Tuesday, August 31, 2010
StopTech brakes around the Web
Wednesday, August 25, 2010
Flashback: Rally car race against Juha Salminen
If you are wondering my early age to drive a car watch this video on Vauhdin Maaima magazine’s site! It shows famous Finnish rally driver Harri Rovanperä’s 8 years old son having some fun!
Tuesday, August 24, 2010
Compass360 Racing Grand-Am Season is a Hot One for Honda Civic Si
Monday, August 23, 2010
Hyundai Tiburons Need Killer Brakes Too
What's Been Going On?
Wednesday, August 18, 2010
Finnish summer: part 3
Hi guys! I know what you think. My blog is turning into a fishing blog! Bear with me because the summer in Finland can’t last much longer! The heat wave has continued on and on and it’s been impossible for me to stay away from the lakes. Last week we visited Marika’s childhood friend Johanna and her husband Jouni who is also a fisherman like me. They live in Mikkeli and Jouni took me fishing on Saimaa, which is the largest lake in Finland. Saimaa even has it’s endemic seal population called Saimaannorppa. These unique freshwater seals are unfortunately endangered species and my hopes to get to see one vanished when Jouni told me how rare they are and difficult to spot and besides we were going to fish only in one bay area of the lake where the water is too murky anyway. Our target species was walleye but despite perfect weather we caught only one pike. I blamed it on north wind. In my experience north wind means no fish but at least we enjoyed incredible backdrop for our evening trolling: a rainbow on the opposite side of beautiful sunset! The day after we went fishing on one of the famous trout and salmon lakes of Finland: Puula. Again the weather was perfect... for sunbathing! Jouni reckoned sunny skies and calm lake were not gonna make our targeted fishes lake trout and lake salmon go crazy about our lures but nevertheless we trolled some hours on this beautiful clear water lake.
I know, now you are worried that I haven’t been training but no worries! I’ve been sweating regularly with my riding gear on in the heat on different trails and terrains. I’ ve been on MX- tracks...
and also on some Xtrem kind of trails....
But the fact that the water in the lakes has heated up good makes it impossible to stay only on dry land! The other day Jari Mattila with his friend Mika came to my home town to find out who is who in Jetski riding! Jari has his old Kawa 750 just like me but his is prepared for racing while mine is stock. We made a track on one shallow bay of lake Vanaja and after a short practice session started to take lap times to see who is faster. After some hours of racing Jari’s best lap time was 39s while mine was 44s and other Mika a little slower than me. Jari was able to corner at so high speed in his unique way I’ve never seen before just basically leaning the jetski by putting his weight on the back and kind of sitting down and at the same time leaning so much out that he actually hit the water with the side of his body but at such a high speed he actually bounced back and kept his balance through the corner. By doing such a radical move he was able to force the jetski to cut the water on it’s side and make it turn in situations where I was only sliding. Impressive. I have to have a rematch though. Otherwise Jari will boast about his victory forever! Next time I will be better prepared and go to his home to ”his” lake... Anyway the day was incredible good fun and we even filmed with a camcorder + a helmet cam fixed on my jetski so I will put a video online as soon I get it edited!
We had also guests from Italy when our friends Mirco and Manuela came to visit us. The day they arrived I went training with Mirco and girls went in the forest to collect some blueberries that are easy to find now! For the dinner we had walleye that I had caught the night before and for the dessert a fresh home made blueberry pie!
Then we took a ferry from Helsinki and crossed the Gulf of Finland to Tallinn, Estonia for Mirco and Manu had seen a documentary in Italian TV about the old town of Tallinn and were fascinated by it.
Me and Marika had visited Tallinn before but it is always a nice to go to the old town that is well preserved medieval piece of art and architecture. Here Mirco and Manuela posing at the center square.
We also ate at one medieval theme restaurant that put Mirco’s mind completely at ease. He sells lightning systems for restaurants for living so having a dinner in a place where the only source of light were the candles was something different and relaxing.
The old city of Tallinn had a nice medieval touch to it and when we saw one stand by the wall of the city advertising archery I immediately challenged Mirco. Ten shots of target shooting and the best score wins. I felt confident remembering my childhood games playing Indian and shooting with a bow but Mirco didn’t know what to expect for Italian children play different games... In fact, my result 48 points brought a crushing victory over Mirco’s pathetic 10 points but I have to admit that he got it with a single arrow while I never hit the bull’s eye!
After the trip to Estonia we headed for the summer cottage of Veksi, Marika’s brother where we had two days of fishing, jetski riding, eating fish and having sauna! Girls went to Tampere for shopping some fresh ingredients for the lunch and dinner (raw spiced whitefish, salmon) and it seemed to me like no-one trusts my fishing skills enough! Com’on! If I was to decide we would go to the summer cottage with my fishing gear and bring only a sack of potatoes!
Marika’s brother Veksi and his wife Leena prepared a welcome lunch by the jetty with champagne and fresh crayfish! Now it’s the crayfish season in Finland and people are catching them themselves or buying them to throw a traditional crayfish parties at home. These parties include a lot of vodka snaps and singing so you can imagine the spirit! Our party by the jetty consisted only a little champagne so it was not that traditional but at least we got away with it without headaches!
Me and Veksi had to take Mirco fishing also and of course we caught the usual pike that this lake seems to be full of. The day after we did some more trolling and caught some perches and a walleye to add to our fish diet.
Smoked salmon for the dinner is a must at the summer cottage!
After the dinner by the candlelight we performed some Finnish voodoo that included a little bull (el torito) and lower jawbones of a big pike...
Oh, I almost forgot: Nothing more relaxing than a sauna in the evening and some relaxing jetski cruising on the calm lake to cheer up the neighbors!
The day before Mirco and Manu left we took them to the forest to find some mushrooms that Italians go crazy about: porcini! In the first place we found only chantarelle and I saw that Mirco was disappointed not to find any porcini. On the way home we checked out another spot in the forest just to quickly look for them and voilá! Mirco was happy like a child on Christmas Eve collecting these precious mushrooms. Back at home we cleaned them and prepared delicious Italian dish Risotto ai Porcini and it was so gooood!
Sunday, August 15, 2010
Triumph Bonneville SE and Ducati GT 1000 touring.
The Bonneville moniker first affixed itself to Triumph’s 650cc Parallel Twin-powered T120 in 1959, a high-performance ride through the ‘60s that earned its classy moniker as a tribute to the land speed racing exploits of the British marque during the 1950s. A second Bonneville incarnation, dubbed the T140, upped displacement to 750cc but ended production with Triumph’s decline and near obliteration in the early ‘80s. The Bloor restoration of the historic English marque saw the Bonneville’s return in 2001, where it has since anchored the company’s Modern Classics.
Triumph expanded the Bonneville line by two additional models, with an all-new base model and SE version. The two join the long-standing Bonneville T100, which continues in the Modern Classic line, relegating its spot as the flagship to the new Bonneville. The new Bonnie varies from its T100 with smaller ergos and wheels, the hoops being two inches smaller and cast instead of wire-spoked. As for the difference between the base Bonneville and the SE, it’s cosmetic, with the SE sporting a tank badge, aluminum engine cases and a two-tone paint scheme with pinstripe, as well as the inclusion of a useful tachometer on the instrument console. All three Bonnevilles, as well as the entire 2009 Modern Classic Twins, are fuel injected for the first time to meet US emissions.
Right out of the box, the Bonneville struck an authentic chord in the looks department. The Bonneville SE we tested generated, by far, the most awestruck praise from roadside gawkers – quite a compliment considering Ducati’s undoubted skill at producing sexy bikes. And this was in spite of the SE’s lack of wire-spoked wheels, which is such a huge part of the vintage look. Were I to purchase a Bonneville, I’d have to tap the wire-spoked T100 for this very reason alone. The Trumpet scores a big win over the Duc in the very subjective styling comparison.
As for the motor, the Triumph’s 865cc Parallel Twin doesn’t measure up to the Ducati, down 127cc to it competitor. Engine performance expectations have dramatically inflated since the Bonnie’s debut 50 years ago. The modern Twin cranks 58 horsepower at the rear wheel and 44 lb-ft torque. It doesn’t take long at the controls to realize the Bonneville motor is tuned for a more leisurely riding approach - much different than the Ducati’s rip-snorting L-Twin.
Yet the Triumph Twin delivers enough pep to motor up to triple digits and is spunky in its 4000 rpm sweet spot. The old riding bromide about riding a slow bike fast rings true on the Bonneville – a rider with moderate skills will be pushing the Twin to its limit. There’s a certain thrill in that
Seamless power delivery and user-friendly throttle feel highlight the Twin’s traits. Considering it’s the first year of fuel-injection for the Modern Classics, Triumph nailed it first time around. The two-stage choke, unlike the carbs, is real and needed on cold starts. As for those façade carbs, explaining them to curious onlookers is an amusing novelty at parking lots and gas stations – particularly to riders who claimed they could tell the Bonnie was carbureted by its sound or smell…
Smooth and easy, a rider can’t get lost in the Triumph’s 5-speed gearbox. Teamed with one of the lightest clutch lever pulls we’ve sampled, the transmission lends itself well to entry-level riders who won’t be missing shifts or fumbling with neutral at stop lights.
One disc down up front compared to the dual-disc Ducati, the Triumph brakes without drama via a single 310mm rotor up front. Head to head, the Duc’s dual Brembo calipers deliver superior feel, but Triumph’s Nissin 2-piston caliper binders make confident, controlled stops. While the lever is stiffer on the Triumph, there weren’t any helter skelter moments for us under hard braking.
After the motor, handling performance is where the Triumph loses the most ground on the Ducati. Its softer 41mm Kayaba fork hinders high-speed maneuvering, and while the dual rear shocks (also Kayaba) are pre-load adjustable, railing in tight terrain overtaxes both the suspension units. That said, the Bonneville handles sharp at lower speeds with its low center of gravity, and is one of the easiest-to-ride shifting motorbikes we’ve ever sampled.
The Bonneville ergonomics fit smaller-statured riders well, Triumph lowering the seat height to 29.5 inches and repositioning the bars down and toward the rider. While it didn’t gel as well with my 6’1” frame (probably anyone approaching 5’10” will be too big) the riding position is upright, standard and comfortable, except for one big, huge, gigantic, stupendous caveat (brace yourself, a seat diatribe on its way…).
Short distance jaunts on the Bonnie are fine, but we started getting uncomfortable after about 100 miles, perturbed at 150, and delirious about the 200-mile mark in the Triumph’s excruciating saddle. The new Bonneville’s seat height is lower, in part, because they sculpted some foam out. Bad idea! I wondered how the SE’s seat would hold up on long distance rides during our brief sub-100-mile test ride at the official press launch in New Orleans. Now I know, and my tookus still whines, “remember that day you rode 250 miles on the Bonneville SE? Man, I will never forgive your ass for that!”
Admitting that… The two-inch lower seat height, along with a narrower tank, makes the Bonneville feel way smaller than the Ducati, even though at 497 lbs (472 lbs tank empty) it is actually a full 31 lbs heavier. The small dimensions make mincemeat out of those tricky low-speed maneuvers that really jump out and bite beginners.
The Bonneville and GT recorded almost identical fuel efficiency – the Triumph edging out a 48.6 to 47.3 mpg advantage. The Bonneville has a slightly bigger fuel tank too, 4.2 gal to 3.9 gal, with a theoretical range near 200 miles. The strange thing is the Bonneville always seemed to want gas first during our 750-mile test ride with the low fuel light constantly coming on (the Speed Triple registered a similar complaint during our 2007 street fighter test). Not a mystery is which bike is easier to fill, with the Bonneville splashing gas out on more than one occasion and the fuel cap fully detaching from the bike (easy to misplace for scatter brained test riders…).
Solid fit and finish round out an attractive, if Spartan, instrument package. The SE’s analog right-side tach teams well with the left-side speedo (the standard Bonneville not offering a tach). A fuel gauge would be appreciated, though there’s no real room for one, just a couple idiot lights and neutral, high-beam and turn signal indicator lights.
The Bonneville delivers a lot of bang for the buck. At $8399 for the SE and $7699 for the standard Bonneville, it’s 30-35% less expensive than the Ducati! I have to admit, however, that I’d spring the extra $400 for the $8799 T100 for the wire-spoked wheels alone. (The T100, which is unchanged for 2009 except for being fuel injected, is a much better fit ergonomically for larger riders as well.)
In short, the Bonneville SE is not a bad machine by any means. Power delivery won’t overwhelm newbies but still gets the Trumpet up to respectable cruising speeds. It’s a fun ride and an ideal bike for smaller riders. Faced against the Ducati, however, we imagine if it could talk, even the polite British Twin would acquiesce it does not compare with its sportier Italian rival. The Bonnie still keeps a stiff upper lip, however, secure in its role as an ideal starter bike or sharp-looking play bike for the casual weekend enthusiast.
Thursday, August 12, 2010
The all-new Jeep Wrangler blazes a trail no other vehicle can follow.
More On-road Refinement - All-new 100 percent stiffer frame in bending, 2-inch longer wheelbase, 3.5-inch wider track, lower spring rates, advanced shock tuning, increased jounce and rebound travel
More Interior Space and Comfort - 4.6 inches more hip and 5.1 inches more shoulder room combined with additional 2 inches in couple, 1 inch in rear-seat leg room and 2 inches behind rear seat
More Open-air Options - Dozens of different door, top and windshield combinations; new three-piece modular hardtop and innovative Sunrider™ soft top
More Power and Torque - New 3.8-liter V-6 engine with 205 horsepower and 240 lb.-ft. of torque
More Safety - Electronic Stability Program (ESP), electronic roll mitigation, dual-stage air bags, seat-mounted side air bags and Occupant Classification System (OCS)
More Convenience - Available power windows and door locks, full-screen navigation system, 368-watt Alpine(R) stereo with MP3 capability, SIRIUS Satellite Radio
Jeep(R) introduces the all-new Wrangler, the most capable off-road vehicle in the world — and more.
A direct descendent of the original Jeep — the 1941 Willys MB — Jeep Wrangler evolves from more than 65 years of legendary 4x4 leadership. Building on the successful, original Jeep formula with an all-new frame, exterior and interior design, engine, and safety and convenience features, Jeep Wrangler delivers more capability, interior space and comfort, refinement, power and open-air fun.
"The all-new Jeep Wrangler blazes a trail no other vehicle can follow," said Jeff Bell, Vice President - Jeep, Chrysler Group. "Just as it did when it first debuted in 1941, Jeep Wrangler sets a new benchmark in off-road capability.
"With more off-road capability, more versatility, more power, more on-road refinement, and more comfort and space, the all-new Jeep Wrangler continues its legacy as the Jeep brand icon. Simply put, it is the best Jeep Wrangler ever," added Bell.
Offered in three models — Wrangler X, Sahara and Rubicon — the all-new Jeep Wrangler is lean, rugged and simple, achieving best-in-class off-road capability while delivering a true open-air driving experience. With solid axles, removable doors, exposed hinges, a fold-down windshield and innovative removable and convertible tops, Jeep Wrangler retains the brand's coveted core values of freedom, adventure, mastery and authenticity.
With dozens of different top, door and windshield combinations, nine unique exterior colors and available 16-, 17- or 18-inch wheels,Jeep Wrangler provides a customized appearance for a variety of customers.
Tuesday, August 10, 2010
Next-generation Toyota Highlander.
Toyota Motor Sales (TMS), USA, Inc., unveiled the all-new next-generation Highlander and Highlander Hybrid mid-size sport utility vehicles (SUV) at a press conference at the Chicago Auto Show.
"Highlander holds a unique distinction within the Toyota brand and within the industry," said Don Esmond, TMS senior vice president, automotive operations. "Along with the 4Runner and the FJ Cruiser, it anchors one of the industry's only three-vehicle, mid-size SUV line-ups. Equally important, along with Prius and Camry Hybrid, it is a key component in the industry's only three-vehicle hybrid strategy."
The Highlander is significantly larger, roomier and more powerful than the vehicle it replaces. Yet its fuel efficiency will be virtually unchanged. It is noticeably quieter, smarter, with improved versatility and ride comfort. It will offer the highest level of standard safety equipment in a segment where safety is at the top of purchase considerations. And, it's all wrapped in a package designed for buyers who want to stand out and make a statement.
Highlander will have no equal to its comprehensive list of standard safety features. It will provide a segment-leading total of seven airbags, including a driver's knee airbag and roll-sensing side curtain airbags for all three rows.
As with all Toyota SUVs for the last three years, Highlander will provide Toyota's STAR safety system.
featuring:
+ anti-lock brakes,
+ traction control,
+ electronic brake-force distribution,
+ brake assist,
+ and for the first time, enhanced vehicle stability control,
+ with electronic power steering.
On all models except the base models, it will provide a stand-alone backup camera with a multi-information screen, not tied to a navigation system. And, Highlander will have the distinction of being the first Toyota division vehicle to feature both active head restraints and a new hood and fender system designed to crumple on impact with a pedestrian.
On the outside, Highlander moves away from traditional SUV styling cues with a statement of strength instead of ruggedness; of intelligence over toughness. Calty Design Research in Newport Beach, Calif. sculpted clean, crisp lines, a wide, stable stance and muscular contours to give Highlander an advanced, contemporary, forceful and dynamic personality.
Highlander rides on an all-new chassis derived from the current Camry and Avalon. It is nearly four inches longer and three inches wider, with an inch more ground clearance and three inches of additional wheelbase.
Interior designers took full advantage of Highlander's substantial dimensions. Design intelligence is carried through to the refined interior, where smart and sophisticated blend with practical, flexible and versatile.
The passenger compartment is open and airy. Convenient and innovative interior features such as flexible seating arrangements, and ease of entry and exit, were directly related to customer input.
For example, Highlander's second-row features captain's chairs with armrests that, if needed, can be converted to a bench seat for three passengers. A "Center Stow" seat, when not in use, is hidden in a compartment under the front center console. In its place, passengers can easily snap in the provided center stow center console or choose to leave the area open as a walk-through to the third row. The second row also slides forward and back 4.7 inches and reclines.
Clever and convenient standard features include:
+ a third-row bench seat with foldable headrests for a flat rear cargo area,
+ a rear glass hatch for quick access to the back (optional on base grades),
+ and Smart Start and Entry for Limited and all hybrid models.
When Highlander arrives in July, it will be offered in Base, Sport and Limited grades. All three grades will be powered by a new 3.5-liter V6 that delivers an impressive 270 horsepower -- a 55 horsepower gain over the previous generation's 3.3-liter engine.
Two months later, the all-new Highlander Hybrid will arrive at dealerships. Offered in both Base and Limited grades, all Highlander hybrids will feature Toyota's advanced VDIM stability system.
The system integrates:
+ full-time four-wheel drive with intelligence,
+ electronic brake and throttle control,
+ with true electronically-controlled active steering.
Highlander's advanced Hybrid Synergy Drive system has been extensively upgraded and refined for 2008 for both power and economy. The new Highlander gained about 500 pounds, growing significantly in every dimension and receiving extensive body and chassis reinforcement, aimed specifically at achieving best-in-class crash ratings. Not only were engineers able to increase output to 270 net horsepower, they were able to maintain Highlander Hybrid's impressive fuel economy at 31 city and 27 highway.
The Highlander will be loaded with standard-equipped comfort and convenience features. Nineteen-inch alloy wheels will be standard on both Sport and Limited gas models and both hybrid models.
An array of options and accessories will be offered, such as a power backdoor that can be opened and closed with a key fob, a navigation system with an eight-inch screen, a rear-seat entertainment system with a nine-inch screen, and three-zone air conditioning.
Other options include:
+ JBL audio with six-disc changer and nine speakers with Bluetooth,
+ third-row seat delete to create a second-row model,
+ leather seat trim and heated seats,
+ and a tow package with a 5000-lbs. maximum towing capacity (class-leading for car & van-based mid SUVs).
"The Highlander takes the car-based SUV concept to a new level," said Esmond. "I say that with conviction, because it's a category we invented."
The Toyota RAV4, now in its third generation, was the world's-first car-based SUV. In 1998, Lexus established a whole new category of car-based luxury SUVs when it launched the RX300. The debut of Highlander in 2001 marked the beginning of a shift in the mid-size SUV segment, from truck platforms to car platforms.
"As you can see, the new Highlander has raised the bar significantly," said Esmond. "Last year we did the same with RAV4. And in about a year, we'll do the same with both Land Cruiser and Sequoia. The Toyota division now markets a six-vehicle SUV lineup that appeals to specific buyer demographics and life-stages. It is a lineup that gives us enormous flexibility in responding to shifts in the marketplace. We are committed to keeping our products fresh and at the front of the pack."