Showing posts with label Ducati. Show all posts
Showing posts with label Ducati. Show all posts
Tuesday, March 18, 2014
Ducati 900SS by El Solitario
This is the real Mad Max motorcycle - built form a Ducati and presented in BikeExif. This is one of the most interesting project seen in the last months.
When a Ducati 900SS rolls into a workshop for a big-budget overhaul, it usually leaves a few weeks later looking just like it did when it rolled off the production line in the 90s. But not this one: only the most eagle-eyed Ducatistas would recognize it, with the engine cases being the giveaway.
The builders at the Galician workshop El Solitario march to the beat of a different drum, and a very seductive beat it is too. ‘Petardo’ means firecracker, and El Sol’s latest custom is an explosive celebration of two-wheeled mechanical complexity.
When pushed to describe Petardo, El Solitario main man David Borras calls it a reaction against the current trend for minimalism. He doesn’t believe in hiding the paraphernalia of a bike, so all the “organs”—like the switches, pumps, regulator and hoses—are on the outside. “We wanted to embrace the veins and arteries that move the body!”
Curiously, it works. The panel of Stack gauges on the tank is mesmerizing in the metal, reminiscent of the interior of a Group B rally car. As well as speed and revs, you get readings for lambda, exhaust gas temperature, volts, and oil pressure. The cabling and hoses snaking around the engine invite you to explore the machine. It’s easy to imagine the forces at work inside.
The effect could have been busy and disjointed, but it’s not. Finished in shades of black and raw metal, Petardo looks like a prop from a Fritz Lang or Christopher Nolan movie.
Fuel is carried in a 10-liter jerry can at the back, and propelled to the engine via an external pump and dry-break lines. The heavily modified frame is actually from a 600SS, with a blueprinted 900SS motor shoehorned in and hooked up to a sinuous, custom-fabricated stainless steel exhaust system. The bodywork is hand-beaten alloy, contrasting with black chrome and powder coat elsewhere.
At every point in their career, a motorcycle builder creates a masterwork—the machine they will be remembered by. This is El Solitario’s finest hour, and by their own admission, “Excessive in capital letters.”
Head over to the El Solitario website for more images—all shot by Kristina Fender. Since these studio shots were taken, Petardo has been upgraded with Desmosedici Öhlins forks, a custom Öhlins shock, and a full brake system from ISR.
Check out the Bike EXIF Google+ page for a stunning image gallery of the bike in its latest incarnation, being ridden in anger.
First appeared in bikeexif.com
Saturday, March 15, 2014
New Motorcycles For 2014
The new Indian Motorcycles, Star Bolt, Suzuki V-Strom 1000 and Yamaha
FZ-09 we showed you in recent issues were just appetizers; here’s the
main course for 2014.
BMW has been hard on the gas launching new-for-2014 models, including
the F 800 GS Adventure (Rider, October 2013), R 1200 GS Adventure and R
nineT retro bike (January 2014). Just in case its top-line K 1600 GTL
touring bike isn’t luxurious enough for you, BMW has just introduced the
K 1600 GTL Exclusive. It takes the bike’s convenience and luxury to the
extreme with standard features such as Keyless Ride, which enables a
new pushbutton ignition, steering lock, fuel filler flap and central
locking when the transponder/key in your pocket is near the bike—no need
to use a key for any of those things. As the transponder moves out of
range, the Exclusive’s anti-theft system is armed automatically and the
steering is locked.
More GTL Exclusive-model features include Hill Start Control, which
holds the bike in position on hills until you pull away, without having
to keep the brakes applied. The passenger seat is larger, and armrests
and a heated backrest are standard. For appearance’s sake, a film
antenna embedded in the trunk lid eliminates the need for an antenna
rod, and the bike is finished in four coats of special Mineral White
Metallic high-gloss paint blended with Magnesium Metallic Matte.
Many optional features for the regular K 1600 GTL are standard on the
Exclusive, including traction control and Electronic Suspension
Adjustment II (ESA II). New LED daytime running lights switch on
automatically in the daytime, and a pair of LED auxiliary lights help
illuminate the road ahead.
With the new liquid-cooled BMW R 1200 GS selling like candy canes at Christmas, it was only a matter of time before the lighter, more powerful twin made its way into other R-series models, like the R 1200 RT sport tourer. The RT’s new engine has the same displacement as before (1,170cc), but its output is much higher—a claimed 125 horsepower at 7,750 rpm and 92 lb-ft of torque at 6,500 rpm. For sport-touring duty, the centrifugal masses of both the crankshaft and the stator have been increased to help the engine run more smoothly. The 6-speed transmission has a taller secondary transmission ratio to reduce engine rpm, and the hydraulically actuated wet clutch has a slipper function.
Although the Alps-bred R 1200 RT has always been a nimble machine, for 2014 the chassis has been revised to complement the higher-output engine. The new frame has a continuous design that increases rigidity, which BMW says improves both responsiveness and feedback, and new 10-spoke cast aluminum wheels add to the bike’s more dynamic look. Bodywork has also been redesigned, giving the R 1200 RT an appearance that splits the difference between the R 1200 GS and the K 1600 GT/GTL.
The 2014 BMW R 1200 RT comes standard with two riding modes (Rain and
Road), as well as Automatic Stability Control (ASC). Optional Riding
Mode Pro adds a Dynamic riding mode, and the new Hill Start Control
function. Other options include Gear Shift Assistant Pro for clutchless
upshifts and downshifts, as well as Dynamic ESA (Electronic Suspension
Adjustment). The 2014 BMW R 1200 RT will be available in three colors:
Quartz Blue Metallic, Callisto Grey Metallic Matt and Ebony Metallic.
After quickly climbing to the top of the liter-class sportbike heap with its 193-horsepower, in-line four S 1000 RR, now BMW has unveiled a naked version called the S 1000 R. Less bodywork, an upright handlebar and more low-to-midrange grunt (but less top-end power) make the S 1000 R better suited for the street. Redline has been reduced by 2,000 rpm, and maximum horsepower has been lowered to 160 at 11,000 rpm. Peak torque is the same as the RR, but the 83 lb-ft maximum is reached at 9,250 rpm instead of 9,750 rpm. Up to 7,500 rpm, the S 1000 R makes about 7 lb-ft more torque than the S 1000 RR. That much giddy-up on a bike that weighs a claimed 456 pounds wet should provide enough excitement to wake the dead.
As with many high-performance motorcycles today, the S 1000 R is equipped with electronic riding aids including two riding modes (Rain and Road) and traction control. Dynamic Traction Control (DTC), incorporating two additional riding modes (Dynamic and Dynamic Pro) and making use of a lean-angle sensor, is optional. Optional Dynamic Damping Control (DDC) provides electronic control of suspension damping that continuously adapts to riding conditions.
The 2014 S 1000 R will be available in three colors: Racing Red Non-metallic, Frozen Dark Blue Metallic and Light White Non-metallic.
Pricing and availability on all three new BMWs are TBD.
To enhance stability on such a powerful, lightweight bike (461 pounds
wet, claimed), the wheelbase has been increased by 2.4 inches compared
to the Monster EVO1100. And to enhance riding comfort, the handlebar is
1.6 inches higher and 1.6 inches closer to the rider than on the
previous model. Seat height is now adjustable and can be set at either
30.9 or 31.9 inches; an accessory low seat reduces height to 29.3
inches.
Suspension on the Monster 1200 consists of a fully adjustable 43mm Kayaba male-slider fork and a preload/rebound-adjustable Sachs rear shock. The higher-spec Monster 1200 S gets fully adjustable Öhlins suspension front and rear. ABS and traction control are standard on
both models.
Available in Ducati Red, the Monster 1200 is $13,495. Available in Ducati Red or White, the Monster 1200 S is $15,995.
Ducati will also offer a “Supermid” version of the ferocious 1199
Panigale superbike in 2014 called the 899 Panigale. Although still
massively oversquare, the 899 version of the Superquadro L-twin has a
smaller bore (100.0mm) and shorter stroke (57.2mm). It displaces 898cc
and generates 148 horsepower and 73 lb-ft of torque at the crank
(claimed). Claimed wet weight is 425.5 pounds vs. 414.5 pounds on the
1199. Yes, you read that right. The 899 has a conventional
(double-sided) swingarm, whereas the 1199’s is single-sided. Part of the
weight difference may also be due to different suspension components
and tires.
Styling is all but identical to the 1199, and the level of specification is very high—Brembo Monobloc calipers, Showa Big Piston Fork, Sachs shock, Pirelli Diablo Rosso Corsa tires. The 899 Panigale will be available in traditional Ducati Red ($14,995) or Arctic White ($15,295).
Closely following the auspicious re-launch of Harley’s Touring family
under the Rushmore banner (November 2014), Harley-Davidson will
introduce its first all-new platform and sixth model family next year
with Street 750 and Street 500 motorcycles based on a new liquid-cooled
Revolution X engine. With low price tags and seat heights, the Street
line is aimed at young-adult urban riders looking for a nimble bike with
some room for customization.
The Revolution X engine is a 60-degree, liquid-cooled unit V-twin of either 494cc or 749cc and has SOHC four-valve heads, a counterbalancer to reduce vibration, a 6-speed transmission and belt final drive. It’s housed in a new chassis with a 25.4-inch seat height, wide handlebar and mid-mount controls, and both bikes are said to weigh 480 pounds with the 3.5-gallon tank full. Wheels are 17 inches in front and 15 in the rear, with 100- and 140-series tires respectively. The blacked-out styling takes some cues from the V-Rod line, especially the rear fender and radiator. Machined cylinder fins and wheel spokes set the Street 750 apart from the all blacked-out 500.
In addition to expanding Harley’s lineup to appeal to a broader range of riders, the Street 500 will fill the gap in Harley’s Riding Academy training program left by the departed Buell Blast. Both the Street 500 and 750 will also be sold in other countries where its larger models might cost more, incur tariffs or be license restricted. In fact, Street models for sale in India, Italy, Spain and Portugal will be made in Harley-Davidson’s Bawal, India, factory alongside other bikes made strictly for consumption in that country since the factory opened in 2011. All motorcycles for North America, including the new Street line, are made in Harley’s factories in York, Pennsylvania, or Kansas City, Missouri.
The Street 500 will carry a MSRP of $6,700 and the Street 750 will start at $7,500. You can have any color you want as long as it’s black.
Styled similarly to the faired CTX700 with the addition of integrated saddlebags, the new CTX1300 is powered by a 1,261cc, 90-degree V-4 that shares its architecture with the venerable liquid-cooled, fuel-injected ST1300 sport tourer, but has new pistons, different gearing in the 5-speed box and a new 4-2-2 exhaust system. Honda says it makes significantly more torque than the ST1300 as a result of the updates. The V-4 is also mounted longitudinally in the CTX1300’s steel double-cradle frame, and power gets to the wide 200-series rear tire via a shaft final drive system designed specifically for the bike.
Key to the big CTX1300’s appeal is its relaxed ergonomics, which
combine a low seat height of 29.1 inches with wide, comfortable-looking
seats for rider and passenger, a wide pullback handlebar and mid-mount
footpegs. An underseat fuel tank contributes to its potentially nimble
handling by lowering the bike’s CG, though we’ll have to wait for our
first ride to see how the 724-pound (claimed curb weight) machine gets
along with that fat 200-series rear tire. Both a top trunk and
centerstand will be on the options list, as well as heated grips and a
taller replacement for the stock shorty windscreen.
Stepping up to the blacked-out CTX1300 Deluxe model will net the rider traction control, ABS, self-canceling turn signals and a contemporary sound system with Bluetooth connectivity. The Deluxe equipment is expected to add $1,500-$2,000 to the CTX1300’s price tag, which was still TBD at this writing. Colors are Candy Red, Metallic Black and Gray Blue Metallic.
Up-spec sportbikes are popular because they offer higher-quality
components in one package that is less expensive than buying those items
individually. The all-new CBR1000RR SP features fully adjustable Öhlins
front and rear suspension, plus Brembo front brakes and Pirelli Diablo
Supercorsa SC high-performance tires. A lightweight subframe lowers the
center of gravity and a new rear single-seat cowl shaves additional
weight. The CBR’s 999cc in-line four puts out more power and torque
thanks to a new cylinder head, intake tract and exhaust system, along
with high-performance pistons and connecting rods. The SP’s riding
position is now more track-oriented and a bubble windscreen creates a
larger still-air pocket for the rider. Available in a special
White/Red/Blue paint scheme; pricing is TBD.
The 2014 CBR1000RR receives the same engine changes, ergonomics revision (new handlebars and relocated footpegs) and bubble windscreen as the SP model. Price is TBD.
Beyond styling, the Z1000’s 1,043cc, DOHC, liquid-cooled, 16-valve
engine has received many of the same updates as the 2014 Kawasaki Ninja
1000 (January 2014) to boost performance in the upper registers and
improve sound, feel and throttle response.
Based on the Ninja ZX-10R’s chassis, the Z1000’s aluminum frame
curves over the engine, cradling it from above and bolting solidly to it
in three places, with a rubber-backed fourth mount provided for added
vibration isolation and torsional rigidity. The main frame and swingarm
pivot pieces are cast as a single unit with minimal welds, and the new
subframe tapers to a very shallow cross-section at the rear.
Suspension is handled by a new fully adjustable 41mm inverted SFF-BP (Separate Function Fork–Big Piston) fork up front and a preload- and rebound-adjustable horizontal back-link shock in the rear. New one-piece monobloc radial-mount front brake calipers with a race-spec radial pump master cylinder are said to improve power and feel, and ABS is now standard. The 2014 Z1000 will be offered in Golden Blazed Green or Metallic Graphite Gray for $11,999. Look for a test of the Z1000 in the next issue.
There are motorcycles that push the boundaries; others simply
relocate them. The new KTM Super Duke 1290 R blasts them to pieces. This
is KTM’s third all-new entry for 2014 following the launch of the 1190
Adventure R and 1190 Adventure (May 2013), which we hope to have a full
test of very soon. At a claimed 417 pounds dry with 180 horsepower at
the crankshaft, the Super Duke 1290 R is a streetfighting brawler
trespassing in hyper-sportbike territory. And why not—it’s 75-degree,
DOHC LC8 V-twin is based upon the KTM 1190 RC8 R superbike engine.
Displacement has been increased to 1,301cc from 1,195cc, and throttle
bodies enlarged to 56mm from 52mm to get that insane power, and the
engine is bolted into a lightweight chrome-moly steel trellis frame,
with a fully adjustable WP 48mm male-slider fork and single shock on a
single-sided swingarm. Throttle-by-wire and a host of electronic
assistance systems help keep this high flyer on the ground, from
disengageable ABS that has a “Supermoto” mode (read: big, long
rear-wheel slides); to multi-staged, lean-angle-sensing traction control
and riding modes. At the same time, dual ignition increases fuel
economy and smoothens power delivery in the lower rev range. Ergonomics
are said to be sporty but still comfortable for long rides.
KTM will offer several optional packages for the Super Duke 1290 R to trim it out for racing, touring or simply more style. It will come in Matte Black or Orange colors; price is $16,999.
Right after announcing updates to the Bonneville, Thruxton and
Scrambler for 2014, Triumph Motorcycles has introduced three new cruiser
models, the Thunderbird LT, Thunderbird Commander and America LT.
Both Thunderbird models are powered by the Thunderbird Storm’s big-bore 1,699cc parallel twin rather than the base-model Thunderbird’s 1,597cc mill. The liquid-cooled, fuel-injected, 8-valve, DOHC engine has an uneven 270-degree firing interval and a long-stroke design (107.1mm bore x 94.3mm stroke) that produces a claimed 93 horsepower at 5,400 rpm and 111 lb-ft of torque at 3,550 rpm.
An all-new chassis is said to improve rider/passenger comfort by allowing a larger seating area and reshaped seat. A pullback handlebar allows a more relaxed riding position, and steering geometry has been revised and the front wheel is now wider for improved handling, carrying a new 140/75-17 front tire to accompany the existing 200/50-17 rear tire. Triumph partnered with Avon Tyres to develop the world’s first radial whitewall motorcycle tires for the Thunderbird LT, which offer better performance than bias-ply tires.
The new 2014 Thunderbird LT (Light Touring) has a quick-release
windshield and removable leather saddlebags. Driving lamps, chrome
floorboards with replaceable skid plates, an adjustable chrome heel/toe
gear lever and wide wire-spoke wheels round out the touring package. The
2014 Triumph Thunderbird LT will be available in spring 2014, with two
color options: Caspian Blue/Crystal White or Lava Red/Phantom Black.
Like the Storm, the Thunderbird Commander has Triumph’s signature twin headlights, but it stands apart with a polished top yoke, polished stainless steel fork shrouds and less upswept chrome exhausts. The 2014 Triumph Thunderbird Commander will be available in one of two paint schemes: Lava Red/Crimson Sunset or Phantom Black/Storm Grey. Pricing for both new Thunderbirds is TBD.
Based on the existing Triumph America with its air-cooled,
fuel-injected, DOHC 865cc parallel twin, the new America LT adds a tall
windshield, a pullback handlebar, leather saddlebags, floorboards and a
heel-toe shifter. The 2014 America LT is available now in two-tone
Pacific Blue/Sapphire Blue with an MSRP of $9,499.
(This article Feast Your Eyes was published in the March 2014 issue of Rider magazine.)
BMW
BMW K 1600 GTL Exclusive |
BMW R 1200 RT |
With the new liquid-cooled BMW R 1200 GS selling like candy canes at Christmas, it was only a matter of time before the lighter, more powerful twin made its way into other R-series models, like the R 1200 RT sport tourer. The RT’s new engine has the same displacement as before (1,170cc), but its output is much higher—a claimed 125 horsepower at 7,750 rpm and 92 lb-ft of torque at 6,500 rpm. For sport-touring duty, the centrifugal masses of both the crankshaft and the stator have been increased to help the engine run more smoothly. The 6-speed transmission has a taller secondary transmission ratio to reduce engine rpm, and the hydraulically actuated wet clutch has a slipper function.
Although the Alps-bred R 1200 RT has always been a nimble machine, for 2014 the chassis has been revised to complement the higher-output engine. The new frame has a continuous design that increases rigidity, which BMW says improves both responsiveness and feedback, and new 10-spoke cast aluminum wheels add to the bike’s more dynamic look. Bodywork has also been redesigned, giving the R 1200 RT an appearance that splits the difference between the R 1200 GS and the K 1600 GT/GTL.
BMW S 1000 R |
After quickly climbing to the top of the liter-class sportbike heap with its 193-horsepower, in-line four S 1000 RR, now BMW has unveiled a naked version called the S 1000 R. Less bodywork, an upright handlebar and more low-to-midrange grunt (but less top-end power) make the S 1000 R better suited for the street. Redline has been reduced by 2,000 rpm, and maximum horsepower has been lowered to 160 at 11,000 rpm. Peak torque is the same as the RR, but the 83 lb-ft maximum is reached at 9,250 rpm instead of 9,750 rpm. Up to 7,500 rpm, the S 1000 R makes about 7 lb-ft more torque than the S 1000 RR. That much giddy-up on a bike that weighs a claimed 456 pounds wet should provide enough excitement to wake the dead.
As with many high-performance motorcycles today, the S 1000 R is equipped with electronic riding aids including two riding modes (Rain and Road) and traction control. Dynamic Traction Control (DTC), incorporating two additional riding modes (Dynamic and Dynamic Pro) and making use of a lean-angle sensor, is optional. Optional Dynamic Damping Control (DDC) provides electronic control of suspension damping that continuously adapts to riding conditions.
The 2014 S 1000 R will be available in three colors: Racing Red Non-metallic, Frozen Dark Blue Metallic and Light White Non-metallic.
Pricing and availability on all three new BMWs are TBD.
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Ducati
To kick off the Monster line’s third decade, Ducati has introduced the biggest and baddest beasts yet—the Monster 1200 and Monster 1200 S. Replacing the previous heavyweight in the Monster family, the 1100EVO, the new models are powered by the 1,198cc liquid-cooled, desmodromic Testastretta 11˚ L-twin found in the Diavel power cruiser and Multistrada adventure tourer. In the Monster 1200, it makes a claimed 135 horsepower at 8,750 rpm and 87 lb-ft of torque at 7,250 rpm, while the Monster 1200 S kicks it up a notch with 145 horsepower and 92 lb-ft of torque. Three Ducati Riding Modes (Sport, Touring and Urban), eight levels of Ducati Traction Control and three levels of ABS allow the new Monsters to be adapted to a wide range of conditions.Ducati Monster 1200 S |
Suspension on the Monster 1200 consists of a fully adjustable 43mm Kayaba male-slider fork and a preload/rebound-adjustable Sachs rear shock. The higher-spec Monster 1200 S gets fully adjustable Öhlins suspension front and rear. ABS and traction control are standard on
both models.
Available in Ducati Red, the Monster 1200 is $13,495. Available in Ducati Red or White, the Monster 1200 S is $15,995.
Ducati 899 Panigale |
Styling is all but identical to the 1199, and the level of specification is very high—Brembo Monobloc calipers, Showa Big Piston Fork, Sachs shock, Pirelli Diablo Rosso Corsa tires. The 899 Panigale will be available in traditional Ducati Red ($14,995) or Arctic White ($15,295).
Harley-Davidson
Harley-Davidson Street |
The Revolution X engine is a 60-degree, liquid-cooled unit V-twin of either 494cc or 749cc and has SOHC four-valve heads, a counterbalancer to reduce vibration, a 6-speed transmission and belt final drive. It’s housed in a new chassis with a 25.4-inch seat height, wide handlebar and mid-mount controls, and both bikes are said to weigh 480 pounds with the 3.5-gallon tank full. Wheels are 17 inches in front and 15 in the rear, with 100- and 140-series tires respectively. The blacked-out styling takes some cues from the V-Rod line, especially the rear fender and radiator. Machined cylinder fins and wheel spokes set the Street 750 apart from the all blacked-out 500.
In addition to expanding Harley’s lineup to appeal to a broader range of riders, the Street 500 will fill the gap in Harley’s Riding Academy training program left by the departed Buell Blast. Both the Street 500 and 750 will also be sold in other countries where its larger models might cost more, incur tariffs or be license restricted. In fact, Street models for sale in India, Italy, Spain and Portugal will be made in Harley-Davidson’s Bawal, India, factory alongside other bikes made strictly for consumption in that country since the factory opened in 2011. All motorcycles for North America, including the new Street line, are made in Harley’s factories in York, Pennsylvania, or Kansas City, Missouri.
The Street 500 will carry a MSRP of $6,700 and the Street 750 will start at $7,500. You can have any color you want as long as it’s black.
Honda
Honda has introduced so many new models lately we couldn’t fit our coverage of the new CTX1300 alongside the Valkyrie in the February 2014 issue. These two bikes join the CTX700/N, Grom and CRF250L as all-new 2014 Honda motorcycles. Like the CTX700s, the larger CTX1300 offers new and returning riders a low seat, easy handling and a torquey engine with smooth, seamless power—essentially a cruiser with some modern styling and technology.Styled similarly to the faired CTX700 with the addition of integrated saddlebags, the new CTX1300 is powered by a 1,261cc, 90-degree V-4 that shares its architecture with the venerable liquid-cooled, fuel-injected ST1300 sport tourer, but has new pistons, different gearing in the 5-speed box and a new 4-2-2 exhaust system. Honda says it makes significantly more torque than the ST1300 as a result of the updates. The V-4 is also mounted longitudinally in the CTX1300’s steel double-cradle frame, and power gets to the wide 200-series rear tire via a shaft final drive system designed specifically for the bike.
Honda CTX1300 |
Stepping up to the blacked-out CTX1300 Deluxe model will net the rider traction control, ABS, self-canceling turn signals and a contemporary sound system with Bluetooth connectivity. The Deluxe equipment is expected to add $1,500-$2,000 to the CTX1300’s price tag, which was still TBD at this writing. Colors are Candy Red, Metallic Black and Gray Blue Metallic.
Honda CBR1000RR SP |
The 2014 CBR1000RR receives the same engine changes, ergonomics revision (new handlebars and relocated footpegs) and bubble windscreen as the SP model. Price is TBD.
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Kawasaki
Though the modern Z1000 has never had trouble getting noticed, for 2014 Kawasaki has made it even more eye-catching. From its tiny LED headlights to its tapered tail section, the new Z1000 looks compact and aggressive. Kawasaki has embraced a new styling language that it calls “Sugomi,” which it says gives the bike the appearance of a crouching predator and influences such details as the special “Z” logo ignition keys, machined aluminum steering stem bolt and textured “Z” motif seat cover.Kawasaki Z1000 |
Z1000’s dual-element bar graph tach runs up | f |
Suspension is handled by a new fully adjustable 41mm inverted SFF-BP (Separate Function Fork–Big Piston) fork up front and a preload- and rebound-adjustable horizontal back-link shock in the rear. New one-piece monobloc radial-mount front brake calipers with a race-spec radial pump master cylinder are said to improve power and feel, and ABS is now standard. The 2014 Z1000 will be offered in Golden Blazed Green or Metallic Graphite Gray for $11,999. Look for a test of the Z1000 in the next issue.
KTM
KTM Super Duke 1290 R |
KTM will offer several optional packages for the Super Duke 1290 R to trim it out for racing, touring or simply more style. It will come in Matte Black or Orange colors; price is $16,999.
Triumph
Triumph Thunderbird LT |
Both Thunderbird models are powered by the Thunderbird Storm’s big-bore 1,699cc parallel twin rather than the base-model Thunderbird’s 1,597cc mill. The liquid-cooled, fuel-injected, 8-valve, DOHC engine has an uneven 270-degree firing interval and a long-stroke design (107.1mm bore x 94.3mm stroke) that produces a claimed 93 horsepower at 5,400 rpm and 111 lb-ft of torque at 3,550 rpm.
An all-new chassis is said to improve rider/passenger comfort by allowing a larger seating area and reshaped seat. A pullback handlebar allows a more relaxed riding position, and steering geometry has been revised and the front wheel is now wider for improved handling, carrying a new 140/75-17 front tire to accompany the existing 200/50-17 rear tire. Triumph partnered with Avon Tyres to develop the world’s first radial whitewall motorcycle tires for the Thunderbird LT, which offer better performance than bias-ply tires.
Triumph Commander |
Like the Storm, the Thunderbird Commander has Triumph’s signature twin headlights, but it stands apart with a polished top yoke, polished stainless steel fork shrouds and less upswept chrome exhausts. The 2014 Triumph Thunderbird Commander will be available in one of two paint schemes: Lava Red/Crimson Sunset or Phantom Black/Storm Grey. Pricing for both new Thunderbirds is TBD.
Triumph America LT |
(This article Feast Your Eyes was published in the March 2014 issue of Rider magazine.)
Monday, February 10, 2014
Top 5 Ducati SportClassics
For a motorcycle that only sold in small numbers and was produced for
just five years, the Ducati SportClassic generates a remarkable amount
of press. It’s virtually impossible to find a good condition example on
the secondhand market, and if you do find one, you’ll have to pay
handsomely for the privilege.
Put simply, Ducati’s 992 cc air-cooled twin was the right bike at the wrong time. Launched in 2005, the Pierre Terblanche design married retro looks with modern performance. You got 91 bhp to play with, plus 43mm USD forks and adjustable shocks. And all variants tipped the scales at around 400 lb, some 50 lb less than a Triumph Bonneville. It was a bike with no competition—and unfortunately, little demand.
It’s only been three years since the last GT1000 tourer rolled off the line. But in that time, the motorcycling landscape has changed radically. Demand for traditional roadsters has soared, and the café racer scene is enjoying a resurgence.
Although the Ducati was a good-looking bike—especially in Sport 1000 guise—that hasn’t saved it from the attention of the custom shops. So we’ve chosen five machines from builders skilled enough to shift the SportClassic from good to great.
Radical Ducati Cafe Veloce (Above and top) Radical Ducati’s recent closure was a huge loss for the custom world. This 2010 build is one of their best, taking the SportClassic a step back in time visually but increasing its performance still further. Using a late-model GT1000 as a base, the Spanish workshop blueprinted and balanced the engine, fitted a lightweight flywheel, and replaced the wet clutch with an EVR dry slipper clutch. The modified GT1000 tank is matched to a custom race-style tail unit sporting a 1970s Montesa taillight. (The frame has been shortened 5cm to match.) The front suspension is from a Monster S2R and Öhlins shocks bring up the rear. There are far too many other upgrades to mention here, but every component is the best you can get—from the Discacciati brake system to Tomaselli clip-ons. Simply incredible. [More about this bike]
ShedX’s sleeper SportClassic At first glance, this looks like a relatively stock SportClassic. And that’s just how ShedX’s client wanted it. But closer inspection reveals a whole raft of changes from the Sydney, Australia-based company. They lift this machine into superbike territory—like Ducati 999 forks, triple trees and wheels, and clip-ons from a 1098. The frame has been discreetly de-tabbed and cleaned up, and the brakes have been overhauled with Brembo Serie Oro components and front discs from a Multistrada 1100S. The stock airbox has been dumped in favor of a free-flowing pod system, and the custom exhaust was designed to stop just short of the swingarm. The bulky standard tail section has once again been ditched, this time for a hand-fabricated unit fitted with a simple suede seat pad. [ShedX Customs]
Revival Cycles SportClassic Texas-based Revival Cycles are one of the most technically-accomplished shops in the USA. They’re about the engineering as much as the style, and you get the impression that no problem is too thorny to solve. But this job must have stretched Alan Stulberg and crew more than most. The donor SportClassic had been burnt out by a fire, and the owner wanted the bike reconfiguring to suit his 6’5” frame. So Revival moved the seat unit back 5” and narrowed the rear frame by 6” as well, for a sleeker look. There’s a custom ECU to boost engine power, and full Öhlins suspension front and back—minus the usual gold coloring, thank goodness. The highlight, however, has got to be the seriously trick hand-welded exhaust system. “The bike sounds like it is about to kick someone’s ass in a bar fight,” says Stulberg. [More about this bike | Revival Cycles]
Flying Hermans MC ‘Hermanus Volante’ The Belgian café-racing club may be called the “Flying Hermans,” but in July 2012 one of its members wrote off his beloved Ducati Sport 1000 in spectacular fashion. Andy Gerooms was okay, but the poor bike was totaled. Its front wheel was pushed in and its frame buckled. Andy just couldn’t bear to banish the remains to some cold and lonely junk-yard, though, so he purchased the wreck from his insurance company, hauled it back to his shed and set about rebuilding the Duc better than ever. It was no easy task: “Five months, every day, every free hour,” he says of the work involved.
The frame and gas tank are from a limited-edition 2006 Paul Smart replica; repainted in the shed, they went a long way to making the bike whole again. From there, Andy did more Ducati parts bin engineering, adopting the cast Marchesini wheels from a 999, the front brakes from a 998 and the carbon-fiber front fender from a Monster S4R. A zoomy Zard full titanium exhaust system caps off the spectacular rebuild. [Via The Ride: New Custom Motorcycles and Their Builders]
Louis75 Jubiläumsbike Sport 1000 If there’s ever a criticism of naked Ducati customs, it’s that they can look a little ‘busy.’ Fins on the cylinders, complicated engine castings usually hidden by fairings, and pipes and wiring everywhere. And the tubular frames don’t help. But this SportClassic from Marcus Walz takes a big step in the right direction with smooth, understated aluminum bodywork. It was a commission from the huge German moto accessory retailer Louis, and they picked their builder well. Surprisingly, the bike was designed using feedback from Louis’ Facebook fans, who helped to choose the styling direction, the wheels, bars and instruments, and also the paint. Once again, a Ducati 999 has given up its front end, but the rear bodywork is unique. Slim and elegant, it adds a modern and refined look to a bike that usually defines retro muscle. For the finishing touches, Louis called in a little help from their friends: Akrapovic supplied a custom exhaust system, and Ducati offered its exclusive “Anniversario Rosso” paint, normally reserved for anniversary and presentation models. [More about this bike | Walz Hardcore Cycles]
First appeared in www.bikeexif.com
Put simply, Ducati’s 992 cc air-cooled twin was the right bike at the wrong time. Launched in 2005, the Pierre Terblanche design married retro looks with modern performance. You got 91 bhp to play with, plus 43mm USD forks and adjustable shocks. And all variants tipped the scales at around 400 lb, some 50 lb less than a Triumph Bonneville. It was a bike with no competition—and unfortunately, little demand.
It’s only been three years since the last GT1000 tourer rolled off the line. But in that time, the motorcycling landscape has changed radically. Demand for traditional roadsters has soared, and the café racer scene is enjoying a resurgence.
Although the Ducati was a good-looking bike—especially in Sport 1000 guise—that hasn’t saved it from the attention of the custom shops. So we’ve chosen five machines from builders skilled enough to shift the SportClassic from good to great.
Radical Ducati Cafe Veloce (Above and top) Radical Ducati’s recent closure was a huge loss for the custom world. This 2010 build is one of their best, taking the SportClassic a step back in time visually but increasing its performance still further. Using a late-model GT1000 as a base, the Spanish workshop blueprinted and balanced the engine, fitted a lightweight flywheel, and replaced the wet clutch with an EVR dry slipper clutch. The modified GT1000 tank is matched to a custom race-style tail unit sporting a 1970s Montesa taillight. (The frame has been shortened 5cm to match.) The front suspension is from a Monster S2R and Öhlins shocks bring up the rear. There are far too many other upgrades to mention here, but every component is the best you can get—from the Discacciati brake system to Tomaselli clip-ons. Simply incredible. [More about this bike]
ShedX’s sleeper SportClassic At first glance, this looks like a relatively stock SportClassic. And that’s just how ShedX’s client wanted it. But closer inspection reveals a whole raft of changes from the Sydney, Australia-based company. They lift this machine into superbike territory—like Ducati 999 forks, triple trees and wheels, and clip-ons from a 1098. The frame has been discreetly de-tabbed and cleaned up, and the brakes have been overhauled with Brembo Serie Oro components and front discs from a Multistrada 1100S. The stock airbox has been dumped in favor of a free-flowing pod system, and the custom exhaust was designed to stop just short of the swingarm. The bulky standard tail section has once again been ditched, this time for a hand-fabricated unit fitted with a simple suede seat pad. [ShedX Customs]
Revival Cycles SportClassic Texas-based Revival Cycles are one of the most technically-accomplished shops in the USA. They’re about the engineering as much as the style, and you get the impression that no problem is too thorny to solve. But this job must have stretched Alan Stulberg and crew more than most. The donor SportClassic had been burnt out by a fire, and the owner wanted the bike reconfiguring to suit his 6’5” frame. So Revival moved the seat unit back 5” and narrowed the rear frame by 6” as well, for a sleeker look. There’s a custom ECU to boost engine power, and full Öhlins suspension front and back—minus the usual gold coloring, thank goodness. The highlight, however, has got to be the seriously trick hand-welded exhaust system. “The bike sounds like it is about to kick someone’s ass in a bar fight,” says Stulberg. [More about this bike | Revival Cycles]
Flying Hermans MC ‘Hermanus Volante’ The Belgian café-racing club may be called the “Flying Hermans,” but in July 2012 one of its members wrote off his beloved Ducati Sport 1000 in spectacular fashion. Andy Gerooms was okay, but the poor bike was totaled. Its front wheel was pushed in and its frame buckled. Andy just couldn’t bear to banish the remains to some cold and lonely junk-yard, though, so he purchased the wreck from his insurance company, hauled it back to his shed and set about rebuilding the Duc better than ever. It was no easy task: “Five months, every day, every free hour,” he says of the work involved.
The frame and gas tank are from a limited-edition 2006 Paul Smart replica; repainted in the shed, they went a long way to making the bike whole again. From there, Andy did more Ducati parts bin engineering, adopting the cast Marchesini wheels from a 999, the front brakes from a 998 and the carbon-fiber front fender from a Monster S4R. A zoomy Zard full titanium exhaust system caps off the spectacular rebuild. [Via The Ride: New Custom Motorcycles and Their Builders]
Louis75 Jubiläumsbike Sport 1000 If there’s ever a criticism of naked Ducati customs, it’s that they can look a little ‘busy.’ Fins on the cylinders, complicated engine castings usually hidden by fairings, and pipes and wiring everywhere. And the tubular frames don’t help. But this SportClassic from Marcus Walz takes a big step in the right direction with smooth, understated aluminum bodywork. It was a commission from the huge German moto accessory retailer Louis, and they picked their builder well. Surprisingly, the bike was designed using feedback from Louis’ Facebook fans, who helped to choose the styling direction, the wheels, bars and instruments, and also the paint. Once again, a Ducati 999 has given up its front end, but the rear bodywork is unique. Slim and elegant, it adds a modern and refined look to a bike that usually defines retro muscle. For the finishing touches, Louis called in a little help from their friends: Akrapovic supplied a custom exhaust system, and Ducati offered its exclusive “Anniversario Rosso” paint, normally reserved for anniversary and presentation models. [More about this bike | Walz Hardcore Cycles]
First appeared in www.bikeexif.com
Tuesday, January 28, 2014
Ducati 999S by Venier Customs
This is one of the fastest motorcycles we’ve ever featured—and I’d say it’s one of the best-looking too. It’s a Ducati 999S ‘Testastretta’ converted from race to road use by Stefano Venier, a New York-based builder with an immaculate eye for understated aesthetics.
Venier is best known for his classic Moto Guzzi customs, but he was salivating at the prospect of wheeling a 999S into his workshop. “Working on a race bike was a dream project,” he says. “It was a new experience to work on a modern motorcycle too.”
The commission for ’999VX’ came from photographer Riccardo Vimercati, who wanted to convert his track machine to road use. The bike already had a sprinkling of race parts; it’s closely related to the machines ridden by Troy Bayliss and Reuben Xaus in competition. The top-shelf goodies included an STM clutch and Discacciati levers, plus a RapidBike ECU and quickshifter. Power output is well north of 150 hp.
Once the fairing was off, Venier rebuilt the rear end with a leather seat, a new support frame, and a removable hard seat cover. He then switched out the stock alloy wheels for a set of spoked rims from a Ducati GT1000—describing it as “a really hard job to do right on a bike with so much power.” Exhaust gases now exit via Termignoni Corse headers into a Zard muffler. (“You should hear her voice now!”)
Much of the work was in the detail, removing a multitude of brackets, tabs, wiring and electrical parts, with the odd relocation of components to keep the bike looking tidy in its naked state. The color is a dark gray rather than absolute black, and the front fender is custom-fabricated.
Some things, however, were best left alone. “We tried to redesign the tank, but it was impossible to improve on the Pierre Terblanche design,” Venier reports. “To my eyes, it’s one of the best tanks ever created.” So Venier confined the rest of his mods to small touches like the mesh side panels, designed to give a little visual lift.
The next bikes to leave the Venier stable will be brand new Moto Guzzis: a V7 Stone and a California 1400. We can’t wait to see what he does with those.
Photos by Donatello Trevisiol. Check the Venier Customs website for more of Stefano’s work, and follow his news via the Venier Facebook page.
First appeared in www.bikeexif.com
Monday, December 23, 2013
Top 10 custom motorcycles of 2013 frm BikeExif
It’s been a huge year for custom motorcycles. They’re back with a bang, and the mainstream media has noticed. Even the Financial Times has picked up on the resurgence, reporting on The Comeback of the Cafe Racer. And most of the biggest-selling motorcycle magazines have added ‘new wave’ customs into the monthly editorial mix.
Manufacturers are getting in on the game too. Yamaha Europe is working closely with builders such as Deus, the Wrenchmonkees and Kedo. And BMW has enlisted the services of Roland Sands, El Solitario, Blitz and Urban Motor.
It’s great news for motorcycling in general, and not just the custom scene: Bikes that are simple and fun and easy to personalize are making their way into the showrooms, such as Moto Guzzi’s extended V7 range and now Yamaha’s reborn SR400.
So let’s take a look back at 2013, and pick out the motorcycles that were the biggest hits on Bike EXIF. As always, we look at traffic figures, social media shares, comments and the number of incoming links. We balance this with the age of the post, so that more recent machines are not disadvantaged.
1. Honda CB cafe racer by Classified Moto [top]. For the second time in a row, a Classified Moto bike has taken the top spot. It seems like John Ryland can do no wrong, with a distinctive aesthetic all of his own and a burgeoning order book. ‘Superstrada’ is a heavily customized 1980 Honda CB750F Super Sport, with a Yamaha YZF-R6 front end, Classified Moto’s signature triple tree conversion, and a single-sided Ducati swingarm.
2. Ducati Monster 1100 by JvB-Moto [above]. Ten years ago, Jens vom Brauck won Ducati’s International Design Contest with a retro-futuristic concept called ‘Flat Red.’ He’s now an established builder with a string of stark, brutal-looking machines to his name. At the Glemseck 101 festival in Germany, Jens revealed Flat Red II—and set the interwebs alight.
3. Ducati 900 by Walt Siegl [above]. To move beyond bolt-on parts takes hours of craftsmanship, and true artisans don’t come cheap. Walt Siegl has taken a big step to correct the imbalance with his new Leggero Series, a limited run of production machines based on two-valve Ducati 900cc engines. This is the prototype: you can now order one for yourself.
4. Honda CX500 by Mateusz Stankiewicz [above]. The CX500 is a tough and reliable bike, and still cheap on the secondhand market. This 1982-model custom, built by a Warsaw photographer and the garage Eastern Spirit, was the surprise hit of the year—and made it onto the cover of the 2014 Bike EXIF wall calendar.
5. Yamaha SR500 by Analog Motorcycles [above]. Tony Prust builds elegant, mid-capacity customs: the perfect bikes for barhopping and cruising around town. This 1979 Yamaha SR500 has more of a raw edge though, and a name to match—‘Bruto.’ It’s a machine for evening and weekend rides, with a seat big enough for two.
6. Kawasaki W650 by Skuddesign [above]. Nicolas Barthelemy got the blend of drop-dead gorgeous looks and practicality just right for this Kawasaki. “I wanted to mix aesthetic codes—bobber, brat style and street tracker—to create a motorcycle that corresponds to my world,” he says. The bike is now one of the stars of our best-selling book, The Ride: New Custom Motorcycles and Their Builders.
7. Moto Guzzi V50 by Rno Cycles [above]. Think of a custom Moto Guzzi, and it’s invariably built in the ‘classic’ style: Timeless café racer lines, muted colors and bare metal. So it’s refreshing to see someone take a completely different approach—and pull it off spectacularly. This rapier-sharp V50 is called ‘Opal’ and comes from Arno Overweel of The Netherlands.
8. Harley dual sport by Carducci [above]. A Harley Sportster-based dual sport bike? It might sound improbable, but engineer Jim Carducci has built just such a beast. And with a torquey, reliable motor plus 8+ inches of rear wheel travel and 10+ inches of front wheel travel, it actually works.
9. Triumph Bonneville by MeanMachines [above]. This Triumph Bonneville looks like it’s poised to shred rubber, even when it’s standing still. It’s the work of MeanMachines, an Australian shop very familiar to local owners of Bonnevilles and Thruxtons. Builder Wenley Ng has been modifying Triumph ‘modern classics’ for many years now, but fitting that 200-section rear tire was still a challenge.
10. BMW R100RT by Bill Costello [above]. There were cries of outrage when Bill’s R100RT was omitted from our recent Top 5 BMW R-series piece. Bill made his name with an R50 custom that caught the attention of BMW’s top brass in Germany, but this time he wanted a reliable daily rider. He’s also put the bike on a diet, dropping the wet weight from around 525 lbs to 430.
A handful of machines narrowly missed the cut, including the Sprintbeemer, Valen Zhou’s remarkable Honda CB125 and Café Racer Dreams’ NX650. Indeed, if you aggregate all of CRD’s builds, the Spanish company would join Classified Moto, Deus and Rough Crafts as the biggest traffic sources for Bike EXIF.
So that’s our round-up for 2013. With almost 25 million pageviews, 270,000 Facebook fans and over two million followers on Pinterest, we’ve had a good year.
We hope yours has been good too. Thank you for joining us, and here’s to a 2014 filled with many more exciting bikes.
The post Top 10 custom motorcycles of 2013 appeared first on Bike EXIF. If you like Bike EXIF, you'll love our book on custom motorcycles and their builders, "The Ride." Get your copy here.
Tuesday, November 26, 2013
The Ducati Monster Turns 20
The beast that ate Bologna!
They raised me Catholic back there in the Midwestern ’burb, but parochial school was too expensive, so every Saturday morning, it was off to catechism class. While the other kids watched cartoons on all three channels, I learned about the wages of sin and memorized all your popular prayers, motivated by the knowledge that failure would lead to the fiery pit for eternity. Warm would be good, at least. My dad had a preference for American Motors vehicles; the strain of the Ambassador’s starter motor working against those winter mornings only added to the dread as our AMC delivered us from evil through the dirty snow. The school building was as cold as Ann Coulter’s exercise bike, drafty and nobody ever changed the urinal cakes. The girls were maturing faster and seemed even angrier about losing their Saturdays; impending puberty hung in the air and had the nuns on DEFCON 1 constantly, rulers poised. We’re not here to have fun, kids, in this vale of tears. Motorcycles? Those are for people who don’t want to wait in line to greet Satan. Inspired by the church, then later by Bob Dylan, I joined the Army. It wanted to send me to California. How could I argue?
I’d never seen a Ducati in the flesh ’til I got to Monterey (an ’81 Pantah 500SL), and I never rode one ’til 10 years later. The 900SS wasn’t that cruel in its intended habitat, but serving as ground transportation in the SoCal rat race was not really its mission. Running free through mountain passes was more its thing, a weekend toy for the wealthy secularist. The same was true of the 851: Clutches would complain; temperatures would rise when you got stuck in traffic. During those times, hours spent penitent and/or in foxholes served you well. Embrace the pain. A familiarity with sacrifice was good preparation for Ducati ownership (or borrowship, in my case). In fact, all serious sportbikes were like that. Fiery performance required a little masochism and the kind of firm glutes you got from forced marches.
I’m not sure what happened, but a few years in the California sunshine purged a lot of dank guilt from my soul. The sap was rising in the early ’90s; Mr. Gorbachev did tear down the Wall, and the economy was booming. We were all snapping up condos, getting married and breeding, eating and drinking heartily; I wore tortoise-shell Wayfarers to fend off the glare of my bright future. When Ducati launched the Monster in ’93 (photo at right), it was a shocker that, in fact, made perfect sense and hit the zeitgeist right on the head: Have we not at long last suffered enough? What are we atoning for anyway? This thing had all the flair and performance of a 900SS, but it didn’t make you crawl on your knees and grovel like every other Ducati we’d ever ridden. It was red and definitely Italian but stupidly practical and fun to ride anywhere, thanks to the obvious-in-hindsight substitution of a simple handlebar where Ducati had always affixed low clip-ons before. Now, you could sit up and look traffic in the eye and dare it to flatten you. (Just kidding, traffic!) Maybe our God wasn’t all that vengeful after all?
Other practical sporty bikes of the time included the highly forgettable (but really good) Katana 750, enclosed in the bold graphics of those years. Boldly ugly. Honda’s CB1000 was a good effort, but it was 100 pounds heavier than the Monster. The Monster threw Cycle World into a tizzy. Where does it fit? Is it a cruiser? One motorcycle singlehandedly blew up a few of our beloved boxes.
It’s kind of a blur, but I partied a few times with guys who looked like Jesus and decided the fiery pit was just made up to scare people who’d never been married. Why should we not remove our fairings and do what feels good if it doesn’t harm others? Now that Ducati had knocked down the door, here came Triumph with the Speed Triple. Suddenly, the Japanese stranglehold was broken, and Euro trash was taking over the neighborhood. Soon, we were awash in Bonnevilles and Streetfighters, KTM Dukes (why is there no Duchess?), and Brutales—and the naked S1000RR BMW’s about to launch could be good, too.
We didn’t know it at the time, and neither did Ducati, but the Monster, as you’ve no doubt already heard, would be the bike that finally made Ducati a profitable company instead of a wheezy old-world institution on perpetual life support. Did the Monster revitalize the European motorcycle industry? That might be a stretch but only a small one. Before it first appeared at the Cologne show in ’92, Ducati had planned to build just 1,000 bikes. Its reception was so positive that the company decided to build 5,000. In the ensuing two decades, Ducati says it’s sold more than 250,000 Monsters.
Later and all too predictably came the hubris and the economic collapse. I lost it all investing in tasteful do-rags and suspenderless pant technology for BMW riders, but the Monster had at least taught me that a second act is always possible. Twenty years on, this 20th Anniversary Edition Monster isn’t much more expensive than the $8,950 original M900, and it does pack even more performance. But, and excuse me for saying it, it’s showing its age—maybe a little too much Botox. There’s another Ducati that puts a spring in my step now. Cycle World’s pick for Best Middleweight Streetbike for the past two years running, Ducati’s own 848 Streetfighter, makes 132 horses, is almost as torquey down low, is more comfortable, rides and handles better, and looks as fresh as the original Monster did. And though it’s got eight valves instead of four, Ducati says they only need to be inspected every 15,000 miles instead of every 7,500.
Meanwhile, we’ve seen the spy shots of the new liquid-cooled Monster and are reserving judgment. The Panigale’s doing okay but not great in the showroom, but it’s found no success in World Superbike racing. Speaking of no success, don’t even ask about Ducati’s MotoGP team. So, no pressure, new Monster, and happy birthday!
Hard to believe that 20 years have passed since the original Monster of 1993. Or since Burns channeled Chandler in “Monster Story,” a classic feature from our October issue that year.
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