throttle and brakes, the two easiest controls to abuse, and hones your ability
to judge cornering speed, which is the most thrilling aspect of performance street
riding.

YOUR LANE IS YOUR LIMIT

Crossing the centerline at any time except during a passing maneuver is
intolerable, another sign that you're pushing too hard to keep up. Even when you
have a clean line of sight through a left-hand kink, stay to the right of the
centerline. Staying on the right side of the centerline is much more challenging
than simply straightening every slight corner, and when the whole group is
committed to this intelligent practice, the temptation to cheat is eliminated
through peer pressure and logic. Though street riding shouldn't be described in
racing terms, you can think of your lane as the race track. Leaving your lane is
tantamount to a crash.
Exact bike control has you using every inch of your lane if the circumstances
permit it. In corners with a clear line of sight and no oncoming traffic, enter at the
far outside of the corner, turn the bike relatively late in the corner to get a late
apex at the far inside of your lane and accelerate out, just brushing the far
outside of your lane as your bike stands up. Steer your bike forcefully but
smoothly to minimize the transition time. Don't hammer it down because the
chassis will bobble slightly as it settles, possibly carrying you off line. Since you
haven't charged in on the brakes, you can get the throttle on early, before the
apex, which balances and settles your bike for the drive out.
More often than not, circumstances do not permit the full use of your lane from
yellow line to white line and back again. Blind corners, oncoming traffic and
gravel on the road are a few criteria that dictate a more conservative approach,
so leave yourself a three or four foot margin for error, especially at the left side of
the lane where errant oncoming traffic could prove fatal. Simply narrow your
entrance on a blind right-harder and move your apex into your lane three feet on
blind left turns in order to stay free of unseen oncoming traffic hogging the
centerline. Because you're running at The Pace and not flat out, your controlled
entrances offer additional time to deal with unexpected gravel or other debris in
your lane; the outside wheel track is usually the cleanest through a dirty corner
since a car weights its outside tires most, scrubbing more dirt off the pavement in
the process, so aim for that line.

A GOOD LEADER, WILLING FOLLOWERS

The street is not a racing environment, and it takes humility, self assurance and
self control to keep it that way. The leader sets the pace and monitors his mirrors
for signs of raggedness in the ranks that follow, such as tucking in on straights,
crossing over the yellow line and hanging off the motorcycle in the corners, If the
leader pulls away, he simply slows his straight way speed slightly but continues
to enjoy the corners, thus closing the ranks but missing none of the fun. The
small group of three or four riders I ride with is so harmonious that the pace is
identical no matter who's leading. The lead shifts occasionally with a quick hand
sign, but there's never a pass for the lead with an ego on the sleeve. Make no
mistake, the riding is spirited and quick in the corners. Anyone with a right arm
can hammer down the straights; it's proficiency in the corners that makes The
Pace come alive.
Following distances are relatively lengthy, with the straightaways taken at more
moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a
good distance serves several purposes, besides being safer. Rock chips are
minimized, and the police or highway patrol won't suspect a race is in progress.
The Pace's style of not hanging off in corners also reduces the appearance of
pushing too hard and adds a degree of maturity and sensibility in the eyes of the
public and the law. There's a definite challenge to cornering quickly while sitting
sedately on your bike.
New rider indoctrination takes some time because The Pace develops very high
cornering speeds and newcomers want to hammer the throttle on the exits to
make up for what they lose at the entrances. Our group slows drastically when a
new rider joins the ranks because our technique of moderate straightaway speed
and no brakes can suck the unaware into a corner too fast, creating the most
common single bike accident. With a new rider learning The Pace behind you,
tap your brake lightly well before the turn to alert him and make sure he
understands there's no pressure to stay with the group.
There's plenty of ongoing communication during The Pace. A foot off the peg
indicates debris in the road, and all slowing or turning intentions are signaled in
advance with the left hand and arm. Turn signals are used for direction changes
and passing, with a wave of the left hand to thank the cars that move right and
make it easy for motorcyclists to get past. Since you don't have a death grip on
the handlebar, your left hand is also free to wave to oncoming riders, a fading
courtesy that we'd like to see return. If you're getting the idea The Pace is a
relaxing, noncompetitive way to ride with a group, you are right.

RELAX AND FLICK IT

I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at
the racetrack, it's that enjoyable. Countersteering is the name of the game;
smooth, forceful steering input at the handlebar relayed to the tires' contact
patches through a rigid sport bike frame. Riding at The Pace is certainly what
bike manufacturers had in mind when sport bikes evolved to the street.
But the machine isn't the most important aspect of running The Pace because
you can do it on anything capable of getting through a corner. Attitude is The
Pace's most important aspect: realizing the friend ahead of you isn't a
competitor, respecting his right to lead the group occasionally and giving him
credit for his riding skills. You must have the maturity to limit your
straightaway speeds to allow the group to stay in touch and the sense to realize
that racetrack tactics such as late braking and full throttle runs to redline will
alienate the public and police and possibly introduce you to the unforgiving laws
of gravity. When the group arrives at the destination after running The Pace, no
one feels outgunned or is left with the feeling he must prove himself on the return
run. If you've got some thing to prove, get on a racetrack.
The racetrack measures your speed with a stop watch and direct competition,
welcoming your aggression and gritty resolve to be the best. Performance street
riding's only yardstick is the amount of enjoyment gained, not lap times, finishing
position or competitors beaten. The differences are huge but not always
remembered by riders who haven't discovered The Pace's cornering pureness
and group involvement. Hammer on the racetrack. Pace yourself on the street.