Tag Archives: ruled

NewsNew

1998 OPEN CLASS SHOOTOUT–2-STROKES VS. THE YZ400F: THE WRAP

Let’s return to 1998, when two-strokes dominated skilled motocross, four-strokes had been one thing new, unique and off-beat and there was nonetheless an Open class at most native tracks. The Yamaha YZ400F was brand-new on the time and a flash level for controversy. It was declared authorized for the 250 class in AMA Pro racing. Most native tracks, nonetheless, mentioned it was an Open classer. In our April, 1998 concern, we wished to see the way it stacked up towards the ultimate technology of true Open bikes: the Honda CR500R, Kawasaki KX500 and KTM 380MXC. Here’s what we mentioned:

Even although most Open-classers ignore the producers’ supposed function for these machines, we will’t. If you learn our shootout between the KX250 and the YZ400F, you already know that the 400 is an unfair benefit within the 250 class. At most tracks, the 400 must run within the Open class. So be it. Can the 400 smoke the 380 KTM and the 500s? 

To discover out, we assembled Pit Pro’s Russ Wageman (former speedway and MX professional), Shane Trittler, Ron Lawson and Lumpster to do laps on the 4 Open motocross bikes at Lemon Grove Cycle Park (a hilly, quick observe with SX obstacles). Conditions had been primo. Each bike was arrange for every rider. After every rider had ridden all 4 bikes, they (the bikes) had been ranked, and the votes had been tallied. Here’s how the chips fell: 

Shane Trittler on the 1998 Kawasaki KX500.

Third place (Tie): Kawasaki KX500 & Honda CR500R. Power and luxury had been the KX500’s two strongest factors, and so they go collectively fairly properly on out of doors tracks. The KX proved clean and very quick, and the entrance finish got here up gracefully at any time when we depraved it out of turns. The delicate, broad seat held the rider on the bike, and the low bars stored us ahead for carving. The KX would blubber due to a wealthy pilot jet and ping within the midrange, however it was as pleasant because it was quick. Power was by no means a difficulty, and we might enterprise into the deep mud with confidence that the KX would plow proper by way of it. The KX got here out of corners properly, however it was laborious to power the bike into turns due to the gyro impact of the large crank. Between that and an inclination to comply with ruts, it was a bit more durable to go quick on the KX500 than the others. It additionally tended to wallow due to the super-soft suspension. In voting, the KX tied the Honda for third.

The 1998 Honda CR500R. Gotta love that LBZ gear!

 Without a powervalve, the Honda 500 was probably the most primitive Open-classer, however it had the proper of energy for motocross. It hit laborious within the midrange however signed off faster than the KX. Our forearms additionally signed off faster on the CR, and Wageman complained of blisters after driving it. Between the brutal energy supply and vibration at increased revs, the CR demanded that the rider pay a value for going quick. The CR wished the revs chopped earlier than it will lean for turns, identical to the KX, however it had stiffer suspension and higher turning manners. The thinner, flatter, more durable seat additionally made it simpler to slip round on the bike, so it was extra enjoyable to leap than the KX. Brakes had been the perfect within the discipline (shock, shock), however the CR had a clutch pull that might humble Popeye. Explosive energy and a tough clutch pull simply don’t combine, so all testers most popular the 380 and 400 to both 500 for MX. 

Pete Murray and the KTM.

Second place: KTM 380MXC. Powerwise, the KTM 380 ran very like the CR500, however there was much less energy to cope with, so riders might do extra laps on the Katoom than another two-stroke. They additionally appreciated the MXC’s pretty stiff suspension settings and skinny, inflexible really feel. It was enjoyable to leap and throw into turns due to its lighter crank. Wageman complained of the entrance finish eager to tuck in turns, and Trittler complained about too-stiff of a shock and an absence of straight-line traction. Clearly, KTM aimed the MXC at bigger, older riders. Lump complained about stalling, because the flywheel was just a little too gentle and the brakes too sensitive for his tastes. Everyone however Trittler rated the 380 second (Shane rated it fourth). 

Spud Walters and the YZ400F.

De Winner: Yamaha YZ400F. Even although the YZF outweighed the two-strokes by 14 to 17 kilos, it felt lighter on the observe, Surprisingly, the heaviest bike on this comparability is probably the most enjoyable on a motocross observe, and it’s, by far, the quickest by way of turns. The YZF is the open bike that handles like a 250 and delivers energy extra easily. All testers might go quicker, longer on the Yamaha. It made the least peak energy of the bunch, however what it did make was so clean that no one complained concerning the engine. It additionally had the widest unfold of energy and infrequently wanted to be clutched out of turns. The Yamaha additionally connected the perfect and will carry probably the most cornering pace. We might get on the throttle a lot sooner in turns, with out fear of looping out or slewing sideways. It required much less shifts per lap and fewer vitality to hold on than the two-strokes, too. With the thinnest midsection, the F was probably the most enjoyable to leap. It cornered greatest and didn’t do something bizarre or sudden. Wageman hadn’t ridden a motorcycle in a yr, and he immediately went quick on the YZF. We had a tough time getting him off of it. It pegged his enjoyable meter, so Wageman ordered one instantly after the take a look at. The YZF had one other convert for its four-stroke campaign.

Prices

1998 Honda CR500R: $5549

1998 Kawasaki KX500: $4999

1998 KTM 380MXC: $5998

1998 Yamaha YZ400F: $5799

Weight (with out gasoline)

1998 Honda CR500R: 233 lb.

1998 Kawasaki KX500: 233 lb.

1998 KTM 380MXC: 236lb.

1998 Yamaha YZ400F: 250 lb.

We additionally rated the bikes in two completely different off-road settings: trails and dunes. Here’s how they did:

DUNES

First place: Yamaha YZ400F

Second place: KTM 380MXC

Third place: Honda CR500R

Fourth place: Kawasaki KX500

The rationale was that driving within the dunes was all about leaping (Remember the Crusty Demons period?) We mentioned the YZ400F was best to leap as a result of it was so clean and predictable.

TRAILS

First place: KTM 380MXC

Second place: Yamaha YZ400F

Third place: Kawasaki KX500

Fourth place: Honda CR500R

The KTM had extra gasoline vary, a wider ration gearbox and extra flywheel than the others. The Kawasaki, nonetheless, was the king within the desert.

See you subsequent week!

–Ron Lawson
Wearables

Apple Watch Sales Ban Paused: Here’s What We Know

Back in October 2023, the United States International Trade Commission dominated that Apple had infringed upon a patent owned by Masimo, an organization concerned within the improvement and manufacturing of medical units. Masimo alleged that the expertise utilized by Apple’s newest smartwatches for detecting the blood oxygen stage used their patented expertise. While Apple denied this, the U.S. International Trade Commission discovered that Masimo’s declare had credence and handed over a ban in opposition to the import and gross sales of the latest Apple watch fashions — the Apple Watch Series 9 and the Apple Watch Ultra.

With the gross sales ban scheduled to go dwell in December, Apple was left with no possibility however to tug each the affected Apple Watch Models from all its official gross sales channels, together with bodily retail areas. As a end result, Apple first pulled each these watches from its on-line shops on December 21, then eliminated these fashions from Apple Stores on December 24. Another last-ditch try to halt the gross sales ban failed when President Joe Biden declined to veto the ban earlier this week.

There isn’t any denying that this latest improvement permitting Apple to renew gross sales of the affected Apple Watch fashions will supply the corporate a vital reprieve and supply the corporate with respiratory room to navigate the authorized proceedings and doubtlessly search a everlasting answer.

Motorsport

Subaru Has Another Special WRX STI That Won’t Come To America

Two years in the past Subaru ruled out doing another WRX STI. The subsequent smartest thing is the brand new TR, nevertheless it’s $4,000 dearer than the final WRX STI and not that great. But in Japan, Subie will promote an STI-branded WRX from this era.

Technically it is an STI Sport; consider it as Subaru’s equal of BMW’s M Performance fashions. It goes by the complete title of WRX S4 STI Sport and it is about to spawn a warmer model. Teased forward of its world premiere on the Tokyo Auto Salon 2024, the high-performance sedan is touted as being an “STI complete car.” The translation is a bit wonky, however we are able to assume meaning it has a full arsenal of goodies from Subaru Tecnica International.


NewsNew

2024 YAMAHA YZ250F: FULL TEST

It was solely a matter of time. The Yamaha YZ250F dominated either side of the motocross world for years. It was wildly profitable within the professional racing ranks and a success at native tracks. It couldn’t final, although. Other 250Fs had been sooner, others had been lighter and others had been profitable championships. When the 2023 YZ450F was redesigned, it was an unofficial announcement that Yamaha would give the 250 a remake in 2024. Now, the 2024 Yamaha YZ250F is right here. There’s little or no stunning in regards to the new bike: it’s, principally, a 250 motor within the new YZ450 body. It’s lighter, it has new ergonomics, it handles in another way and runs in another way. And, it has very large sneakers to fill.

This is among the loudest bikes within the class. Only half of the noise comes from the exhaust pipe, the remaining is in your face from the air consumption.

THE RECIPE

The bilateral-beam body appears roughly just like the outdated one, nevertheless it’s totally different in most dimensions. It’s constructed from 10 aluminum items—some cast, some extruded. The tank rails are decrease, and there’s elevated rigidity within the downtube, swingarm pivot and footpeg cross-member. The motor mounts have musical-chair modifications in rigidity, and the subframe is totally new. Along the best way, Yamaha shaved off little bits of weight right here and there; the rear axle has a bigger gap within the heart, and the footpeg brackets are aluminum. The chainguide, throttle cables and gas pump all misplaced a couple of grams apiece. With the brand new bodywork, it’s obvious how totally different the bike is. The radiator shrouds and gas tank are narrower, seat top is bigger, and there’s extra room from the seat to the pegs. Just like all the time, the air filter sits in entrance of the gasoline filler, however now the airbox compartment is bigger, and there’s extra quantity within the air boot. If there’s any shock, it’s how little the motor modified. The consumption is probably the most vital replace. The mapping is new, however the cams, piston, crank and head have all gone unchanged. Only the cam chain and tensioner have been up to date for elevated sturdiness.

In phrases of weight, the modifications to the 250 aren’t fairly as dramatic as these for the 450. The new YZ250F is 225 kilos with out gas, as weighed on our scale. That’s 2 kilos lighter than it was. In the massive image now, the lightest of the 250s is the Honda CRF250R at 219 kilos. The new-generation KTM, Husqvarna and GasGas 250s are all inside a pound of one another, round 226. The Kawasaki and Suzuki are 227.

the rest is in your face from the air intake.

WHERE WE WERE, WHERE WE ARE

As we mentioned, the earlier Yamaha YZ250F wasn’t the quickest or lightest, nevertheless it was nonetheless one of the best in our 2023 250 MX shootout—by the smallest margin. It gave away energy to the KTM-powered bikes and the Kawasaki, however made up floor in suspension and throttle response. It additionally provided one of the best user-based tuneability with the Yamaha Power Tuner smartphone app. On the flip aspect, the Yamaha was cramped within the rider compartment.

That final level is not legitimate. The Yamaha is now the most important, most roomy of all of the 250 motocross bikes. It’s a big bike with a tall seat top and a really relaxed rider structure. Big riders find it irresistible. For most of our check riders, that alone is the most important enchancment for 2024. For smaller riders, some adjustment is perhaps mandatory. Sean Lipanovich is 5-foot-5, so he can’t contact the bottom flat-footed on just about any full-sized motorbike. The Yamaha was a wrestle for him simply to get a leg over. He would additionally require beginning blocks for a gate launch. On the observe, although, these points had been negligible. He beloved the general match and dealing with of the YZ. Beginners may really feel in another way. Tall bikes could be intimidating, however that can change into much less of a difficulty with extra time.

Another large change is within the total dealing with character. Yamahas have lengthy been identified for “rear-wheel steering.” The time period is just a little foolish, nevertheless it’s the best way now we have come to explain a motorbike that turns greatest when the throttle is open and the rear wheel is spinning. Now, the YZ responds equally properly to steering enter. You can are available in arduous, level the entrance wheel and observe out of turns with much less throttle. The bike feels lighter and extra responsive. It additionally feels busier on the entry to the flip. If you experience a Honda or a KTM, you’ll really feel proper at residence from the beginning. If you completely beloved the character of your outdated YZ250F, you might need just a little adjustment to make.

When it involves testing Yamahas, we anticipate most of our check riders to say good issues in regards to the suspension. This time, the feedback verged on hyperbole. Everyone beloved it. That goes for pro-level guys like Carson Brown all the best way to super-duper seniors like Pete Murray. Everyone got here off the observe claiming that the suspension was glorious as soon as it was arrange with 105mm of sag. Those check riders ranged from 150 to 200 kilos, which is a tremendous unfold.

In common, the YZ suspension doesn’t actually shine on low-speed, uneven tracks. As it seems, that’s probably the most troublesome situation for suspension tuners; the one factor that basically works for that’s softer springs and valving, which is simply too limiting for some other situation. The YZ is okay in mild chop, however the place it actually shines is when the speeds are increased and the bumps are bigger. It has a capability to maintain a reasonably even keel whereas it’s absorbing the most important whoops and most horrid circumstances. That isn’t to say it’s Supercross suspension by any means. The YZ retains you snug and nonetheless will get job one completed. For a race bike, that’s going quick from the beginning of the moto to the end.

The 2024 Yamaha YZ250F obtained the identical body and bodywork that the 450 obtained final yr.

MOVING FORWARD

If there’s something that can maintain the YZ again within the coming yr, it’s the truth that the motor is kind of frozen in time. It’s nonetheless a comparatively highly effective 250 four-stroke, however the ante is all the time getting increased in that world. Already, the Kawasaki, KTM and Husqvarna have an edge in mid- and top-end energy. Where the Yamaha nonetheless holds an edge is in throttle response. It will get extra completed with quarter or half throttle than absolutely anything else. Part of that’s just because the Yamaha has a shortish throttle flip, however extra is as a result of the bike makes extra occur with much less dedication. It communicates a sure eagerness to get going that the majority 250 four-strokes lack.

You get a sure vary of motor adjustability with the Yamaha Power Tuner smartphone app. We are shocked that extra producers haven’t jumped on options like this. KTM made a weak try at its personal model two years in the past, however then roughly deserted the challenge, blaming the scarcity of semiconductors on the time. For 2024 Kawasaki has one thing related for its new 450, however for now, Yamaha nonetheless holds the technological excessive floor. The precooked maps that Yamaha gives are pretty helpful for various observe circumstances, however probably the most vital benefit is that the method teaches you all about mapping and the outcomes of modifications in gas supply and spark advance. Going ahead, that’s information that all of us have to have. In common, most riders like probably the most aggressive of the three maps which can be provided; it appeared to get into the meat of the facility sooner and rev out longer. It did pop on deceleration extra. In common, the YZ does lots of that, and also you’re extra conscious of it due to the unusually loud exhaust and upward-facing air consumption.

The 2024 Yamaha YZ250F obtained the identical body and bodywork that the 450 obtained final yr. Carson Brown on the controls.

At the tip of the day, although, you aren’t going to search out some hidden reservoir of horsepower in some nook of the Power Tuner. It’s an incredible characteristic, nevertheless it’s a instrument for fine-tuning and never main persona change. The Yamaha’s energy output is what it’s, and that’s mid-level in a really aggressive class.

UNIVERSAL APPEAL

Last yr the YZ250F gained our 250F shootout, and up to now there’s nothing in regards to the new model that makes us rethink that. The new bike clearly has totally different mannerisms and traits, and that may offend some hard-core Yamaha lovers, however they are going to recover from it. The 2024 YZ250F has the identical strengths as final yr: glorious suspension, a straightforward to-use energy supply and outrageously good reliability. It places its rider in an excellent place, even when it will get there by means of a unique route.

the yamaha yz250f was first shown to us on the eve

The Yamaha YZ250F was first proven to us on the eve of the SMX finals. This is the fiftieth Anniversary Edition, which sells for $9,099 ($200 greater than the usual version).

Science, Technology

The Negative Impact of Military SONAR on Marine Life

In 2015, the U.S. District Court concluded that the Navy’s War Games in Southern California and Hawaii were in violation of laws meant to protect whales and dolphins. The court found that the high-intensity sonar exercises and underwater detonations involved in the military’s five-year plan were causing disruptions in feeding, communication, and mating behaviors of marine animals. As a result of this ruling, the U.S. Navy had to scale back its SONAR testing activities and take steps to protect marine life in collaboration with the National Marine Fisheries Service (NMFS).

Three years later, the U.S. Department of Defense published a document called the Atlantic Fleet Training and Testing, which highlighted the measures taken by the Navy to mitigate harm to marine animals. Some of these measures include having lookouts stationed and designating areas to protect seafloor resources like coral reefs, artificial reefs, and live hard bottoms. The document also emphasizes the importance of adhering to rules such as ceasing activities if a marine mammal or sea turtle is spotted and avoiding specific areas during certain times of the year.

Unfortunately, as of now, SONAR remains an integral part of naval military operations until a better alternative for navigation is invented. However, by implementing legislation and increasing knowledge about the seafloor, military units can minimize the potential damage caused by SONAR technology. Over time, it is hoped that advancements in technology will lead to the development of more efficient and less disruptive methods of underwater navigation.

News

Diesel owners entitled to compensation following ruling by German federal court

The highest federal court in Germany has determined that car manufacturers must provide compensation to owners of diesel cars equipped with illegal emission manipulation devices.

This decision comes after a lengthy class-action lawsuit filed against Audi, Mercedes-Benz, and Volkswagen by diesel car owners in Germany.

The federal court’s ruling overturns previous dismissals by state courts, which had referred the claims of diesel car owners to lower courts of appeal.

In its ruling, Germany’s federal court stated that the car manufacturers bear the burden of proving that their diesel emission manipulation devices are not illegal.

As a result of the ruling, owners can now claim between 5% and 15% of the purchase price of their diesel cars that are fitted with illegal emission manipulation devices. This judgment has direct implications for similar lawsuits against other car manufacturers in Germany.

Owners had argued that the value of their diesel cars had been negatively affected due to the use of illegal diesel emission manipulation devices.

The judge referred to several diesel emission manipulation devices, including the so-called “thermal window software programs” allegedly used by Audi, Volkswagen, and Mercedes-Benz.

“Thermal window software program” refers to a device that reduces or disables the nitrous oxide filtering effect of the selective catalytic reduction system within a specific temperature range in a diesel exhaust system.

When diesel cars are started under cold conditions, there is a risk of condensation buildup in their selective catalytic reduction filter systems.

The car manufacturers have argued that the use of thermal window software programs, which reduce or disable the filtering effect, helps prevent condensation and the risk of rust buildup, thereby protecting the engine.

However, this practice results in significantly higher nitrous oxide and particulate emissions than claimed by the manufacturers.

Volkswagen, when questioned about the ruling, stated that its diesel emission systems are not illegal and expects the court to continue rejecting any compensation claims.

Mercedes-Benz argued that European regulatory authorities considered thermal window software programs permissible until July 2022. Therefore, they believe the use of such programs cannot be seen as negligence.

News

Volkswagen CEO: No Revival for Beetle in Electric Era

The CEO of Volkswagen, Thomas Schäfer, has made it clear that there will be no revival of the Beetle in the electric age. In an interview with Autocar, Schäfer explained that while some of the brand’s nameplates will continue to be important, it is crucial to focus on the future rather than the past.

Recently, there has been much speculation about the future of Volkswagen’s longest-running nameplates. Schäfer had previously indicated that the Golf and GTI would likely continue in an all-electric lineup. Now, he has suggested that other iconic names are expected to make the transition from combustion to electric power.

Speaking to Autocar during a pre-production test drive for the upcoming third-generation Volkswagen Tiguan, Schäfer emphasized the value of current model names. He questioned why Volkswagen would discard names that have been successful and highly invested in, such as the Golf and Tiguan.

When discussing the criteria for an electric revival of a nameplate, Schäfer highlighted the global significance of the model. He stated that there are only a few truly iconic and globally recognized Volkswagen names, like the Golf and Tiguan. Names such as Scirocco and Arteon are unlikely to be revived. This naming philosophy is currently being finalized by the company.

As for the Volkswagen Beetle, Schäfer ruled out its return based on this strict criteria. He explained that certain vehicles, like the Beetle and the Scirocco, have had their time and it wouldn’t make sense to bring them back. Schäfer emphasized the need to invest in the best possible places, considering the costs associated with balancing different technologies.