In early April, Toyota’s Dealership Environmental Excellence Program (D.E.E.P.) was acknowledged with a Department of Energy (DOE) Better Practice Award. DOE’s prestigious Better Project and Better Practice awards acknowledge companions for modern and industry-leading accomplishments implementing decarbonization, power and water effectivity, or waste discount initiatives.
D.E.E.P. is a voluntary, easy-to-implement program designed to assist dealerships cut back power, water, waste, carbon emissions and operational prices. It offers technical help to Toyota and Lexus dealerships to measurably enhance environmental efficiency and acknowledges sellers that display vital reductions in power and water use whereas partaking with their native communities.
The program started as a pilot in 2021 with 12 U.S. Toyota dealerships and launched nationwide for all Toyota and Lexus dealerships in 2023. There at the moment are 75 Toyota and Lexus sellers collaborating in D.E.E.P. throughout the U.S., and we purpose to have over 100 sellers collaborating by mid-2026.
Toyota is actively inviting extra North American dealerships to enter this system to assist us ship on our dedication to enhance the environmental impacts of our seller gross sales operations and drive optimistic impacts for society.
Participating Toyota and Lexus D.E.E.P. dealerships throughout the U.S. Nationwide participation is rising with 70 Toyota and 5 Lexus dealerships at the moment enrolled in D.E.E.P.1 Cumulatively,2 these dealerships have:
Saved12,057 MWh of power, which is equal to the annual power use of 1,150 houses.3
Avoided8,815 metric tons of CO2e,
Saved 2 million gallons of water.
For extra details about D.E.E.P. and the dealerships acknowledged via this system for his or her environmental management, go to our D.E.E.P. website.
All over the world, helmets are acknowledged as the one handiest piece of gear in relation to holding riders alive within the occasion of a motorbike accident. There’s a cause why helmets are the naked minimal requirement for many nations world wide. So it goes with out saying that having a helmet that’s been licensed to the most recent security requirements is frequent sense, proper?
Unfortunately, this doesn’t appear to be the case, as plenty of uncertified helmets proceed to flow into available in the market, particularly in growing nations in Asia. In Malaysia, for instance, a major variety of youngster bike helmets have been discovered substandard when it comes to security.
Helmet security requirements exist for a cause, and that cause is easy: to attenuate head accidents within the occasion of an accident. While the ECE 22.06—a regular we’ve talked about in nice element prior to now—is usually thought of the common normal, a number of nations have their very own requirements in place. Malaysia is one in all these nations, because it just lately enacted the MS 1-2:2023, a newly developed helmet security normal patterned after the worldwide ECE normal.
Despite the implementation of recent security requirements within the nation, a obtrusive variety of helmets—particularly kids’s helmets—have been discovered to be substandard. The Malaysian Medical Association (MMA) and Road Safety Marshal Club of Malaysia (RSMC) just lately bought 10 kids’s bike helmets, of which 5 failed to fulfill requirements. The assessments have been carried out by the Standards and Industrial Research Institute of Malaysia (Sirim).
Even extra alarmingly, a report by Malaysian information publication The Star reveals that some retailers have been reportedly unaware of the standard of the helmets they have been promoting to customers. The report states that some sellers even claimed that their helmets met security requirements, all whereas having no labels or certifications to indicate.
The doom and gloom continues once we check out bicycle helmets—one thing far more commonplace than children’ bike helmets. Thousands of youngsters journey their bikes round Malaysia each single day, and it’s alarming that greater than half of youngsters’ bike helmets examined failed to fulfill present security requirements. In whole, 11 helmets have been purchased and examined from stores, with six of them failing the check. Meanwhile, out of the ten helmets bought on-line, seven of them didn’t meet security requirements.
Following these findings, the MMA and RSMC urged the authorities to take motion to make sure that all bike and bicycle helmets bought on-line and in shops meet both Malaysian or worldwide security requirements—a activity that’s clearly a lot simpler stated than accomplished.
At the top of the day, you and your children’ security on two wheels is in your arms. As the buyer, it’s in the end our accountability to do our analysis when shopping for stuff—be it from the meals we placed on our tables to the helmets we put on on our heads. There are plenty of reliable and respected model names that provide protected and reasonably priced helmets for each biking and motorcycling, and all it takes is a little bit of analysis with a view to make an informed choice.
Sure, it may be all too tempting to fall for irresistible offers on low-cost helmets. But is you and your loved ones’s security actually well worth the threat?
Recognized because the oldest bike producer in steady manufacturing, no bike within the Royal Enfield’s lineup embodies this ethos greater than the Bullet 350. Designed to be as barebones and simplistic as might be, the Bullet 350 stays trustworthy to its century-old ancestor.
Best of all, it does all this whereas that includes pretty fashionable expertise to maintain up with at this time’s security and emissions rules. Now, Royal Enfield continues making its fashions accessible in a number of markets all around the globe. And Japan is the latest addition to that record.
Based on Royal Enfield’s well-liked J platform, the Bullet 350 is the fourth sibling within the lineup, following the Meteor 350, Classic 350, and Hunter 350. The J collection is designed to be the proper mix of traditional and sensible, melding classic styling synonymous with Royal Enfield and fashionable reliability and practicality that cater to the wants of each fanatics and commuters.
Just like its siblings, the Bullet 350 makes use of an air-cooled, fuel-injected thumper displacing 349 cubes. Its lengthy stroke makes for a wholesome quantity of torque down low, leading to satisfying acceleration and simply the correct quantity of vibrations. Meanwhile, its relaxed seating place means you can spend hours on the saddle—be it for commuting or long-distance journeys out of city.
In Japan, RE presents the bike in three shade variations; Black, Maroon, and a chic two-tone Black and Gold motif. Prices vary from 694,100 yen (about $4,654 USD) to 701,800 yen ($4,700 USD).
It’s value mentioning that bikes just like the Royal Enfield Bullet 350 are positive to ring a bell amongst younger and newbie riders in Japan. You see, licensing rules for two-wheelers are fairly strict over there, and particular permits for bigger-displacement machines (particularly these with engines 400cc and up) are required.
For reference, within the US, the Bullet 350 carries an MSRP beginning at $4,499 for the 2 plain colorways, and $4,699 for the two-tone black and gold livery.
Royal Enfield’s fast enlargement into a number of markets everywhere in the world is proof that efficiency and technology aren’t every little thing. Royal Enfield deliberately makes its bikes feel and look previous, solely becoming them with the naked necessities to maintain up with modern-day calls for. We’ve been seeing numerous new improvements from the model, such because the all-new Himalayan, in addition to the Shotgun 650.
And the model has a knack for preserving the laid-back essence of motorcycling.
Lamborghini is known for its powerful V12 engines in its lineup of Italian supercars and hypercars. Continuing this tradition, the Aventador is now considered a collector car and an icon in automotive history since its discontinuation and the debut of the all-new Revuelto. If you’re looking to own a truly special Aventador, Chicago Motor Cars is offering this stunning 2017 Lamborghini Aventador SV as part of its extensive inventory of exotic cars and trucks for sale.
This Lamborghini Aventador SV stands out with its 1-of-1 factory Verde Artemis paint scheme and matte black carbon highlights. The design of the Aventador SV is characterized by sharp and angular lines, prominent air intakes, and an extended front splitter that highlights its wide stance. Carbon fiber components not only add to the sporty appeal but also reduce weight. The large rear wing and diffuser enhance downforce, reflecting its race-inspired heritage. Completing the look are vibrant red carbon ceramic brake calipers behind a set of factory matte black sports wheels.
The interior of the Lamborghini Aventador SV continues the theme of uncompromising performance with a sleek black and red Alcantara configuration. The driver-centric cockpit features highly contoured sport bucket seats wrapped in premium Alcantara and carbon fiber. The customizable TFT digital dashboard provides immediate access to performance data and controls, alongside an array of sport and track modes. Despite the performance-focused design, every detail, from the tactile switches to the fine stitching, exudes luxury and precision.
Powering the Lamborghini Aventador SV is a thrilling 6.5L naturally-aspirated V12 engine that delivers an incredible 750 horsepower and 590 lb-ft of torque. This powerhouse is managed through a 7-speed ISR (Independent Shifting Rods) transmission, providing seamless and rapid gear changes. With this powertrain, the Aventador SV can go from 0 to 62 mph in just 2.8 seconds and reach a top speed of 217 mph. If you’re interested in owning this 1-of-1 2017 Lamborghini Aventador SV, it is currently for sale at Chicago Motor Cars via duPont REGISTRY.
Bugatti, a world-leading hypercar manufacturer, is organizing its first summer tour along the French Riviera. This tour is a rally for Bugatti owners to gather and participate in scenic drives, allowing them to experience the power of models like the Veyron and Chiron. The tour began with a driver’s briefing at the Bugatti showroom in Monaco and made its first stop at Alain Llorca’s, where participants enjoyed stunning views of Saint-Paul-de-Vence. The convoy then embarked on a journey through the beautiful roads of the Vencois hinterland, immersing everyone in the charm of the French Riviera. The Bugatti Summer Riviera Tour is not just a drive but an opportunity to embrace the essence of glamour and beauty associated with the region. If you’re interested in purchasing a Bugatti, you can view all available options on the duPont REGISTRY website.
Mike LaRocco earned the 1993 500 National Championship, but never got to defend it. The AMA no longer recognized the class from 1994 forward. How could the 500s go from being the most prestigious class in motocross to being dropped? In the December, 1993 issue of Dirt Bike, Roger DeCoster told us how it went down.
Congratulations and condolences to Mike LaRocco. Last month he wrapped up his first 500 National Championship. Unfortunately, it will also be his last. In fact, it will be America’s last. Mike will never even get to ride with his #1 plate, because next year there will be no 500 class in America.
Even in Europe, the 500 class is taking a back seat, with the FIM directing TV coverage to the 250s and the manufacturers directing their teams likewise. What happened? How is it possible that the 500 National Championship, once the most prestigious class in motocross, has come to an end? It’s a complicated issue, but in truth, the 500 class hasn’t suddenly dropped dead just now. This is only the burial. The class actually died, or at least began to die, back in the early ’80s. That was when various forces first started to combine to eventually result in this situation. The first factor was the rise of Supercross as a 250/125-only sport. Open-class bikes simply weren’t suited for tight stadium tracks, so they were excluded and relegated to outdoor-only tracks. It didn’t take long for manufacturers to realize that Supercross was where the bulk of MX spectators were. Soon, most of each company’s development effort was concentrated on the 250 class. Marketing executives wanted their teams to win in front of the big Supercross crowds, so the factories went all-out and made major changes to the 250s more often than the other models.
Mike LaRocco rides with his number one plate on his KX500 for a Dirt Dike Photo shoot. He never got to race with it, at least not in the U.S.
The next blow to the 500 class came in the form of a worldwide sales slump in the mid-’80s. Motocross bikes were less affected by the slump than street models, but nonetheless the factories suddenly had fewer resources to draw upon for racing. Suzuki and Yamaha made the first big cutbacks, deciding to stop competing in the 500 class in both Europe and the U.S. Their Open bikes had sold poorly–Suzuki stopped manufacturing its RM500 altogether. In the U.S., that left Honda and Kawasaki as the only two manufacturers to support the 500 class.
Another factor was the changing nature of track design. Outdoor tracks became more and more like supercross. It was only natural–spectators got used to seeing riders get big air in stadiums and began to expect it outdoors, too. Also, young riders wanted more jumps. They had grown up learning to double jump before they even knew how to ride down a rough straight. Those kinds of tracks are more suited to 250s.
Jeff Ward’s 1990 KX500 was almost the same bike as LaRocco’s in 1993.
So, now we get to the point where there are not enough teams in the 500 class, not enough riders and not enough bikes. It was time for the burial. At this point, it seems silly to point out what could have been done to save the class. Some action would have been better than no action, though. While I don’t have all the answers, I think the class could have been saved if early action had been taken, both in Europe and in the U.S. In Europe, the FIM is notorious for ignoring problems or denying that they exist. It would have been possible to design tracks with Open bikes in mind, for example. It’s kind of boring to watch a 500 on a really tight track, but the sounds and the power that a big 500 makes when it has a little open space are exciting in a very different way. I think spectators would respond to that and be eager to see 500s in the right environment. That, in turn, might have brought more sales to the 500 class.
Roger DeCoster performed his own 500 shootout in the pages of Dirt Bike in 1995. Click on the image above to see which was his favorite.
Another possibility might have been to enforce the production rule in just two classes while the 500 class was left open to works bikes. In Europe and in the U.S., each class could have its attraction: The 500 class would be for works bikes, and maybe even four-strokes in the future, the 250 class for production-based 250s, and the 125 class for younger riders. Now the 125 class has the most rigorous travel schedule in both Europe and the U.S. In America, the 125 outdoor schedule is as long as the 250 and 500 circuits put together, and in Europe the 125s are required to travel to South America twice in the series. With less travel and perhaps an age limit (or a champion-moves-up rule like the U.S. had), the 125 class would be cheaper for manufacturers as well as privateers, allowing budgets to be stretched to cover all three classes.
At any rate, the time for thinking about what could have been done is past. It’s more beneficial to think about the future and what will fill the place of the 500 National series here in the U.S. I think the AMA’s plan is a good one. The 500 class will be replaced by a new six- to eight-race series called the “Fall Classic” (interesting how it could become a classic before the first race is run). By the time you read this, the new series will already be underway. The attraction of the new series will be the fact that it will be open to any bike over 250cc. No weight limit, no production rule, two-stroke or four-stroke, as big as you like. In a way, it’s an attempt to revive the old Trans AMA series.
The rules, or the lack of rules, might stir up some interest in big bikes. Someone like Eyvind Boyesen might send a rider to test some new ideas in an actual race. I don’t think there will be many works bikes from Europe showing up, though–basically, there aren’t any, aside from Jacky Martens’ Husqvarna four-stroke. Still, the possibility is there.
Whether or not he rides, I think that Martens will have an effect on this new series in the U.S. He just won the 500 GP title in Europe on his thumper, becoming the first rider to do so since Jeff Smith did it in ’65 with his works BSA. On top of that, Joel Smets finished third on a Husaberg four-stroke this year. This seems to be generating a resurgence of interest in four-stroke motocross. This new class is a natural for four-strokes. In the future, it might even be conceivable to change it to an all-four-stroke series, although if that were to happen right now, they might have a hard time filling the gate. It will be interesting to watch and see if interest keeps going in that direction. The sounds alone might be enough to draw spectators to big four-stroke races. I have even heard that Honda has talked with Martens about testing a new four-stroke in Europe next year, with the intention of racing it in ’95. Wouldn’t that be an interesting twist?
So while I would be dishonest if I said the death of the 500 class didn’t disappoint me, I think it’s pointless to mourn for it now. The future actually looks more exciting than it has in years. Motocross, as always, is in the process of big change–and change isn’t such a bad thing.
Rob Dyrdek, a successful entrepreneur known for his achievements in the world of skateboarding and action sports, also has a passion for Ferrari cars. He has amassed a remarkable collection of Italian supercars, which he recently showcased in a collection of illustrated portraits. The artwork was created by the artists at Road Race Rally and gifted to Rob Dyrdek. The collection includes illustrations of his past and present Ferrari cars.
Among the artworks are illustrations of Rob’s current cars, including the green GTC4Lusso and white 812 GTS. The collection also features illustrations of his previous Ferraris, such as the black 488 Pista, grey FF, white 488 GTB, black F12 Berlinetta, white 458 Italia, and black 612 Scaglietti. Each car holds a special place in Rob’s heart, representing different chapters of his life.
Rob Dyrdek’s love for Ferraris continues, as he eagerly awaits the production of his new Ferrari Roma and Ferrari SF90 Spider from Ferrari Tailor Made. He has no plans to stop growing his collection and is dedicated to acquiring every new supercar released by Ferrari.
To see the full collection of Ferraris currently for sale, you can visit the duPont REGISTRY website through the link here.
Rob Dyrdek’s love for Ferraris is evident in his collection of illustrated artworks that depict his past and present supercars. Each car represents a different chapter of his life, and he continues to expand his collection with new Ferrari releases. In addition to his current cars, Rob is eagerly anticipating the production of his new Ferrari Roma and SF90 Spider. If you’re interested in exploring all the available Ferrari models for sale, you can visit the duPont REGISTRY website by clicking here.
Unlock Your Automotive Passion and Explore the Road Ahead
