Thursday, September 30, 2010

Quebec Bashing from MacLean's Magazine

MacLean's Magazine recently ran a front page titled "The Most Corrupt Province in Canada", with the picture of Quebec's Carnaval Snowman mascot carrying a briefcase bulging with cash. At this point I have lived about half my life in Quebec, and half in the province of Ontario, (plus a few years in Sierra Leone), and I would like to share my perspectives on corruption.

There is an article about it in the Globe and Mail here.

I do not subscribe to MacLean's because of all their hate propaganda. I happened to read part of it when I saw it at a coffee shop. Apparently MacLean's is taking time off from bashing Moslems and the Canadian Human Rights Commission to have another go at the bad, bad province of Quebec and French Canadians.

I have never been able to find a reference to confirm this, but I remember many years ago reading an opinion piece by Barbara Amiel in MacLean's, which was then owned by Conrad Black, her husband. In this article, she claimed (I'm paraphrasing) that French Canadians were genetically unsuited to democracy. Of course, Conrad Black is the same one who recently got sent to jail in the USA for fraud worth hundreds of millions of dollars, and obstruction of justice. He no longer owns MacLean's, but I still see Barbara's opinions in there occasionally, along with articles by one of Conrad's supporters, Mark Steyn.

Now getting back to corruption in Quebec, and the inference that it is much much worse than Ontario, and as Andrew Coyne (National Editor MacLean's) has said it has something to do with "political culture rooted in nationalism and state interventionism."

My one and only experience with corruption, growing up in Baie Comeau, an isolated paper mill town in Northern Quebec was this. My father, a French Canadian, had an English speaking boss of Scots background. He hated his boss, let's call the boss MacLeanson, just to avoid any lawsuits against me, and to incidentally reinforce the ethnic stereotype of the magazine. The company would hire outside contractors to perform many functions including cutting wood, and maintaining the logging roads. All contracts were awarded by MacLeanson. All the contractors were independent French Canadian businessmen. My father noticed a few things going wrong in the woods department. One was that the roads were not being maintained, which annoyed him because of the pounding he took driving a pickup truck from camp to camp. Second he noticed Macleanson had a brand new luxury car every year. My father claimed that Mcleanson was totally corrupt and taking bribes to enrich himself, but my mother argued to not make any accusations down at the company offices, because she assumed this was a simple case of my father not liking his boss and inventing this whole conspiracy. After all, he could have been fired, and with a grade four education in northern Quebec, there were no other places to work. I personally heard about these stories as a young teenager, and tended to side with my English mother, as she was by far the most level headed of the two.

About 12 years after, I was back in Baie Comeau, as a teacher at the English high school. At one parent-teacher meeting, I happened to get into a conversation with the father of one of my students. He was telling me how he ended up living in Baie Comeau. The company had sent him up to Baie Comeau to investigate the books. It seems that the head office could hardly believe that the Baie Comeau division was losing money every year, and wanted to send an independent auditor to figure it out. This parent said that he had uncovered a huge amount of corruption in the woods department at Baie Comeau, enough to explain the lack of profits of the entire division. And one man had singlehandedly taken the company into the red. It was Macleanson. Following his "forced retirement", profits picked up again.

I never encountered any other corruption in either Quebec or Ontario that in any way personally affected me. All I know is what I get in the news and from various official inquiries. I assume that there might be a fair amount going on that is not being investigated, and I do not equate amount of corruption being investigated with amount taking place. In fact it might even be the inverse, as far as I know.

I do not want to be bashing other ethnic groups, like MacLean's does, but I have a question. Given that MacLean's is pushing the idea that this is a French Canadian/left wing thing, are they forgetting that the Mafia, even in Quebec, is from a background of Italian and Sicilian immigrants, whether they speak French or not?

Last night on TV I happened to tune in to the Michael Coren show on the Christian channel (another one I don't subscribe to). They were discussing the MacLean's Magazine article, and it was not long before one opinion was put forth that "all French Canadians supporting the Bloc Quebecois party should be hung for treason". As I recall, no one in the panel felt it necessary to belabour the point or to rebut it.

One more issue is the use of the Bonhomme Carnaval, the mascot of the Quebec Carnaval on the cover. Apparently MacLean's was given written permission by the Quebec Caranaval, although obviously MacLean's was negotiating in bad faith. I suppose French Canadians could be forgiven for thinking that any dealings with English Canadians would involve bad faith negotiations. But they don't. They see this as being just one small group of people at one magazine with questionable ethics, that resulted from the negative influence of convicted felon Conrad Black.

Wednesday, September 29, 2010

American Motorcycles



Another Thor big twin. Those where some beautiful machines, blue with white tank panels. Enclosed valves where quite modern for its time.
Thor sold well in Norway and there are still a few of those rare breed around.

Ice White Brutale!



MV Agusta have announced that their Brutale 990R will be available in a brand new colour , ice white, but only 5 will be coming to the UK. The 144bhp (1090RR), the Brutale is one of the most powerful naked streetbikes available!
Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://bestmotorstyle2011.blogspot.com//
Swicki: http://motorcycling-swicki.eurekster.com/

AddThis Social Bookmark Button

Ducati LA 2010

A truly one off frame separates the men from the boys so This is kind of the crème de la crème of building a special. Now that doesn't mean we have to swear off the idea of designing our own. They have the time and money to put all the R&D and design into them they want until you have a super light, super rigid frame. Let's face it.

In the day and age we live in, it's hard to beat the quality and construction of the latest and greatest factory superbikes. You can put the best suspension, biggest brakes, and lightest wheels you can afford on your bike, but if the frame is weak and twitchy all those killer parts are for nothing. This is the beginning and end of how well your bike is going to perform. With out a frame we basically have a pile of random parts, but there's more to it then just a place to bolt it all together.

One thing that has always intrigued me was frame design. Each part that is assembled with the machine not only adds in its function but also to it's style. Chassis design, suspension components, and body design are all key factors of what makes a motorcycle unique. The way in which these elements are connected, to work as a whole, are practically limitless.

In the grand scheme of things, we are working with 3 main elements: the wheels, the engine and the seat.  In the wonderful world of Fighterdom, you are only limited by your imagination.

Ducati 1198 R 2010

It lets you get on with it on the faster sections of the track, but because you know your electronic friend is there to help you, you tease the throttle more than you would do normally to run With traction control set on the middle level four, it kicks in coming out of slow-speed corners, especially on cold or worn tyres. At full throttle it's a cacophony of induction roar and hot metallic violence. It loves high-speed corners and punches out of slow ones in a bass-happy frenzy of mono-wheeling majesty.

The Yamaha R1 is happiest at full lean, where it's so stable. Ridden by the scruff of its neck the Ducati is amazing. At first the Ducati feels clumsy and unnatural around such a tight track and the instant power delivery too snatchy, but when you're hard-charging trying to chase someone, the T1198S changes completely. It's still slow-steering, too especially compared to the R Blade and ZX-10R. You feel perched up high and it's a long way down to get your knee down.

Properly set up it's a wonderful track bike. It also needs lots more damping to control the weaves and wobbles initiated by the instant power delivery of the V-twin engine and provide the stability to control the dive caused by the fierce Brembo Monobloc brakes. You need to get it on its nose so it'll steer well enough to change direction and hold a line.  Just like the Yamaha R1 the Ducati takes a lot of setting up to get it to work around the track.

Ducati 1198 S 2010

It lets you get on with it on the faster sections of the track, but because you know your electronic friend is there to help you, you tease the throttle more than you would do normally to run With traction control set on the middle level four, it kicks in coming out of slow-speed corners, especially on cold or worn tyres. At full throttle it's a cacophony of induction roar and hot metallic violence. It loves high-speed corners and punches out of slow ones in a bass-happy frenzy of mono-wheeling majesty. The Yamaha R1 is happiest at full lean, where it's so stable.

Ridden by the scruff of its neck the Ducati is amazing. At first the Ducati feels clumsy and unnatural around such a tight track and the instant power delivery too snatchy. but when you're hard-charging trying to chase someone, the T1198S changes completely. It's still slow-steering, too especially compared to the R Blade and ZX-10R. You feel perched up high and it's a long way down to get your knee down. Properly set up it's a wonderful track bike.

It also needs lots more damping to control the weaves and wobbles initiated by the instant power delivery of the V-twin engine and provide the stability to control the dive caused by the fierce Brembo Monobloc brakes. You need to get it on its nose so it'll steer well enough to change direction and hold a line.  Just like the Yamaha R1 the Ducati takes a lot of setting up to get it to work around the track.

Yamaha Road Star XVS 1700 2010

The bottom line is the cost to treat injured motorcyclists with head injuries as the primary diagnosis is staggering. While many feel as though their rights are being taken away the reality is most motorcyclist do not carry enough personal protection insurance to cover them in the event they go down. Are they trying to change it for personal regard for the rider? Many organizations have pushed to change the law for various reasons.

The most important thing they do is rally together and force lawmakers to listen. Organizations like ABATE ("A Brotherhood Against Totalitarian Enactments") and the AMA ("American Motorcyclist Association") fight hard for the rights of the motorcyclist. Taking away the right to make this personal choices is not the answer. The law states "You do not have to wear a helmet in Florida if you are at least 21 years old and have a minimum $10,000 in medical benefits for injuries incurred as a result of a crash while operating or riding on a motorcycle".

While not completely repealed it was modified with an amendment that stipulates certain requirements for bikers that want to ride helmet-less in Florida. July 1, 2000 Florida's helmet law was changed. Attracting hundreds of thousands of motorcyclist yearly, many of these riders are not your hardcore bikers, they are likely to be family oriented people who share a passion for the wind.  Florida is famous for rendezvous's like Daytona Bike Week in the Spring, Biketober Fest and the West Coast Biker Rally in the fall.

Tuesday, September 28, 2010

Hit by autumn

Well, then there is this long winter with manic work in the workshops to get ready for summer. Summer is way to short, its allready become autumn with leaves beeing colored in yellow and red.
Realised yesterday I hadnt used my 45" bobjob in several weeks. Time to act, fired up the engine and went up the valleys, crisp air close to cold, just a couple of degrees in the positive direction.
Went by a friend who just have got his ol AMF shuvel back to life, didnt take long to convince him getting of for a test ride.
Later the same evening the temperature came below zero degree C, better get prepeared for another winter.





Yamaha TZR 50 2010

Depending on these conditions in the participant countries, the corresponding value of foreign currency will increase or decrease. There are several economic and political factors that affect the currency conversion rates. The rates are continually changing and you have to carefully follow the changes to make profit. The value of US dollar or practically any currency will not remain the same next day.

The currency conversion rates change everyday. The buying and selling of currencies greatly depend on the future value of the currency. The market highly depends on the currency conversion rates. On the whole the market of foreign currency exchange is open all the time on all 5 weak days. The countries will open and close the currency exchange market with different time zones.

The results of currency conversion trading happening in one country will affect the other countries in the market. The participants of currency conversion indulge in trading and buy a foreign currency expecting the currency to have more value in the future. The industry runs purely on speculation. In this trading, you buy a currency using a foreign currency of another type.

Yamaha TRIXEUX 2010

But there are points where it takes extreme amounts of time to compete with 'out-of-box' features Yes Asterisk is Bad @$$ and can do many of the things that XYZ Big Box vendors offer and more. However if you are "Super VoIP Man", the one man consulting operation, it presents a unique niche market. Most open source products do not offer that. Now this answers the cry of all the "mom and pop's" out there, lets address "Big Boy Corporation." Larger corporations need a security blanket and if you can't offer that then your out the door.

Distros like TrixBox have the right idea, build a distribution and implement "Service Modules" to handle the configuration of tasks. End users, they are your greatest asset and threat at the same time. There is a common risk factor. However, the fact of the matter is that Asterisk is so extensible that it some times hurts the product. I'd like to say Open Source is almost the clear choice, and it may be the right one in some cases.
 
 

Yamaha M1 2010

Further exclusive features The unique personality of this bike comes from rigid testing and development undergone by engineers - offering riders remarkable satisfaction when ridden. The Yamaha YZF-R6 09 This high-rpm engine motorcycle with its application of variable-length intakes has added effect than it does on the R1, improving transitional power features and power feel from mid-range through to 14,500rpm. Sets a new standard for the super-competitive 1000cc supersport category.

Hard-line new styling give the new-generation YZF-R1 a major new look.An entirely redesigned aluminium Deltabox chassis.

Unique features of this bike include.The Yamaha YZF-R1Y This innovative and exciting motorcycle has been designed with the all-new 998cc engine whose design, feel and make-up has been influenced by Rossi's championship winning M1, the new high-tech R1 powerplant is very much linked to a Moto GP bike. In compliance with EU3 regulations.     A superior chassis with unique bodywork. 

Individual, precise and sharp handling.Wicked acceleration feeling, together with strong performance.

Yamaha MT 03 2010

The Its cylinder liner is ceramic-composite, allowing reduced wear and good heat dissipation. To keep the engine temperature down and the lubrication up even in extremely hot conditions, it has an oil cooler. It also has a DC-CI Dignition system, delivering a stable spark at any rpm level. It is equipped with a 29mm Mikuni carburetor which gives an easy throttle pull but outstanding throttle response.

It has a light yet powerful 249cc, SOHC, 4-stroke single which produces a deep and broad powerband. When you take a closer look at its engine, you won't be disappointed either. Best of all, it is the lightest in its class. Its 19-inch tires on its rear promises an excellent traction. It also possesses the longest suspension and the lowest seat among its class, making it ideal for sport handling.

It also has a durable engine which starts with a simple push-button trigger. Its five-speed manual transmission is class exclusive and has a gear suitable for almost all terrains. The Yamaha Raptor 250R boasts an aggressive and powerful raptor style that gives it maximum performance. Let's talk about its key features first. What are the features of this Yamaha ATV than can wipe the floor with all the other ATV models on it?

But let's go dig deeper and tackle its properties one by one. Many have speculated that the only thing that changed is the addition of reservoir shocks and that the frames are not an improvement from the past Yamaha TVs.  A lot has been said about the 2011 Yamaha Raptor 250R.

Yamaha MT 01 20101

Yamaha enjoyed great response at the recently concluded Auto Expo 2010 held in It would invest around Rs 800 crore in India in the coming years. The company is doing so to meet the growing demands for its bikes. Currently the company has capacity of five lakh units per annum that it wants to increase to eight lakh units per annum by 2010.

Yamaha India is working on expanding its manufacturing plant at Greater Noida. The product line is yet to be decided. As of January 2010 the company was conducting feasibility test with regard to that. The company is now planning to launch scooters in India.

The company keeps launching new products to keep the interest of the bike lovers intact in the company and its products. Yamaha has been performing well in India. The bikes of the company sold in the market include Yamaha YZF R15, YZF R1, MT 01, Alba 106, Gladiator, Crux, Enticer, Stratoliner, V Max, YBX 125, G5, Crux S, Fazer, FZ 150, RX Z, Libero, FZS, FZ16, c Type SS/RS and Yamaha Gladiator Graffiti. The company has launched various products in the market. Yahama has been in business in India for years.

The company was incorporated in October, 1897. The founder of the company was Torakusu Yamaha. The company was started as a piano and reed organ manufacturer in 1887. Yamaha Corporation has various businesses including bikes, electronics and power sports equipment.

Yamaha is a Japanese company known for its technological advancement and two-wheeler products.  Yamaha bikes are known for their excitement and performance.

Monday, September 27, 2010

American Motorcycles Norway



This is another cool picture from the eastern part of Norway. In front an Excelsior from the late teens. These Scwinn produced twins very some sturdy workhorses who sold quite well in Norway. This bike is equipped with acetylene lights and a hand operated ogah horn mounted on the handlebar.

An Indian Power Plus with sidecar in the back.

The Imperfect Motorcycle

The subject of the perfect bike comes up quite often when people are shopping for a motorcycle. The types of imperfections you find in motorcycles today tells you bikes have come a long way.

In the bad old days, even brand new motorcycles leaked oil and gas, or sprayed it all over you while riding, they wouldn't start (or broke your leg with the kick starter), the electric system failed regularly, the vibration at speed would shake your fillings out and break parts off the bike. In those days, the idea of a perfect bike seemed impossible. Riders were happy if the things would just work and keep the engine oil inside the engine and the air inside the tires.

Today motorcycles must be approaching perfection, because the complaints are starting to sound petty. What types of problems do motorcycles have today?

I have a 2007 Kawasaki Vulcan 900. It does not leak oil, it starts every time with the push of a button, nothing has gone wrong with it in the first 40,000 km and three years. In fact it has never darkened the dealer's door since I drove it away as a new bike. It is fast, clean, fuel efficient. I guess it is good enough to now consider the "imperfections".

Here is my first nomination. It is difficult to check the oil level. Yes, they have provided me with a sight glass so that I can see the oil level at a glance without having to get my hands dirty wiping a dip stick. But the sight glass is very low, and I need to almost put my head down on the pavement to see it. That alone might not be an imperfection, BUT the bike must be upright and level to see the oil level in the sight glass. And I have to sit on the seat to make the bike upright, because it has no centre stand, just a side stand. So I guess I need another person to help me, or I need some kind of external jack or supports. How do you do that when you are alone at a gas station in Moose's Armpit Saskatchewan?

My second nomination, also for the Vulcan 900. Very often I try to change the bike into sixth gear and it won't go. Take it back to the dealer, you say, and they will fix it for free. No, they won't, because according to them this is normal, as the bike only has five gears. Well that stinks, says I, because I was trying to get it into sixth.

Here is the real problem as I see it. Although the engine is comfortable in fifth gear at any speed above 60 kph, I do not know for sure it is in fifth gear, I think it might be in fourth. There is no gear indicator on this bike, like there was on my last one. But going further back, I did not have this problem with my older bikes, because in top gear, the gear selector lever was loose in the highest gear, and all I had to do was put my toe under the lever and if it moved freely, I knew it was in top gear. So I didn't really need a digital gear indicator in front of me. But the Vulcan's gear lever feels the same in every gear. If I could count, this would be a non issue, but I have other things on my mind. Well then, why not look at the tachometer to see what gear you are in? There is no tachometer on the Vulcan. OK, so why not listen to the engine? Because apparently my musical ear is so tone deaf that it cannot distinguish between fourth and fifth gear.

So the missing sixth gear has become an imperfection. To be fair to Kawasaki, if they did add a sixth gear, I would simply start complaining that there is no seventh gear, so they wisely ignored customer complaints on that one. I considered adding an aftermarket tachometer to the bike, but then I discovered a solution that is free and requires no additional complexity. All I need to do is look in one of my rear view mirrors at the headlight of the car behind me at 100 kph. Although there is not much vibration, there is just enough to blur the mirror a bit, and if I look at the headlight in the mirror, I will see the light make a distinct pattern because of the vibration. In my case, the headlight makes a perfect vertical oval at 100 kph. At 90 kph, and 110 kph, the pattern is a horizontal oval. And so now I can tell which gear I'm in without trying to change one more gear and wearing out my clutch fingers.

And now the Vulcan 900 is one step closer to perfection. But what about the oil level? I never check the oil any more, because like I said, the Vulcan doesn't leak any oil, and it doesn't burn any oil, so according to the Law of Conservation of Mass, that level will just stay the same.

Photo: Stock photo of a BMW rider checking the oil at a gas station. I don't have a picture of myself checking the oil because I don't check the oil.

Thursday, September 23, 2010

American Motorcycles Norway










This farmer is less conserned in dresscode than some previous pictured motorcyclists. His mount is a 1918 or 19 Harley 61"(1000cc). Bike is running a electric headlight powered by a Splitdorf generator mounted in front of the engine. This rather common rebuild is most likely done by the local blacksmith as the lamp is not made by HD. The original gas lamp is still mounted at the rear mudguard.

MINI Scooter E Concept's unveiled





The BMW Group extends the MINI brand further today in London by showing a range of concept electric scooters, currently called the MINI Scooter E Concept, with funky retro styling based on the MINI.

BMW say "It’s not just a two-wheeler in MINI Design - this scooter meets the needs of the young urban generation: Spontaneous, flexible, CO2-free mobility. Using a smart phone as the ignition key, the concept integrates infotainment, communication and navigation systems. The MINI Scooter E Concept is powered by an electric motor which can be recharged at any conventional power socket using an on-board charging cable."

Anyway heres a few pic's of the funky scooters.

Ride safe

Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://bestmotorstyle2011.blogspot.com//
Swicki: http://motorcycling-swicki.eurekster.com/

AddThis Social Bookmark Button

The Fall of France, 1940, Explained

Marc Bloch, a French officer in WW2, wrote a book about the defeat of France. This book, titled "Strange Defeat" survived the war, although the officer did not. After the French surrender, he joined the resistance and was captured and killed by the Nazis a few weeks before France was liberated.

The Wikipedia entry for Marc Bloch has a link to a small Wikipedia article on the book "Strange Defeat". I found a much bigger entry for "Strange Defeat" on Wikipedia in French. I wrote a translation, which I have included below. (Disclaimer: Although I understand French well enough, I am not a translator, and for me this entry was a bit difficult to follow.)

A translation from Wikipedia "Etrange Defaite" or "Strange Defeat"


The analysis of the French Army by Marc Bloch starts at the bottom and goes to the top levels.

A Sclerotic Army

He denounces first the bureaucratic character of the army, attributing it to peacetime habits: in particular the "cult of beautiful stationery" [maybe "Desk Jockeys"?], and also the "fear of displeasing one with power, today or tomorrow.". These habits led to a dilution of responsibility between too great a number of hierarchies, as well as a delay in transmitting orders. He sees as a prime cause the the advanced age of the French Army's staff, little renewed, as opposed to a much younger German army.

This bureaucratic organization is also founded, according to him, in the training of the officers, which revolved around a cult of theory and tradition. The main source of this education is the "Ecole de Guerre", where Marc Bloch had refused enroll, which he pays for in not being allowed to be promoted past the rank of captain. Based on the experience of the First World War, the teaching of this school, in fact, advocated the superiority of infantry and artillery, as opposed to mechanized units (tanks and aircraft, among others), supposedly "too heavy to move". Similarly, education policy is based on theoretical rules of engagement, elegant and abstract, which do not pass the test of practice. This teaching is associated with a culture of secrecy, which slows the transmission of information, and a cult of command, in reaction to the questioning of authority that took place in 1916 and 1917.

The association between the bureaucracy and rigid training leads, on the field, to general disorder, with three captains who succeeded to his post in a few months, and especially serious shortcomings in the management of men and equipment. The soldiers are poorly housed and physically relocated regardless of their ability to move, wasting energy in marching forward and back again. Similarly, materials are in short supply, facing a well-equipped German army. The French army lacks in quantity, military budgets have been sunk in to the fortification of the east border (Maginot Line, among others), leaving open the north. It also lacks concentration, the tanks are scattered in many corps, which makes any concerted movement impossible. Soon this mess on the ground was found at all levels, with rotations too rapid for staff to have time to learn their duties, and a carelessness in upkeep of the premises and records, that in a bureaucratic context, completes the paralysis of the French army.

The incapacity of intelligence services [edit]

The army becomes exhausted, most often, not knowing where the enemy is, and Marc Bloch blamed the intelligence services. It is above all, he believes, due to poor organization. As a captain in charge of gasoline (supply of fuel and ammunition to troops), he will only receive low-level information bulletins, as important information was classified secret and communicated too high in the hierarchy. All information passes through excessively long reporting lines, and ends up being out of date by the time it comes to people who need it.

It becomes impossible to know how soon an order can be executed, which leads to other unforeseen delays in maneuvers, such as retirement of the armies of the Meuse and Sedan, which exposes the rear of the troops in Belgium. Faced with this situation, each corps and almost every officer, including himself, sets up its own intelligence operation, leading to a disastrous competition in services and the insufficient contact between the various levels of command, to the point that the officers often do not know where their own troops are.

The intelligence services have also seriously underestimated the scale and mobility of the German army, causing them each day to send the troops too late to the German advance. It highlights in particular a chronic inability to properly estimate the speed of movement and the number of German tanks and aircraft, by the French armed forces who are still obsessed by infantry and artillery. This inefficiency of information leads to great surprise in the French high command.

This concentration of information, on what was not the spearhead of the German Army, is the sign of a rigid and outdated strategic thinking from the French command. Rather than respond to the errors in estimation, the senior officers are continually surprised that "the Germans simply had advanced more quickly than what appeared to conform to the rule", the rule in question is based on the study Napoleonic campaigns and the previous war. Similarly, officers are often locked into basic plan that they knew to be obsolete, not having been trained to adapt to new situations. "In a word, because our leaders, amid many contradictions, argued, above all, to redo the war of 1915-1918. The Germans were doing the war of 1940."

This neglect naturally had a serious impact on the morale of the troops, beaten down both by a feeling of helplessness and fear, the enemy was never where they were expected by the army command. A man can better endure an expected danger, than the sudden threat of death at a bend in a supposedly secure road.

Command responsibility

"We have just suffered a tremendous defeat. Whose fault was it? The parliamentary system, the troops, the English, the fifth column", say our generals. Everyone, in short, but them. "

Marc Bloch's indictment against the French General Staff was particularly heavy. He first noted a crisis of authority. The big chiefs were reluctant to change collaborators, resulting in a "divorce" between command and those who carry out the orders. He noted especially the inconsistencies within the command, where leaders have a near-total impunity despite major deficiencies, while subordinates are harshly punished for little mistakes. This impunity leads to less accountable leaders who are able to dodge the necessary solutions, as long as they to buy into the thought patterns of the War College. Promotions based on age over competence, which makes it even more difficult because of the [high?] average age of officers. Coordination of command also disappears in turf wars between chiefs, and rivalries between multiple offices and between various army corps.

The Allies

Because of his position, Marc Bloch is often in communication with allied forces, and he draws a gloomy assessment. He first pointed out the difficulties with the soldiers and people.

Although professional soldiers, the British apparently have a disastrous "rape and pillage" behaviour. This reinforces among the peasant population, whom they despise, a latent historical Anglophobia. This feeling is again reinforced when one realizes that the British have turned tail and are fleeing first, and are jockeying to be evacuated, blowing up bridges to cover their retreat without worrying about the French troops remaining behind. "The British refused, naturally enough, to commit themselves to a disaster for which they felt they were not responsible." The British, meanwhile, judge the inadequacies of the French army harshly ("our prestige had outlived itself and they did not try to hide it from us"), and the French command in turn resorts to Anglophobe propaganda to hide its own failures.

On several occasions, as with the breakthrough to Arras, the British did not provide promised aid, seeing the faults of the French strategic plan. These failures led to an abandonment of collaboration between the staffs, a failure of the alliance. The armies were no longer coordinated by common authority following the encirclement of the GHQ (General Headquarters). Without effective linkages, or camaraderie, the French army remains ignorant of the weaknesses of the British army. In the United Kingdom, subsequently, the population welcomed the French, but for the authorities, a "a stiff bit of suspicion" remained.

Examination of Conscience by a Frenchman

Bloch does not attribute responsibility for the defeat solely to the army. He connects the shortcomings of the former with the unpreparedness and the myopia of the French people as a whole.

The State and the parties [edit]

His first target is the State and parties. He denounced "the absurdity of our propaganda, its irritating and rude optimism, his timidity, and above all, the impotence of our government to honestly define its war aims." The inertia and the softness of the ministers are stigmatized, and the abandonment of their responsibilities to technicians, recruited on the same corporate basis (Ecole Polytechnique and Sciences-Po, above). All these petty functionaries are advancing in seniority in a shared culture of contempt for the people, of whom they underestimate the resources.

Political parties are also stigmatized in their contradictions. Thus, the right-wing parties, who forget their Germanophobia, bow to defeat and to pose as defenders of democracy and tradition. Similarly, the left votes down the military budget and preaches pacifism, but calls for guns to Spain. Bloch accuses the unions of philistinism, obsessed by their own immediate interests to the detriment of their future or the interest of the country as a whole. Similarly, he condemned pacifism and internationalism as incompatible with the worship of the country, criticizing in particular their pacifist preaching that war is a matter of rich and powerful that the poor have no power to interfere (a Marxist interpretation of the conflict)

Workers and citizens [edit]

In the population as a whole, he denounces back to back, workers and bourgeois. He accused the former of seeking "to provide the least possible effort, in as short a time as possible for as much money as possible" in disregard of national interests, resulting in delays in war production.

Conversely, he accuses the bourgeoisie of selfishness, and blames them for not having informed the man of the streets and fields on the challenges of the country or even in providing a basic education (reading problem). It depicts a bourgeoisie living off investments, studying only for for their own pleasure and thinking only of having fun. He thus describes "the great misunderstanding of the French, who are facing a bourgeoisie whose investment income declines, threatened by the new social strata, forced to pay for themselves and finding that workers work less and less, and people are poorly educated, unable to understand the gravity of the situation. It highlights in particular the sharpness of a bourgeoisie which has never recovered from the Popular Front. Away from people, the bourgeois "unintentionally deviate from France as well."

In the more immediate level, Marc Bloch describes a people poorly prepared. Propaganda maintains a sense of security, although we have known since Guernica there is no more "sky without threat". Despite the image of Spain in ruins, "we had not said enough to make us afraid, and not enough so we would accept the inevitable new or renewed war."

The class of 1940 had hardly been prepared, and as we did not want war, we went with no zeal, with resignation. Bloch suggests instead that, faced with national peril, no one should have immunity, even women can fight the war. But the politics were to avoid the death and destruction of the previous war: "We thought it wiser to submit to anything rather than accept, again, this type of loss." In this context, the outflow is from a common cowardice, especially the lack of effort by the people to understand, who prefer to return to the rural life and refuse modernity.

Conclusion

Marc Bloch notes therefore a shared responsibility, which leads to a surrender, too quickly, of a war that may have been continued. Few people are blind, but one dares not speak up and denounce the deficiencies before they are revealed by the conflict and, therefore, no one dares to question conventional wisdom.


Picture: Hitler in Paris 1940.

Wednesday, September 22, 2010

Ducati Monster S4R 2010

Using a rubber mallet, very gently drive the factory bolt out.From the right side, install the shorter slider into the frame and insert the threaded rod through the slider till it meets the factory engine bolt.Grip the supplied threaded rod firmly in the middle with a vise or pliers, insert a stainless steel washer and install the supplied locknut until about 6-8 threads are exposed. You may have to secure the left side with a socket wrench to do this.Loosen and remove the nut on the right side(right while sitting on bike).

Remove the rubber bungs that cover the left and right mounting points as seen in the above picture. If you are unsure about the tightening torque, check your motorcycle's manual or www.motovationusa.com/torque.html for a quick reference guide Make sure the bike is on a stand and vertical, and make sure that the engine is supported from below by blocks. It is highly recommended that you refer to your service manual before performing this installation. These frame sliders are designed to fit specific engine mounts of your bike. Please read all instructions before beginning work!

They are tough but not brittle and can also absorb a huge impact. Each and every model is tested for drop and slide protection. Motovation frame protection slider kits are designed and manufactured by a company that only makes frame sliders.  These frame sliders have been designed to offer unsurpassed protection for the S2R, S4R, 600/620/900/1000, Multistrada in the unfortunate event of a lowside or tip over.

Ducati 848 2010

The Team Ducati Marlboro has attained successes on this track Meanwhile, Nicky Hayden would also be looking to attaining his full form by extracting as much as he from the Desmosedici at the Brno circuit, which has always been best suited for this specific purpose. Casey Stoner has picked up some satisfactorily positive points in the way of his form run, post taking podium finishes in his previous four races. The Ducati Marlboro Team shall be the event this week.

The second half of MotoGP World Championship situated on these tracks follows the passing summer break. The engine performance must also be up to date given the stretches of straights. The excess width of the tracks affords a racing line that is precise. These are in account of the many downhill areas that require braking. Things required for this track are a good rider, a durable and good tyre and an impeccable set-up of the bike being ridden.

Speedy direction changes, elevation changes and chicanes feature in its fast paced and diverse design, with the track breadth as much as 15 metres in some parts. The previous track was a favourite among the riders and that the Brno track retains some of the characteristics from it makes it popular with the riders still. Earlier, the Grand Prix was held on the precarious and out-dated circuit whose replacement the Brno circuit really is. It runs among the hills which border the second city of the Czech Republic.  The Brno motorcycle circuit is one of the gems of motorcycle circuit racing worldwide.

Ducati Street Fighter 2010

A truly one off frame separates the men from the boys so This is kind of the crème de la crème of building a special. Now that doesn't mean we have to swear off the idea of designing our own. They have the time and money to put all the R&D and design into them they want until you have a super light, super rigid frame. Let's face it.

In the day and age we live in, it's hard to beat the quality and construction of the latest and greatest factory superbikes. You can put the best suspension, biggest brakes, and lightest wheels you can afford on your bike, but if the frame is weak and twitchy all those killer parts are for nothing. This is the beginning and end of how well your bike is going to perform. With out a frame we basically have a pile of random parts, but there's more to it then just a place to bolt it all together.

One thing that has always intrigued me was frame design. Each part that is assembled with the machine not only adds in its function but also to it's style. Chassis design, suspension components, and body design are all key factors of what makes a motorcycle unique. The way in which these elements are connected, to work as a whole, are practically limitless.

In the grand scheme of things, we are working with 3 main elements: the wheels, the engine and the seat.  In the wonderful world of Fighterdom, you are only limited by your imagination.

Ducati Monster 2010

The end result was a new look that makes the Monster prowl and gives it Eventually I bought a bracket that cleaned everything up and was frankly a lot simpler than trying to tweak my own. However, I was not able to create the clean finished look that I wanted. It was alot of fun and I enjoyed the creative process. All you need is a hacksaw, 4 small "L" brackets and some small nuts and bolts.

It made me feel manly to stick it to the man and make my own tailchop, You can do your own with basic parts from the hardware store. My first chop was done with spare parts and brackets. It actually requires more guts than skill. It's a simple process that any wannabe shop mechanic can do. Make it a true Monster.

Disfigure it! Cut the tail, chop the frame, eliminate the fender, whatever you want to call it. Release the beast from the excess plastic and junk that have been the mark of domestication. If you would like to give some dignity back to your beloved Monster then its time to remove its mark of civility. Much like getting a mongrel from the pound you have to collar, license and tag and put the poor thing on a leash.

Then something terrible happened in the name of regulation, the rear fender was designed from my daughters Barbie bicycle and the beast was tamed.  It's not supposed to be pretty, its misshapen and bare, taking to the streets with attitude and performance to match.

Ducati Monster 1000 2010

At the same time coinciding with an all new engine range for the Super Sport range the Monster inherited the all new 2 valve 800 and 1000 engines becoming the S2R 800 and S2R 1000 respectively, although, it could be argued that the term "all-new" is incorrect as the engines were modified 750cc and 900cc powerplants from the Supersport Adorned with Ohlins suspension, Marchesini alloy wheels and radial brakes it took the performance and handling of the Monster to the next level. In 2005 it was all change again with the retirement of the famous 916 powerplant, only for the engine to be replaced with the Testastretta engine from the 999 Superbike creating the top of the range S4R. Adding premium components from the likes of Brembo, Marchesini, Showa and other manufacturers they created a bike which would become legendary for it's versatility and ability.

Early in 2000 Ducati added fuel injection to the M900 and in 2001 shoehorned the watercooled 916 engine from the 916 superbike into the Monster creating the S4, a brutally fast and fun naked bike. With bodywork designed by Miguel Angel Galluzzi it was an instant hit with its back to basics design remit, light weight, sportsbike handling and awesome exhaust note. Sharing parts from several model ranges it took the frame from the 916 family, married to a carburetted aircooled engine ranging from the M400 through to the M900 (M400, M600, M750, M900).  Credited as the bike which saved Ducati in troubled times the Ducati Monster was first launched in 1993 to critical acclaim.

10400

Oh yes one would easily think. Hitting the road with a engine displacement of 10,4 litre is something.
But wait, this is a 1 cylinder 30Hp petrol engine pushing you to the amazing speed of 21,6 kmh at 6`th gear.
Ever heard of Lanz ELI Buldogg roadgoing tractor?
They are rare as hens theets, I once had one but now I`ve only got its spare spark plug left, its BIG.



Right Harley spark plug, left is BOSCH`s giant sparkplug for 10,4 litre Lantz engine.

Coincidences?

I`ve always heard that there was built special 8 valve Harley`s in Sweden way back where they used Rudge 4 valve heads with home turned cylinders.
Hmmm, 8 valve Harley just the tought is a thrill.

Was fortunate at Ekeberg swap meet getting a Rudge 4 valve head to play with.
Didn`t get home until today, have a guess what was my first "to do".

Its just amazing, the Rudge and the Harley IOE from late 24 (JDCA/JDCB) up to 29 J & JD share the exact same dimensions between cylinder / head bolts centers, oh yeah even the same dimensions of bolts.
A plan is getting borned, watch out :-).










Tuesday, September 21, 2010

Aprilia RS 50 Replica 2010

The rear braking system is also of an extremely high level, thanks to a 220 mm diameter stainless steel disk and a powerful single the twin pot calliper is combined with a 280 mm diameter stainless steel disk. The front braking system guarantees prompt, safe and standard-setting braking. The 35 mm diameter hydraulic front fork with wheel travel of 110 mm guarantees reliability, safety and high performance.

Attractive and efficient, the rear double swingarm optimises the efficiency of the rear suspension, characterised by the new single hydraulic shock absorber with wheel travel of 120 mm. the Aprilia RS 50 is the only standard 50 cc motorbike to adopt this technological feature. However Aprilia's absolute masterpiece in creating this project is the extraordinary die-cast aluminium frame. The technology applied to this exceptional product is truly at a high level, from the two-stroke single-cylinder liquid-cooled engine, characterised by lamellar intake and a balancing countershaft, to the six ratio gearbox and lubrication with separate mixing and variable flow positive displacement pump. The 13 litre capacity offers remarkable riding range.

The attractive and extremely practical petrol tank incorporates the petrol cock with mechanical reserve. The front wheel has a diameter of 17". The design of the five spoke light alloy wheels further characterises this Aprilia proposal, reducing its weight. Characterised by a double 35 Watt bulb, visibility and safety is greatly improved and the weight of the front is reduced (thanks to the transparent plastic shield), considerably benefiting riding precision.The front head light reinforces the sporty aggressive look of this 50 cc motorbike.

Aprilia RS 125 Occasion 2010

You'll also have to alert The increases you do get will be quite small and you are looking at £400 on parts alone. These aren't without their own problems though. As far as performance mods go, you'll get the biggest bang for your buck with a big bore kit.

100mph might not be a lot to play with but if you can maintain a high speed through the twisty back roads then it suddenly becomes a lot more impressive. The Aprilia RS 125 can out handle a lot of bikes and you should remember that before you go about trying to increase its top speed. Once the bike has been de-restricted, there isn't really a lot you can do to increase your top speed and anything you do will come at a cost. This is only legal if you have passed your test though and you have to inform your insurance company if you want to stay legal.

A restricted bike gets around 70mph and de-restricted you'll be looking at about 100mph. De-restricting your bike is the fastest, cheapest and easiest way to increase your top speed. In addition to the bike's power output, the rider's weight is a big factor and your choice of sprockets and performance modifications will also have a part to play in your top speed. Whether or not your bike has been de-restricted is going to make the biggest difference as a de-restricted bike gets more than twice the power of the learner-legal model.  The Aprilia RS 125 max speed depends on a few things.

Aprilia RS 125 Tuning 2010

Paddock stand - invaluable if you plan Haynes Manual - saves your money and you get to learn about your bike. Wheel tape - looks good. New screen - looks nicer than the stock one.

Chain and sprocket kit looks nice and better transmission of power. Air filter - raspier sound from your engine. Reed kit - faster throttle response. Carburettor - 34mm carb needed for full derestriction 4. Powervalve kit - needed to derestrict your bike 3.

New exhuast - on bikes made after 2003 there is a restriction in the down pipe 2. Here's the top 12 Aprilia RS 125 accessories as recommended by Aprilia RS 125 Tuning: 1. Keep your bike light and focus on getting a bit more from the engine. If you want to be taken seriously by the biking community, then you'll need to play to your bike's strengths. However, while straight line speed isn't the Aprilia RS 125's major strength, its light weight offers wicked handling and you'll be able to barrel through the corners when others have to throw out the anchors.

That means that you can be beaten off the lights by some big scooters. The RS 125 can offer 0-60mph in about 70mph and a top end of about 100mph. Don't tart it up too much and you should get a lot more from it. Its important to remember that the bike is lightweight and should be kept this way.  If you've got cash for Aprilia RS 125 accessories, the choices are endless.

Blog Archive