The collectible magazine only for bikers
Year
1
//
March
2019
//
Issue
004
Alfonsito
Linares Ochoa KTM 1290 Super Duke GT Ready to race... allways
ISSN 2619-3159 (On line) // Free Magazine
Live to Ride
We do not only live to ride... We live to respect, help and educate. Because we know that life are our roads and the other’s one
Advertise with us, let’s make a brotherhood and we will ride together for the new culture of the biker world. Follow us in Facebook: https://www.facebook.com/ElMoteroOriginal/ Advertising agency specialized in the world of motorcycles. Contact us: elmoterosas@gmail.com
Editorial
Biker Letters
by Hiroshi Naganuma
A love letter to motorcycling. I put on my helmet and gloves. I’m anonymous I’m nobody. I walk outside. I am confident and calm. I put a leg on my most precious possession, my Ducati Monster 796. Her name is Marta and she always puts a smile on my face. I turn the key and turn on the engine. She roars to life. Pull the clutch. Click when I touch my foot down on first. I let the clutch come out and give it a little acceleration... we’re out. Day after day we see how we are attacked with absurd norms such as the peak and plate or the prohibition of the “parrillero”. In part they say it is for our safety, for some they have seen an opportunity to make money with us. In a way, our actions have been part of this attack; moving among the cars, walking on the platforms, running at full speed... there are many reasons. We have to unite and show that they can trust us, that we really are not a plague, we are a solution. If we act as
it should be, I know we can be the support for the authorities and emergency agencies. Today we are doing it, but we have many limitations. We have to unite and organize ourselves. I trust in my brotherhood, in the biker brotherhood. I trust the slogans that organize our union. Our code of respect, honor, honesty, union, brotherhood... we are the modern gentlemen of the road, we are bikers. Live to Ride.
Content Noti-Flash Safety Garage Mi Bike Normative Biker Association Health Gourmet The Route The Movie
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Publication of El Motero S.A.S. - ISSN 2619-3159 (on line) - Bogotá DC, Colombia - Founders: Hiroshi Naganuma and Jorge González Camacho - Editorial Board: Alfonsito Linares, Carla Sánchez, Hiroshi Naganuma, Isaac Castro, Jaime López, Jorge González Camacho, Luis Fernando Conde López, Marcela Manrique, Martín Pérez, Tintín Garrido — Design and layout: El Motero SAS - Graphic Edition: Luis Fernando Conde López - Style Correction: Marcela Manrique The articles that appear in this edition do not necessarily reflect the company’s thinking. Prohibited its partial or total reproduction by any printed or digital media without prior authorization of El Motero S.A.S.
I am a 21 year old man who rejects alcohol and drugs because motorcycling meets the needs they offer. Every ounce of anxiety and doubt vanishes with a twist of the accelerator. Every tenth of a mile is recorded as I spend hours in the chair loving life and being free. It is freedom without clouds and without inhibitions. I was discouraged by the comments in the cover post. The sweeping generalizations are stupid. Fuck your ignorance and your “donor cycle” mentality. They do not understand, and there’s no point in arguing with them. I’m going to go by motorcycle and live my life without fear. You also should. I love preaching to the choir. To roll safe brothers and sisters.
March 2019 elmoterosas@gmail.com ElMoteroOriginal Bogotá D.C. 3
Noti-Flash Bridgestone Battlax Adventurecross AX41
Michelin Anakee Adventure
The Black Douglas Sterling
The Battlax Adventurecross AX41 is the new off-road tire from Bridgestone. Adopt the design and positioning of blocks to ensure performance, durability and stability on and off road. It applies a high cross section area and a small step length, increasing the cross sectional area by 30% compared to A41. The length of the shortest step increases with the highest diameter of the tire, the number of blocks on the circumference. The redesign of tire dimensions to increase the total number of blocks in the tire, and an increase in the stiffness and strength of the compound, guarantees the balance between durability and off-road performance.
The Michelin Anakee Adventure tire stands out especially for its exceptional grip on wet roads, which is due to its new generation compound with silica reinforcement. It also combines exceptional performance in dry climates with stability and wear resistance thanks to two technologies patented by Michelin: Dual Compound 2CT and Dual Compound 2CT +. This latest addition to the range, which is designed for 80% on-road use and 20% for off-road use, means that the Touring tire range now offers optimal performance for the most demanding users in all aspects of the road. Adventure trip. Meanwhile, its new open tread pattern provides the traction needed for the transition to unpaved tracks and trails.
The tubular chassis of these bikes is manufactured in Italy by a specialist, the single-cylinder engine of 125 or 230 cc (12.75 and 14.10 hp respectively) is assembled in Italy and the rest is made in England. There is no high technology anywhere, there are no complex suspensions or camouflaged components. The front fork is springer type while behind the chassis is hardtail. The only cushion is in a seat with springs and upholstered in leather and for the brakes it is entrusted to a double set of drums mounted on the spoke rims. The straight and coarse forms are combined perfectly with a little disguised headlight of enormous dimensions that accentuates the image of old motorcycle. In total there are five different models, but all share the same base.
NECKMIKE INTERCOM EVS SPORTS EPIC-K-L/XL EPIC KNEE PAD
Neckmike is the product of a company that produces intercoms for military and first responders. Now they have developed a civil version. They have launched a Kickstarter to help bring the product to market. The C30 costs $ 109.99 and is designed to be used with a smartphone. The C50 ($ 129.99) is the same handset, but with a lower output volume to meet CE requirements. The best of the range is the Neckmike M4 + package at $ 209.99 that contains a C20, an M4 Bluetooth intercom and a handlebar controller for easy access to controls. The units are completely waterproof. 4
After knee injuries and reinforcement in the market to meet their needs, EVS Sports was born. These are safe to protect your knee; Durable, because they are made of plastic inserts, and comfortable, thanks to 3D mesh. The mesh also contributes to providing well-ventilated equipment. The rear straps are adjustable, allowing it to adapt perfectly. It comes with maximum support and stabilization of the knee.
JARVISH
The full-face helmet of the X series includes high definition surround sound built-in highend, noise-reduction microphone and 2K front camera as standard. The X-AR also includes the retractable voice activation HUD, the AR projections, the 2K rear camera and removable memory of up to 256 GB (to record video that can be broadcast live). Gyroscope, e-compass, accelerometer and ambient light sensors analyze the weather and road conditions to provide alerts in real time. Battery 100% military grade and wireless battery recharge.
kapitalmedellin
300 8721815
kapital_llantasmedellin
300 8721815 Carrera 43 # 31 - 70 - MedellĂn - Colombia
5
Biker Safety
Por Carla Sánchez
Footwear: Protect your feet
The ground will be just as hard for those who are well equipped as for those who are not; with the difference that the former can get better off a fall than the latter. And traveling at low speed does not exempt you from serious injuries.
The boots protect the feet, toes and ankles without preventing the biker from driving the motorcycle. There are many styles and designs for each one. But before tackling the issue, it is interesting to observe the study carried out by ANESDOR (the entity that represents the brands of the two-wheel sector in Spain) on the level of protection that this type of footwear has versus that of daily use.
Normal footwear Factor of protection = 50%
Normal footwear Factor of protection = 46%
Motorcyclist boots Factor of protection = 89%
Motorcyclist boots Factor of protection = 93%
According to the evidence gathered in the MAIDS, the most detailed study of motorcycle accidents carried out so far, bikers wearing the appropriate protective equipment have fewer injuries in the event of an accident. The “Protection Factor” indicates the percentage of MAIDS accidents in which the protection 6
equipment has attenuated or even prevented injuries. The most interesting thing about this study is to see the comparison between motorcycles that can offer us a little more protection, such as scooters, versus other motorcycles. For them nothing is left to chance and this is an important point of our security. As you can see, no matter what bike you have, the use of good footwear makes the difference.
How should the boots be to protect the feet? Basically when riding a motorcycle you must protect the feet, toes, ankles and, in some cases, the shins (this depending on whether you choose a high or low boot) of the possible blows, abrasions and cuts. It should also protect us from possible burns of the exhaust pipe or impacts of stones, asphalt remains or any other object on the road. Not being less important, you must isolate your foot from the inclemency of time. As with all our equipment, the boots also have protection certificates. The most famous is the UNE-EN 13634. You can recognize it because it is sewn inside the footwear. The CE mark indicates that the footwear complies with the specifications of the European Directive on
personal protective equipment 89/686 / EEC. In addition, it must indicate the level of protection that it reaches: ••LEVEL 1 is the minimum required, and specifies the minimum thickness of the material with which they are manufactured, the height of the rod and the characteristics of the sole. ••LEVEL 2 is for boots designed for drivers with higher risk of accidents. Most boots are made of leather, but the appearance of materials such as sanity, kevlar, carbon or titanium have qualitatively evolved this product in recent years, at the same pace as the rest of the protections.
One boot for each modality The demands of each type of motorcycle have generated different types of boots, although in the most basic, they are all the same, the risks of our feet are different.
1. Sports boots The sport boots are especially technical, designed to offer maximum protection in sporty driving and indispensable for running in a circuit. They are made of high strength materials and have protections in key points of foot and ankle.
7
What should I take into account when buying a biker boots? The first thing we have to find out is what size boots we need. In general, the size of the boot is usually one size more than that of our usual footwear. The boots of the biker usually have a tight form to ensure the touch with the brake pedal; but many brands do not make them narrow, especially sports. For this reason it is essential to test them well. If they squeeze you, apart from being very annoying, your feet will tend to get cold because they will not evacuate the sweat correctly. In this case, do not mind uploading one more size of boots. By not having to walk a lot with them, they will not be too uncomfortable. In any case, put on thicker socks, or double socks, or a template on which is already in the boot. Remember that if we wear the boot tight we will brake well.
In safety boots, safety and lightness come first, but their comfort is not, they are not designed for walking but to be used only on the motorcycle, especially on sports bikes.
2. Touring boots Touring boots are designed to offer good protection while providing maximum comfort. They are developed to be used for long periods of time, on long motorcycle trips or on a daily basis, quick to put on and comfortable to ride with them, once we get off the motorcycle. They are usually made of leather and high strength materials and include a waterproof membrane to keep feet dry at all times.
3. Classic boots or cruiser
4. Trail Boots The trail boots are a hybrid between touring boots and off-road or enduro boots and, as their name suggests, are intended for mixed use on-road and off-road. They are especially high boots, usually made of leather, stiffer and more secure than touring boots but more comfortable and flexible than off-road boots. Equally less comfortable than the first and less safe than the second. They fulfill perfectly with their mission, both on trips, equipped with a waterproof membrane, and off the asphalt on non-technical terrain.
5. Off-Road Boots
It is the most classic type of boot and they are very common between cruiser and custom bikes. Originally they were not boots designed for motorcycle use, but time and fashions have led brands to offer them among their options.
Some off-road boots are the safest boots of all, but also the most uncomfortable, both on a motorcycle and walking, and are developed for enduro bikes, motocross bikes or supermotard bikes. They are very high and rigid boots, made of plastics, leather and high strength materials and, in addition, they are especially heavy.
These boots are usually made of leather, high cane, simple and without specific protections, so that comfort and design take precedence over safety.
They are designed to withstand great impacts, have several safety locks and their soles are completely rigid to withstand long days standing on the footrest of the bike.
8
It is highly recommended that the boots incorporate reflective elements because they will make us more visible on the road. And if you buy leather boots, make sure they do not fade.
6. Trial Boots The trial boots are similar in design to some off-road boots but are lighter, softer and more comfortable. They are developed for the practice of trial, so they are always used standing on the bike and need to offer a good touch to have maximum control. They are usually made of leather, without too many protections to guarantee mobility and not many brands offer them in their catalogs.
7. Urban Boots The urban boots have been the last to appear on the market and are designed to ride a motorcycle in the city. They are low boots that only reach up to the ankle, soft and very comfortable, with reinforcement in the area of the gearshift that, in addition to offering better protection than normal footwear, withstand much better wear. There are very discreet and elegant designs that can be used on a daily basis instead of our common footwear.
Optimal Acrylics
optimalacrylics
305 7844337
optimal_acrylics
305 7844337 info.optimal.acrylics@gmail.com
9
Moto Safety
By Jorge GonzĂĄlez
Counterweights: Is it just a decoration?
At the end of the bars or the handlebar we find, in almost all motorcycles, some metallic ornaments that call it a counterweight. But is it just an adornment on the bike or does it have a function?
It is possible that you take a lot of time with your motorcycle and know many parts of it. But there are small things in it that you probably have not noticed, as are the counterweights. Some think it is just an ornament, but today you will realize that this is more than a decoration.
Protection One of the functions of counterweights is protection. At the end of the handlebar, when the bike falls, the first thing you touch is the tip of the handlebar. The handlebar is usually more expensive than the counterweights, for this reason it does its protection function. But let’s keep reading, since this is the most basic of its function.
Vibration damping This is a key point, both for your bike and for you. As you know, all internal combustion engines create vibrations. Some more than others. It feels more in the one and two cylinder engines. The four-cylinder engines are very smooth, although in some cases you may notice high-frequency humming at higher 10
engine speeds. In short, the more cylinders your motorcycle has, the softer the vibrations. The motors are mounted on a rigid frame. There is a rotating fork that is mounted on this frame and your handlebar is attached to this fork. Without going so deep in physics, the vibrations of the engine travel through all these parts until you reach the handlebar, and the vibration you experience is known as resonance frequency. In conclusion, the handlebar counterweights act as buffers for this frequency, considerably reducing vibrations. These counterweights are not very heavy, since in the market we find them from 15 grams to 100 grams in extreme case. It is advisable to leave as it comes from the factory. But there are times when the factory motorcycle is not adapted for oneself. The moment we modify the handlebar of the bike, either by material or size, we also have to modify the counterweights. Although there may be a remote case of luck in which the factory counterweight works very well. The way to know the weight we need is by raising and lowering the weight at the ends of the handlebar with
different objects. The moment we find the ideal weight, we measure it in a gramera and buy the counterweight that we need; although it can be said that these counterweights are not very expensive. Now we will touch one of the points that many of us like.
A touch of style Bearing in mind that in the market they offer us endless colors and designs for our bikes. We can spend a good time looking for something that we like; If you like blacks, golds, chrome, fiberglass... or designs like spikes, skulls, simple... This is your personal touch. The most important thing is that you are sure of your weight, because this is what will ensure a balance in the handlebar and we will not have that annoying vibration when walking. So, if you find a vibration and you know that everything is correct on the bike, it may be possible that your counterweights have lost mass due to having suffered several falls and this part of the bike has been scraped several times. Many times the solutions of the problems can be simpler than it seems and definitely very economical.
11
Garage By Hiroshi Naganuma
Chain:
What to do with it?
The chain is the final transmission system most used in motorcycles because despite requiring frequent maintenance offers great advantages.
Focusing on the venerable chain, the key to ensuring its long life, as well as that of the elements that work around it (the so-called transmission kit or drag), is the proper maintenance. A chain with inadequate and poorly lubricated tension will not last a quarter of another well-maintained...
Even if it is comfortable and faster, it should never be done with the engine on and the first one put in for safety reasons... it is not the first to cut the fingers lubricating the chain!
Every so often it is necessary to spray the chain with special oil and thus we ensure that the friction between the components of the links that make it up and the teeth of the pinion and the crown is reduced to a minimum. It is advisable not to let more than 1,000 kilometers pass between lubrication or, even, to do it more frequently if we have rolled in the rain or in uncovered terrain.
There is no fixed figure... it depends on the use and environmental conditions. This is an operation that must be performed when it is appreciated that the oil is already parched and has formed a layer that does not allow penetration to new spray applications.
How is the chain lubricated?
How do you clean the bike chain?
When should the chain be cleaned?
chain, undoing the accumulated fat lumps while turning the wheel by hand. You also have to clean the crown and pinion, in this case it may be necessary to remove the cover that usually protects it to eliminate the dirt that accumulates in it. Once the entire chain is clean, let it dry (so that the diesel oil does not dissolve the lubricant as we apply it) and then finish the operation with a good sprinkling of chain oil. There are special products for cleaning chains that can be used in the same way as diesel, but they do not drip and smell less, that is the choice of each one.
Tension the chain The ideal is to climb the bike on the center stand or, if you do not have this element, look for a way to lift the rear wheel safely. That said, if you can have the back wheel in the air, it will be enough to leave the bike in neutral and turn it with one hand while applying spray at the point where the links “bite� the wheel’s crown, so that it is optimized the lubricant 12
The most conventional method is to do it with a brush impregnated in diesel. It is used diesel and not gasoline because the latter contains solvents that can affect the rubber seals that have the links. A container with diesel, a brush or brush and, if possible, the motorcycle on its trestle and in neutral, to apply the diesel oil over the entire
In addition to lubricating and cleaning the chain you need the optimal tension for proper operation and duration.
Why tighten it? The chain wears with use. It makes the links separate little by little, with the respective stretching of the chain. This will happen more frequently if the chain is not well maintained.
Take into account these three elements, chain, crown and pinion (drag kit), they must always be changed together, even if only one of them seems worn.
When is the chain of the motorcycle tensed? The chains have a clearance or play necessary to allow the suspension to work, since the axle on which the swingarm and the attack pinion pivots does not coincide. This game, which can be between one and three centimeters, is specified in the motorcycle’s manual and is usually measured at the center point. Keep in mind that chains always tend to lose tension, it is inevitable, so do not abandon this review frequently.
How to tighten the chain of the motorcycle? There are several systems for chain tension, here are the most common.
1. Tension motorcycle chain by screws The most common system is the tensioning screw that adjusts the displacement of the wheel axis. In this case, proceed as follows: 1. Place the bike on the easel or lift the wheel off the ground with some safe method. 2. Loosen the nuts securing the tensioners on both sides of the swingarm. 3. Releases the axle of the wheel without releasing it, just enough so that it can be moved.
4. Pull the wheel to bring it closer to the tension indicated by tightening the tensioner nuts alternately, on both sides, until you check that the tension is the one recommended by the manufacturer. 5. Check that the position of the axle is the same on both sides to prevent the wheel from becoming slightly twisted. 6. Tighten the wheel axle nut to the pressure recommended by the manufacturer. For this you will need a large torque wrench (Torquemeter). 7. If you do not have experience or do not have the torque wrench it will be better that once you finish the operation the first thing you do is go through a workshop to check that everything is well done.
2. Tensar motorcycle chain with eccentric
most accurate. The first thing to do to tighten the chain is to release the screws that brake on each arm of the swingarm. Then, with a suitable key and from the side of the chain, that cylinder must be turned until, by the action of the displacement of the shaft, the chain reaches the recommended tension, and finally the mechanism is stopped again with the locking screws , applying the recommended force. Before rolling it is necessary to inspect that on both sides the axis is located in the same position.
How to know if the tire is right? Many are trusted by the different guides that we find in motorcycles when it comes to tensioning the chain. But what happens if these guides disappear with the passage of time? Are these guides really reliable?
Another system is the tensioner by eccentric system. There are two types: the one of all the life, that brought toothed washers with which the shaft was pushed until the desired tension and another more modern one in which the own axis of wheel is installed in eccentric position on a circular piece that turns on the swingarm.
Let’s learn a method that is used on racing tracks. If we look, all the bikes have a reference point that is the main axis that adjusts the rear wheel. The second point of reference is just the point where the fork is anchored to the chassis of our motorcycle. This is done after tensioning the chain and fixing the screws.
The first one, the washer, is simply tensioned by loosening the wheel axle nut and manually adjusting the discs to the tooth where the recommended tension is reached. Then you just have to retighten the shaft with the tightening torque specified by the manufacturer.
If we do not have the system shown in the photo, we use a meter and we measure this distance (between the reference points). This measurement has to be the same on both sides of the bike. If it is not the same, its adjustment is made from the opposite side of the chain until the measurement is obtained. The screws are secured, the chain is lubricated and we are ready to enjoy a well-balanced motorcycle.
The second and most developed eccentric system is used in many sports bikes and is the
My Bike By Alfonsito Linares
Alfonsito
Linares Ochoa Ready to race... allways
When I was born my dad was already riding a motorcycle. He had many bikes, one R6, one R1, Yamahas, Hondas... He had what was at the time the Honda Repsol, which was 1000 GP replica. That was the one I liked the most. I remember that we lived in a group and we went down to the parking lot. I remember it was a wide door where was the motorcycle parking lot and all the cars were. Many of the parking bikes were my dad’s. I remember that, as a kid, when I went down to the parking lot, I ran out to look for the Repsol. I would go around like a labyrinth and when I did not find it because I was somewhere else, I would cry. My dad was running to get the bike, because if not who would stop me crying. I was not like those children who cried, gave him food and now. I was one of those who cried for a motorcycle and they had to give me that bike. So much was my love for motorcycles, that in Venezuela they gave me one with a mower motor. I always spent it rolling in the parking lot. The problem was that when we came to Colombia, we could not bring the bike and I was still small, I was about 3 or 4 years old. I am sincere, 14
I first learned to ride a motorcycle, to ride a bicycle. Then they bought me a bicycle to replace the bike. Actually, I was not very happy with the bicycle. I fell many more times on the bike than on the bike. Once I arrived crying to the house for a fall with the bicycle and said “Dad, I want my bike here, I do not want that bike anymore, I want the bike”. My dad could only tell me that they could not bring it. I remember that, at Christmas, I was with a friend and something very curious happened. I was about 6 years old and that day we were very restless. We spent all day running from one place to another, inside and outside the house, with bikes... better said. Until at midnight the potatoes of my friend and my parents called us very serious. We knew that they were going to scold us for something. We went to the parking lot where they were. The surprise was that in the parking lot we had several gifts, both for my friend and for me. I remember that they had given me games for the play, the skateboard, clothes, shoes... and I told myself, it was not the great thing. The funny thing is that they gave me the bike, which I began to uncover, an
automatic UM of a change. But at that precise moment, there was a knock on the door and my aunt and my godfather had arrived. They arrived with more gifts... “there is, what happiness”. But here comes the most interesting, I was happy to have a motorcycle, I was just uncovering it and, just at that moment, my uncles arrive... with my motorcycle from Venezuela. I was in shock. Before I screamed because I had no motorcycle here and now I’m going to scream because I do not know which one to use. From that moment I started to go to the road course with my dad. My dad had bought an R1 and I went with him to pick it up. I remember that in one of those trips to the road course I met a friend who also had a motorcycle and he said, let’s go to the track... I told him ready. We entered the track and started to run, but my dad had not seen me, until he saw us enter the pits... another scolding more. Then I remember that I started to enter the track, but motocross, to make eights... to exhaustion. Since I started to enter to make eights, he spent a year where he practiced many
times a week, only making eights. One day between very inspired to make the eights, that the others were surprised. That’s when they told me “I think you’re ready to go on track”, I just thought “I think one year is more than enough”. Then I went on track, they recommended me to be careful, I had not learned to jump, but I went insane. After a while I was already doing jumps and it did not hurt me. The bike was already getting too small for me and they bought me a Kawasaki KX 65. When I got up and started it... I knew what I was getting into. I was 6 months with her and I entered the first race. I had not practiced much the snatch and I was a little nervous. But, the funny thing, once I put myself in the starting line, the nerves became anxiety... I wanted the race to start. I was stuck with the clutch and the throttle full. When the race started, I did not release the soft clutch, I released it completely and the motorbike went off in a single wheel. The funny thing is that as it was well placed on the bike, the bike did not go back, on the contrary, I went on a single wheel as 40 meters of snatch and was already first. The funny thing is that my dad and my coach looked at me... My dad when he saw me on a single wheel, he thought “we already fell” and covered his eyes. That told me when
the race ended. What’s more, a year ago he confessed that he saw me on the floor because I was too young to start so strong in the first race. I was excited when I started on a single tire, I felt like a GP motorcycle racer. Obviously after a while, I had two, so they already had 2 years of experience. The funny thing is that he was so excited, that the first 3 laps he went alone, almost did not let go of the accelerator, he had taken a lot of advantage to the second place. But hey, to be my first race, I was third. In my second race, my dad said to himself, where he started like the first time... But no. This time I released the clutch of zeros and the motorcycle turned off. The funny thing is that I turned to see and 3 had fallen and 2 more went off the bike. I just looked at my dad “Pá, it went off” and he stares at me “but hold it up”. And I, there is true, and if we turn it on... and start... The first one left, but I told myself, “I’m going second, what a chimba, I’m going to win”. I was second in this race. In one of the races, I fell very hard. At that time, I told my dad that I wanted to try motorcycle speed. Then we changed the tires to the KTM 65 for track. I remember that the first time he touched the knee was after a year, to the right,
in the XRP, in the tree. I touched it to the right and then I touched it to the left... and never again did I touch it on the tree. I was the child champion on that bike. Then on R15, I started at XRP, to gain experience. Then I jumped to the road course. I wanted to enter a race, but I did not have the age. I had a test in MotoFest, I had to get into the top 10... I was third. Then in my first race in the road course I was in fifth, the second in the fourth, lasting a good part of the first race. Then I went to Argentina, to a MotoGP circuit. I ran with Pulsar 200 NS. I managed to spin for less than a second that the Latin American champion, I was 46. Then they were divided into several groups (A, B, C and D)... I was first in B. Although I also had a very bad time, because the track It has sensors. Usually, before starting, I always move the bike a bit, here I did the same and one I was sent to Ride Thru. My dad was the one who told me he had 3 laps to go and I was already 2... The funny thing is that it went very well. Chicho recommended me that when I arrived in Colombia it would change to 300. I kept thinking “the 150 is getting to me big... well, let’s try”. 15
It turned out that the 300 went very well for me, it was my season with the Ninja. Then we went to Mexico. But we had the bad luck that rained in the middle of the race and I did not have rain tires. Then I was a bit angry and, thanks to that, we returned. I did very well on this second occasion, as I finished fourth. We went back and I was third by 8 points of the first. After we returned and managed to beat the time record on the track Rodriguez, arriving first. On the Yucatan track it was excellent because it was very hot and the track was new. On that track I beat the record 3 times. One in qualifying, another in the third round and the last in the fifth lap and I could not break it anymore. To be running we have to be crazy. Many times of the falls are usually because in a race we are in a fight so hard to win, I start trying to get in wherever I can... I try, I try, I try... and obviously the tires reach a time when they are spent so much that they start skating. To me, in my first race, it is not that I have done very well. I mean, I had practiced a lot and I was doing well, I was at the rhythm of the tip. But missing 3 laps he made me highside. In my first race my first fall happened. After that I kept thinking “what fear”. 16
When I ran again it was after a week or two. I told myself I want to run again. The next race I won. It was very beautiful. Passing the goal, even if it is last, is something very nice. There I remember that I stopped, I lifted the bike and I continued. Finish as fifth or sixth. Because we had already opened a very large hole. As soon as I passed the finish line I kept thinking “why did it take me so long to start?”
into me with the chain, but thanks to the movement it got out; If I had stayed there, I would have run out of hand.
What happens is that you may think I want to ride a motorcycle, I want, I want, I want... And suddenly you fall. Obviously you know that at any moment you’re going to fall, do not get away from that. Be hard, be slow, be stupid, be putting the leg... you will fall. And that’s where you really see that you love him; he who stops and tries again, who is not afraid to try again.
With the fall, I was unconscious. I really do not remember anything about what happened. What they told me was that the bandiller raised the yellow flag, because the motorcycle had been off track and I was away, on the other side of the tires near a sign. The bandillero kept the yellow flag, because he saw that I was fine, they tell me that he saw me lying down, that after I got up and took about two or three steps and I fell down again. At that time, he saw that I did not get up again, I raise the red flag. I do not remember anything about this, because I was unconscious since I touched the floor.
For example, on a training Friday, in the last round, at the racetrack, we were running clockwise on the track, with the curvón as the first curve. Obviously the curvón was very hard for the cant. If you see the curvón, you go up and down, and through the curvón there are gaps; You have to go through the gaps so it’s hard to enter. What happened to me was that... I was going hard, it was more I had made a time record in the previous round. Then, I felt that the back tire pulled me, I tried to control it until I succeeded. But in those moments I found a hole that turned the rudder and blocked it, I flew over. I fractured my hand because it got
When I got up, I was already at the autodrome clinic. I had already removed my helmet, suit, gloves... everything. When I got up, I did not feel anything. I wanted to get back on my bike to continue the race. That was when they asked me if something hurt me, that I had become unconscious. And I asked “and that when it was?” I did not remember anything, not even if I had gone to the track. Until after a while my arm began to hurt and they gave me some pills. Those pills were for sleeping a horse. I took them, I went to the pits, I sat down and in less than 5 minutes I was already deep. When I woke up, they had collected everything.
C e n t ro d e s e r v i ci o a u to r iza d o d e K TM y Ka w a s a k i
C entro de ser v icio multimarcas y autorizado p ara
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With the fall I had fractured several bones of the hand and my shoulder dislocated, the doctor of the autodrome made me comfortable and that’s it. But in those moments I did not know that I had broken my hand. In the night my arm began to hurt a lot, but I did not give it more importance. I thought it was just the blow of the accident. How will be the pain, that at 2 o’clock in the morning woke me up and I got up to eat something, because I was dead of hunger. It turns out that the pill had a side effect and that is that it put me straight for the bathroom. I barely ate the sandwich, I was afraid to lie down. I wanted to go to the bathroom. The next day I had to ride again. I put on my suit and everything. We started the bike and I was just going to start, I took the clutch and when I pressed it... I could not. I could not close my fingers. He touched me to do the favor of pressing the clutch, put first and let go slowly. I could not. At first there was no problem, since the laps were fast and I could go up and down changes with a gas stroke. Until I get to 3 backwards. Because there is a bump and often comes with
a wheel braking. In fact, I, in that curve, my fingers fell asleep and it was only the first round. I used to say to myself “why, if it’s only the first round?” I spent the whole day, even in the classification, grabbing the clutch with my wrist. What’s more, in one round I came out with the hydration tube. I left the race to recharge water to not get tired so much. I really used that pipe to bite it, I did not use it to drink water. He bit her so she would not scream with pain every time she grabbed the cutch. The race was about 10 laps and each time I braked, I bit the pipe until I released the clutch. I used to say to myself “I’m going to run, but it’s going to cost me to be quick again”. In one of the entrances to the pits they recommended me to take the pill that the doctor recommended. I kept thinking about everything that could happen: I may or may not sleep, or my hand may fall asleep or... Then I took the risk and I took it. I entered the race and, luckily, it did not make me sleepy... but I felt like going to the bathroom. I had to put up with it. The good thing is that the hand put it well. I started running and no problem. I said “here it was, I can”. I was the fastest in that exit. Then I got to the classification and the problem was that they were like 6 more batches in those categories. The pills could be taken, but every 8 hours. If I took them before I left dead, I fell asleep at once, because they are so strong. They were recommending me to enter one of the classification and rest these laps, but that also means that I would not know if things worked for the race. So I decided to take the pill and enter the race. So much was the pain
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that the curvón was doing it faster than the day of the accident, because it had to release the clutch quickly and that made it enter faster, so as not to suffer the pain of the hand. I was doing the same time as the record I made before I fell. I said perfect, we go for the classification. From one entered the classification, I gave 3 laps and I stopped feeling the hand. I worried, I stepped aside and I put neutral as I could. I took off my glove, checked my hand and felt like I had a flying bone. I said “I’m not very convinced about this”. I put on my glove and give it to him. I put the clutch as I could and I left. They told me I had 2 more laps to do my quick lap. I went to heat tires, that was a lost lap, they showed me a white flag, I had the last one to do my best time. “For a lap I’m not going to run out of hand.” I started to give him with everything. I literally felt that the whole lap was done with one hand, the change of direction was done with one hand. I put it this way. He was hitting the right rudder so hard, because the left one could not, the bolts were coming loose. In this round, the pipe that I had, I did not let go of it between my teeth. That lap I beat the record by 5 thousandths, I did the pull. I told myself, “I did a lap, now I will not hold 12 laps at that pace”. Well, I tried without taking the pill, to see how many laps I endured. I managed to do 3 laps and I could not take it anymore. When I reached the fourth lap, I decided to give it all and enter the curvón as fast as possible, even skidding the rear tire. Actually I did, but I saw myself on the floor, because I felt exactly the same thing that happened to me when I had an accident. I went into shock. I reacted in a second and saw that I entered the curve, but a guy overtook me inside, I reached to touch the shoulder, but I went ahead and was third. I gave him more hard and to bite the pipe. I managed
KTM 1290 Super Duke GT
to get them out for 4 seconds, but at that moment I fell asleep, not just my hand, but my entire arm. I tried to keep my arm in the tank so it would not go to the floor. I managed to finish the race first, but I had another race, that’s when I said “no thanks”. I went to the doctor and they told me so many strange things, that all I understood was that I fractured somewhere in my hand. The issue is that they told me so many things, that I thought I had fractured up to the thought. Once I was worried, I asked the doctor what he had told me. He told me that I had only fractured 3 bones of the hand and a damaged ligament. I told him, “it was not easier to say that.” The good thing about all this is that I’ve always been at the top of the tracks some time. I always try to have that advantage. In fact, I’ve been the most polls in Mexico. I’m always fighting the tip. All this experience that I have had has helped me to grow as a pilot, to have a switch in my head. On the one hand, there is the good child who does not want to harm anyone, who cares for everyone... the innocent child who is off track. But, on the other hand, as soon as I enter the track, I become a demon
whose goal is to get first in the race. This was thanks to an advice given to me by a runner who told me “it’s good to take care of the other runners in the race, but there are others who are going to try to pull you off the bike... think about what you are going to do if your life would depend on winning or losing a career... if that depended on your whole life. “ It has also helped me to manage the pressure, to have Colombia and Venezuela on my back, my sponsors... to represent them as they deserve. Every race that I run is like it’s my last; every time I celebrate when I win, it’s as if it’s the first and last, because I’ll never know when my last race might be.
Engine
V2 at 75º, 8 valves DOHC, water cooled
Displacement
1.301 cc
Diameter x stroke
108 X 71 mm
Compression
13,2:1
EMS
EMS of Keihin with RBW, double ignition
Power
173 Hp @ 9.500 rpm
Torque
141 Nm @ 6.500 rpm
Transmission
6 speeds with Quickshifter +
Final transmission
Chain X-Ring 5/8 x 5/16”
Clutch
PASC (TM) anti-bounce clutch, hydraulic drive
Frame
Multitubular in chromiummolybdenum, with powder coating
Front suspension
USD 48mm in diameter WP semiactive suspension. 125 mm of travel
Front tire
120/70 ZR 17
Rear suspension
WP damper with semi-active suspension. 156 mm of travel
Rear tire
190/55 ZR 17
Front brake
2 x 320 mm discs with floating caliper Brembo Monoblock with four pistons with radial anchor
Back brake
240 mm disc, with fixed caliper Brembo with two pistons
ABS
Combined 9ME ABS system from Bosch (includes ABS for curb roadway and supermoto, detachable mode)
Ground clearance
141 mm
Seat height
835 mm
Weight
209 kg dry
Tank capacity
6,1 gallons (23 liters)
Consumption
66,41 km/gal (5,7 l/100 km) 19
Normative By Jorge González
Phones: Double-edged weapon
A study finds that cell phone restrictions save the lives of motorcyclists All of us who travel on a motorcycle down the street recognize the growing threat of distracted drivers in recent years. Governments have also recognized that problem, and almost all have passed some kind of law that restricts the use of cell phones and text messages. Do those laws help you? Specifically, do they make motorcyclists safer? Two university professors, Gulcin Gumus of Florida Atlantic University and Michael T. French of the University of Miami, decided to analyze government statistics over a period of 11 years, from 2005 to 2015, to try to answer that question. Previous studies had not shown a strong relationship between traffic accidents in general and laws that restricted the use of cell phones and text messages, but Gumus and French thought the story could be different for motorcyclists, who are more vulnerable to distracted driving. It is not difficult to guess where the idea came from. French is an avid biker, with three BMWs he uses to travel, walk on the street and off the road. Think about a common crash caused by distraction: a driver who looks at a phone does 20
not see the red light and crashes into the back of a stopped vehicle. If that stopped vehicle is a car, there can be a lot of damage, but not necessarily a fatality. If it’s a motorcycle? A biker could easily be killed. Therefore, reducing that type of shock may not make a big difference in the number of fatalities in general, but it can make a big difference for the small minority of us who travel. Spoiler alert: Gumus and French discovered that the laws are effective in reducing motorcyclist deaths.
The boom in cell phone restrictions. The study, published in the journal Social Science & Medicine, combined traffic fatality statistics from the National Highway Traffic Safety Administration (in the United States) with data from state laws that restrict the use of hand-held cell phones. and text messages to see what relationships can be found, specifically with the deaths of motorcyclists. To begin with, the study classified state laws into four categories:
••Strong: the main application of bans on the use of cell phones and text messages for all drivers. ••Moderate: primary compliance with a ban on the use of cell phones or text messages for all drivers. ••Weak: secondary application of a prohibition or a prohibition that applies only to novice drivers. ••None: There are no restrictions on the use of cell phones or text messages. The study period covers a time when the subject was first highlighted. In 2005, 45 states had no restrictions and no state had a “strong” law. By 2015, only two states had no restrictions and 14 states fell into the “strong” category. Other studies have identified many factors that affect the number of traffic fatalities, from drivers that we could think clearly, such as temperature and precipitation, to those we could not think of, such as the unemployment rate. To focus on the impact of cell phone restrictions, researchers controlled these and other variables, including the population, vehicle miles traveled and more.
The end result: “strong” laws reduced motorcycle deaths by 8.8 percent and “moderate” laws reduced motorcycle deaths by 5.5 percent. As for the deaths of motorcyclists in multiple vehicle accidents only, those numbers increase to 11 percent and 7.7 percent, respectively. To get an idea of what that means in terms of lives, Gumus and French analyzed the number of motorcyclist deaths in 2015 in the 36 states that do not have “strong” laws and applied those percentage reductions. If all 50 states had “firm” laws, approximately 173 fewer bikers would have died in 2015, they estimated.
vulnerable road actors, such as pedestrians and cyclists. However, all these groups are small minorities compared to the number of cars on the road. And since restrictions on the use of cell phones and text messages have not had a significant impact on the deaths of people in cars, it is easier for opponents to argue that the restrictions are not worth it.
Why it is important for motorcyclists
Laws can reduce injuries from accidents in general, even if they are not deaths, but studies generally look at deaths from tracking traffic deaths by the NHTSA and because it is simpler, whether dead or not, The injuries vary enormously and may not even be captured in official statistics if there is no hospitalization.
There are some things we know, if we shoot a lot on the street. We have all seen that the threat of distracted drivers has increased, not only for motorcyclists, but also for other
Gumus and French have provided a service to the rest of us, focusing on motorcyclists and demonstrating that restrictive laws have their effect. They specifically emphasize that
this is one way in which politicians can make a difference, noting that motorcyclists represent 0.6 percent of the miles traveled by vehicles, but 14 percent of deaths in traffic accidents in the US . UU The laws that restrict the use of cell phones can result in only a small blink in the statistics for the general population, but for those of us who are bikers, the difference is real and could be a life or death problem.
Infraction: C38 Charge: 15 SMDLV ($414.058) Use mobile communication systems or telephones installed in the vehicles at the time of driving, except if they are used with accessories or auxiliary equipment that allow having hands free.
Biker Association
MOTORCYCLE ASSOCIATIONS MOTO CLUB (MC), MOTO GROUP (MG) and GANGs
Whenever this topic is going to be discussed it is important to ask that it be treated with great respect, for anyone who really knows the MC world It is not a secret that there are many people who take their lifestyle very seriously and it is easy to offend with a bad comment, I also want to clarify that this information does not only come from the internet, but from my own experience within the MC world and from the history of motorcycle clubs for about 80 years, its rules well established and we share here, as all the information we provide them with the sole purpose of providing CULTURE MOTERO who need it and decide to accept it, unfortunately in many countries of America Latina, the concepts have been diverted and many people have decided to simply do things their own way without considering international rules and traditions that deserve respect, basically and to fully enter the subject you have to understand something, in the world MC the rule basic is: “Respect and you will be respected”. Now if entering the subject we will mention the types of groups and / or Clubs that exist and their characteristics. Let’s start with the sine qua non characteristics of any motorcycle group: ••Have a minimum of 5 members. ••Establish positions in the group (board of directors). ••Own motorcycles. ••Establish the date of foundation for the club, group or association. 22
••Choose a name that does not belong to any national or international club. ••Define a meeting place ••Once fulfilled with the aforementioned, we can begin to differentiate each type of Motero group.
ASSOCIATIONS
1. As its name says it is an association, you enter paying 2. It is not obligatory to know all the members of the group 3. The level of commitment to the group is minimal 4. They usually wear their colors only on weekends 5. The hierarchy is chosen democratically from time to time in a mandatory manner 6. Women wear the same colors as men have the same duties and rights 7. Each member has an assigned member number 8. They dress their patches in jackets, even only in flannels or sweatshirts.
MOTO GROUP (MG): The constitution protects the right to meet and create associations, even if you set up a club you are obliged to register in your community as an association. But in the Motero world, the associations are rather groups with a common motorcycle model (usually CUSTOM), such as ACI (Custon Intruder Association), VOG (Vulcans Owners Group) or HOG (Harleys Owner Groups), however , the new era has allowed the creation of new associations of all kinds, brand and model of motorcycles, including associations for social or religious purposes, among others. The characteristics of these associations are:
They are a mixture between Association and MC, they are generally known as “Family Clubs”, because in them the priority is the family, it is normal to see children and women as part of the activities of the group, as in the
Associations, women are not only companions, but are members of the group and can be part of the board of directors. The basic difference between the MG and the Associations is that an MG is the first step to be an MC (if at any time they want it that way), in many cases they remain without evolving. Other features: 1. Use a one-piece patch on the back, round or oval 2. They are sponsored by an MC from their region 3. They should not use the initials MC in their colors 4. They wear vests 5. There is no limit on the displacement of the Motorcycles 6. Its rules are very similar to MC, but more relaxed 7. The process of selecting new members is more careful than in the associations.
in almost everything, their patches are already 3 pieces, but not including the acronym MC on the side. Other features will be: 1. Extremely strict rules 2. Women can not be part of the board of directors or wear the colors of a GANG 3. They must celebrate anniversary parties and participate in the main activities of their region Motero 4. Members must own motorcycles with a cylinder capacity greater than 500cc 5. They wear vests or Cuts with colors of 3 pieces without the initials MC.
MOTO CLUB (MC):
Regarding the Characteristics of an MC I think the most important ones I mentioned, however, in a very extensive topic that I intend to deal with in a next publication, where I will also comment on the members’ status, their ranges and functions.
GANGS:
After a few years as MG (minimum 3 years), the GANGS are the next step to form an MC, at this stage the rules are stricter and similar to an MC
meeting its standards. They do not usually fear the consequences of their actions and consider themselves a society within a society, with their own rules and their own code of conduct where they only obey the officers of their club. Most Clubs, including 1%, rarely give problems unless they are provoked, challenged or disrespected, but undoubtedly they are the kind of siblings we would want to have if things go bad. Its main value is “The loyalty of the brotherhood”, is the main strength of any club of friends and loyalty ALWAYS comes first, keeps them united and strong. If there are problems they will not call the police, they will take care of the matter in their own way and according to their rules. It is a lifestyle. “A lifestyle that not everyone deserves.”
It could be defined as groupings of custom motorcycle enthusiasts (especially harleys), but even more enthusiastic about the custom world in general. They have a wide range of hierarchical structures, standards of scrupulous compliance, distinctive features. etc. Generally known to be extremely violent, although most of the MC’s are relatively peaceful, there is no reason to have problems with them as long as we do not get involved in their affairs, the violence is usually used between them or against those who want to be in their world, but without 23
Health
By Dra. Carolina González
Hands:
Lack of sensitivity, tingling...
Bad habits and bad postures can lead us to suffer this injury. We hope this article helps you to prevent this problem. Usually, the problem appears when we have been riding a motorcycle for a while. The most common is that the intensity of pain, occurs after a few hours and notice, even a loss of strength and numbness. The repetitive movements of the hand and wrist when accelerating and, above all, when the wrist maintains a firm position for a long time by a pressure exerted on the median nerve, are direct causes of this injury. The vibration of the motorcycle is also the cause.
How to know if you have a radial nerve dysfunction It is also known as radial nerve neuropathy, radial nerve palsy or mono neuropathy. Usually, the one who visits a doctor with this injury takes a lot of time with the discomfort; It is rare that the injury occurs quickly. Symptoms affect the entire hand and radiate to the forearm. It is common to see the discomfort 24
during the night taking away the sleep. There are other symptoms that can give us clues such as: ••Atrophy and lack of sensitivity in the pressure to the first finger of the hand in relation to the other hand. ••The sign of Phalen positive. The flexion of the two hands joined by the internal faces generates paresthesias or tingling after remaining two minutes. As well as pressing our hands on our handles. ••The sign of Flick. If you shake your hand frequently when you feel discomfort to seek relief, it is very likely that the nerve is compressing too much.
The magic of kinesio taping Many runners wear the classic tapes of kinesio taping. It is a tool that is widely used in offices with many elite athletes that helps normalize
muscle tone, reduce pain and enhance the lymphatic and superficial blood drainage. In the dysfunction of the radial nerve has a fantastic action. It must be said in favor of this technique that there is scientific and clear evidence that this therapy acts on the bioelectrical activity of the muscles. Therefore, it is a great tool to keep in mind.
What to do until the doctor’s visit? While we are on the road and the tingling appears, it is advisable to increase the blood supply, it is the best way to nourish, oxygenate and eliminate wastes of ligaments, tendons and nerves. We must open and close the hand continuously when we warn the injury by stretching and closing them continuously. Correct the driving position, if we rest excessively on the grips (or fists), the median nerve will be damaged.
Foods that can help Sulfur foods: garlic, onion and radishes. Essential element to form the components of the matrix that feeds the collagen (present in the tendons). It prevents or prevents tendinitis, ruptures and micro-ruptures of the tendon and other tendinous and / or ligamentous injuries. Color jelly. The dessert gelatin contains hydrolyzed collagen protein, which makes it digestible. There is a European study that shows that this protein is able to significantly reduce the pain of the joints. Omega 3. Present in fish such as salmon, tuna, sardines ... Few people know that these fish help enormously in the healing of ligamentous lesions and in inflammation, since they increase the entry of new cells in the damaged area and increase the synthesis of collagen, with which, the structure recovers much earlier.
The handlebar of the motorcycle does not have to be too far from our arms, the arms have to be always relaxed and without pressure. Check the handlebar angle and adapt it if necessary. We should not squeeze the grips too much, it will end up falling asleep. We must reduce the vibrations of the handlebar. The counterweights are, in this case, the best. If our motorcycle does not have them and you feel the vibration when you are driving, look for the options offered by the market to install the counterweights. Before making this modification you can also check the following: the alignment of the wheels, monitors the asymmetric wear of these because it indicates a bad alignment, the shock absorber rubbers of the motor (some motorcycles have them to reduce the vibrations), the cylinders in bad conditions... Most motorcycles in perfect
mechanical conditions, vibrations are minimal. Using larger grips can help a lot; use ones with pads if necessary. Keep in mind that motorcycles are manufactured for the average person. If your hands are a little larger, it is very likely that you need a slightly larger grip. The modifications of the bikes are made to be perfect to your measurements. Gloves with excessive pressure can cause poor nerves in your hands. Keep this in mind, especially if you are going to spend many hours on the bike. Cold in the first moment of pain and inflammation. Chopped ice would go well in a bag and apply it directly. Anti-inflammatory with ibuprofen, will help us to reduce inflammation. Compulsory medical check.
A natural anti-inflammatory. Pineapple contains bromelain, a substance that works by decreasing inflammation because it digests proteins from damaged tissues and stimulates the synthesis and repair of new tissue. Applying slices on the inflamed area also works. Iron, zinc and copper. Deficiency of these minerals increases the likelihood of injury. 15 mg daily of zinc and 18 mg of iron, are the recommended amounts. Copper is found in brewer’s yeast, nuts, lentils, mushrooms, onions and tomatoes. It contributes enormously to make the fabrics more elastic, increases the tensile strength of the joints because its function is to unite the fibers of adjacent collagen.
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Gourmet
By Hiroshi Naganuma
In one of my escapades, I meet a biker and we start talking. Adrián, the biker, invites me to visit his lair. We enter the north highway of Bogotá, go down for the 170 and enter the 49b street. When we arrived, I found myself in a completely out-of-the-ordinary environment. Chairs-guitars, decoration of swords, shields, axes, medieval fabrics... Music and fanaticism by Game of Thrones is felt. That day I tried a pizza that I thought was incredible. I visited a couple of times to continue delighting with other dishes on the menu and, I’m honest, it’s worth it. Now, it is becoming a routine every time I enter the north car to go to this place, where I enjoy some good music, good food and a little chat about everything, including motorcycles. I still have to try a couple of experiments that are sure to be good.
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The route Por Hiroshi Naganuma
Tourism
Tunja conserves, as historical legacy, constructions of the time. Thus, it is possible to find temples, convents and houses, which mix the Gothic, Elizabethan, Romantic, Mudejar and Baroque styles. In these architectural pieces, the influence of miscegenation is highlighted, which reflects the flora and fauna of the region and the use of plant paintings.
Bogotá - Tunja - Puerto Boyacá - Cartago - Girardot In this adventure, the trip was to disconnect and meet me. It’s been a long time since I last traveled, so I decided to take my bike and go out all weekend. I like to travel alone, appreciate the scenery and appreciate the purring of my motorcycle. They are from those days when I realize how lucky I am. This adventure took me all weekend without direction and it was incredible. The simple fact of seeing how all that stress is disappearing and becoming a peace, that only another Motero will know what I am saying. Being unconcerned about time, calls, social networks, chats ... is priceless. As simple as turning off the phone and storing it in the motorcycle’s saddlebag. 28
Every time I make this type of trip, I renew myself. I leave Bogotá as a citizen, but I come back as a totally different person. I remember that before I arrived in Girardot, it had become dark. But it was the best thing that had happened to me throughout the trip. A starry night, a full moon ... I could not refuse the invitation. The advantages of a motorcyclist. I stepped aside, in a safe area, totally dark. I turned off the motorcycle, I lit a cigarette and I leaned on it ... what a spectacular sky. I do not know how long I was in that place, but I could swear it happened more than an hour. Traveling freely has no price ... and they will know when they try. Live free, life to ride.
Bagres, nicuros, bocachicos, bearded and blanquillos become these days sources of happiness and sustenance for hundreds of families from Puerto Boyacá and Magdalena Medio.
Cartago is a starting point for travelers to get closer to the coffee culture in haciendas where it is possible to learn about the cultivation of this grain. Near this city you can visit municipalities such as Caicedonia, Alcala and Seville (in the Valle del Cauca); and Filandia, Montenegro and Circasia (in Quindío), where the coffee experience is lived.
Revista
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Tel: (57-1) 8104898 Cel: (57) 313 3152596 WS: (57) 300 7645172 Mail: comercial@lightformconcept.net Síguenos en nuestras redes sociales RevistaMiBiCi revista_mibici RMibici www.revistamibici.com - Bogotá D.C., Colombia
The Movie
By Martín Pérez
The pilot episode of Mayans M.C. has exceeded my expectation for this series derived from Sons of Anarchy. A sufficient amount of motorcycles, artillery, drugs and crime were delivered in the first episode without having to exaggerate simply by the gratification of a few who enjoy this type of graphic violence. The main character is a young Mayans M.C. prospect named Ezekiel ‘EZ’ Reyes. He recently left the prison after serving an 8-year term and, while in prison, discovered that his girlfriend was waiting for her baby. EZ also has an older brother named Angel who is a full patch in the Mayans M.C. The father of the two brothers, whose name is Felipe Reyes, is the local butcher who seems to be carrying the world on his shoulders. I like where the series is taking its audience and how the young prospect named EZ will confront the President of the chapter, as well as the head of the drug cartel called Miguel Galindo. 30
Nuestra principal razon ´ es convertir tus ideas en realidad Contamos con un amplio catálogo para que puedas elegir el diseño que más te guste. Conoce las mejores técnicas para personalizar tus rines ya sean de auto o de moto. No te quedes sin renovar tu auto con esta novedosa técnica. Convierte tu moto con diseños únicos y técnicas que harán de tu moto la de mayor estilo. Renovamos el color de tu tanque rayones o golpes de caídas.
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YESTERDAY IS HISTORY, TOMORROW IS MYSTERY
RIDE & LIVE TODAY
Advertise with us, let’s make a brotherhood and we will ride together for the new culture of the biker world. Follow us in Facebook: https://www.facebook.com/ElMoteroOriginal/ Advertising agency specialized in the world of motorcycles. Contact us: elmoterosas@gmail.com
We do not only live to ride... We live to respect, help and educate. Because we know that life are our roads and the other’s one