Endless Curves | Adriatic Moto Tours Sardinia and Corsica Tour Review


This winding road hugs the sides of colorful peaks rising from the sea at Calanques de Piana, Corsica.

The Sardinia & Corsica – Riders’ Heaven tour was my first guided motorcycle tour. It won’t be my last. For nine days in mid-October, I rode with 10 experienced riders from six countries on intensely winding roads through spectacular scenery. We toured the Mediterranean islands of Sardinia (an autonomous region of Italy) and Corsica (an autonomous region of France). Adriatic Moto Tours made it easy: Just show up with your gear and ride.

Related: European Motorcycle Touring: What to Know Before You Go

Adriatic Moto Tours Riders’ Heaven Day 1: Olbia, Sardinia

Adriatic Moto Tours Sardinia and Corsica Riders' Heaven Guided Motorcycle Tour

After exploring Olbia’s old town on foot, I returned to the hotel to find 10 motorcycles lined up like soldiers awaiting inspection. I recognized a smiling face from the Adriatic Moto Tours website and said hello to Anže Colja, our guide for the Sardinia & Corsica – Riders’ Heaven tour. Six riders in our group had taken an AMT tour before, and one was taking his fifth.

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Later, at the introductory briefing, Anže offered insights about riding these Mediterranean islands. “The roads are fantastic,” he said, “the best in Europe. Every day we will ride narrow, twisty, technical roads, but you’re not on a racetrack, you’re on vacation. Can you see far enough to pass? Wait until it’s safe, then commit and go! Take care of each other, and have fun.” 

Adriatic Moto Tours Sardinia and Corsica Riders' Heaven Guided Motorcycle Tour
Each morning, Anže briefed us on the day’s ride.

Born and raised in Ljubljana, the capital of Slovenia, Anže is an economist by training and an affable soul by nature. He speaks Slovenian, English, German, and Croatian, plus enough Italian and French to help us order meals in restaurants that cater to locals rather than tourists. And, as we discovered, he’s one talented rider.

Anže explained that our group would stay united, though not always together, using the system of Static Corner Marking. Anže would always lead, one rider would bring up the rear, and riders in between would alternate “marking” where the route turns by remaining at the junction until the next rider arrives. Each rider also had a GPS with daily routes pre-programmed, so it was hard to get lost. And if we wanted to go on our own, we simply let Anže know.

Adriatic Moto Tours Sardinia and Corsica Riders' Heaven Guided Motorcycle Tour
The coasts of the Mediterranean islands of Sardinia and Corsica are dotted with small ports and harbors full of fishing boats, sailboats, and yachts.

We also met Peter Cvelbar, who drove the support van and managed tour logistics. Peter is a staff sergeant in the Slovenian Army, and he used a portion of his leave to work this tour. Each morning, we found our bikes wiped down and positioned for a smooth departure, but he did much more. Our luggage was waiting for us in each new hotel room. Bike or equipment issues were quickly addressed. We were given information regarding travel, food, and culture. Both disciplined and easygoing, Peter worked his

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Santa Cruz Nomad C GX AXS RSV Coil review – Full-Suspension – Mountain Bikes

This review has been republished as part of our Headline Bikes test, where we put eight trend-setting mountain bikes for 2023 through their paces. Read more about the bikes setting the trend for the year ahead. 


The Santa Cruz Nomad C GX AXS RSV is designed to tackle everything from big bike-park lines to enduro racing.

This latest sixth-generation version of the Nomad is slack, rugged and ready to rip.

With a mullet-wheel setup, the gravity-focused bike is intended to be more versatile than previous incarnations.

Changes to the suspension kinematics and geometry are intended to deliver a balance between long-travel bike stability and the kind of agility Nomad riders have come to expect.

Santa Cruz Nomad C GX AXS RSV Coil frame

The carbon frame is available in Santa Cruz’s C or CC construction.
Andy Lloyd / Our Media

Available in carbon fibre only – with the choice of Santa Cruz’s C or lighter CC construction – each frame size has a specific layup that influences its stiffness.

A Glovebox storage port is built into the down tube, containing two tool bags.

Maxxis provides an Assegai for the front and a Minion at the rear.
Andy Lloyd / Our Media

The new mullet wheel setup (29in front, 27.5in rear) improves rollover and traction.

This is combined with lower anti-squat, to minimise harshness over square-edged hits (at the sacrifice of a little pedalling efficiency) and a lower starting leverage rate. This is intended to better support body-weight movements and maintain geometry stability.

Santa Cruz Nomad C GX AXS RSV Coil geometry

All sizes share the same 63.8-degree head angle. In the ‘low’ setting, our large frame has a 472mm reach, 77.6-degree effective seat tube angle, 343mm bottom bracket height and 444mm (size-specific) chainstays.

A flip chip on the lower link of the VPP suspension enables you to steepen the head angle by 0.3 degrees and the seat tube angle by between 0.2 and 0.3 degrees. You can also add 3mm to the bottom bracket height and reach, and lop 1mm off the rear centre.

Santa Cruz Nomad C GX AXS RSV Coil specifications

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The GX AXS RSV Coil is one of the pricier builds in the new Nomad range, coming with SRAM’s GX Eagle AXS wireless shifting and Santa Cruz’s Reserve carbon wheels.

You also get a Fox 36 Performance Elite fork and a RockShox Super Deluxe Select+ Coil shock. SRAM Code R brakes control your speed, while DoubleDown-casing Maxxis rubber is there to ward off punctures.

Santa Cruz Nomad C GX AXS RSV Coil ride impressions

The Nomad was given a thorough workout at the bike park and on some gnarly trails.
Andy Lloyd / Our Media

I put the Nomad through its paces

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Freebeat Boom Bike Review: How Does This Stationary Bike Stack Up? – SI Showcase

The products featured in this article have been independently reviewed. When you buy something through the retail links on this page, we may earn commission at no cost to you, the reader. The Sports Illustrated editorial team is not involved in the creation of this content. Learn more here.

Indoor cycling is one of the best ways to get a killer low-impact cardio workout. Although the Peloton Bike has revolutionized at-home indoor cycling workouts with its interactive classes and commercial-quality bike, it’s pricey and coupled with an ongoing subscription fee for the Peloton All-Access Membership.

This is where the Freebeat Boom Bike comes in. The Boom Bike is a budget-friendly Peloton alternative for engaging, high-intensity, interactive and streamable at-home indoor cycling workouts. At a fraction of the cost of the Peloton Bike and typical gym memberships, the Boom Bike shines as a high-quality, technology-enhanced home cardio exercise bike at an affordable price point.

In this article, we provide a complete review of the new Freebeat Boom Bike, including its pros and cons, how it works, what features it has, what workout classes are available and associated costs and subscription fees.

Freebeat Boom Bike Key Features and Specs

  • Price: $599 for the bike, $39/month subscription fee
  • Product weight: 79 pounds
  • Maximum weight limit: 300 pounds
  • User height requirements: Suitable for riders between 60 to 76 inches tall
  • Dimensions: 52 inches long (front to back), 25 inches wide (side to side) and 52 inches high
  • Resistance levels: Magnetic with digital adjustment featuring an auto resistance system over the available resistance levels
  • Assembly: Easy self-assembly using a manual PDF and/or online tutorial video
  • Classes offered: Over 500 on-demand indoor cycling workouts and off-the-bike workouts including strength training, stretching, HIIT, cross-training workouts and more
  • Bluetooth enabled: Yes for audio devices, not heart rate monitors
  • Subscription needed: Yes; $39/month for all-access subscription with up to 10 profiles per account
  • Touchscreen: 15.6-inch HD fully rotating touchscreen with 10-point multi-touch capabilities
  • Warranty: 10-year frame warranty, one year touchscreen warranty and two year warranty on parts (pedals, seat etc.)

Pros

  • Affordable price point
  • Large online library of over 500 on-demand indoor cycling workouts and other types of workouts
  • Fun LED lights adapt to the beat of the music
  • Gamified workouts with points earned increases motivation
  • Great warranty
  • Large, high-quality HD touchscreen with a clear display
  • Very compact footprint
  • Lightweight bike is easy to move around
  • Simple assembly
  • Fully rotatable touchscreen makes it easier to view off-bike strength training workout classes
  • Vertical and horizontal seat adjustment and adjustable non-slip multi-position handlebars

Cons

  • Boom bike cannot be used without a membership
  • Lightweight flywheel might not be as stable and smooth for heavier rider or vigorous workouts
  • No professional assembly
  • No live classes
  • No app to access workout classes off the bike
  • No heart rate monitoring

Freebeat Boom Bike Design and Capabilities

Boom Bike HD touchscreen_Freebeat

The Freebeat Boom Bike is designed to offer the same high-quality, effective cardio exercise workouts you’d expect from higher end models like Peloton or SoulCycle stationary bikes.

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2022 Beta 200 RR Review [Off-Road Motorcycle Test]

I guess I’m a tweener, and that makes it hard for me to settle on the kind of dirt bike I think works best for me. I enjoy the power of DOHC 250cc four-strokes, yet milder 250 and 300 four-stroke trail bikes are so much fun to ride hard. However, in both cases, the four-strokes make for heavy dirt bikes. When you add in the height of high-performance 250s, my 115-pound chassis starts to get overwhelmed. Perhaps that’s why I also like small-displacement two-strokes. They have enough power to haul me around, the high-quality suspension that can handle rough terrain at high speeds, and a whole lot less weight. That brings me to the 2022 Beta 200 RR.2022 Beta 200 RR Review: For SaleEditor Don Williams and Associate Editor Jess McKinley were fairly hard on the last Beta 200 RR we tested back in 2019. Neither of them was thrilled with the Sachs ZF suspension, and they weren’t shy about it. Well, the 2022 Beta 200 RR is still outfitted with Sachs suspension, but the valving has been reworked at the Beta factory for 2022 to reduce the harsh feel. So I cleared my cache and went into this test with an open mind.I split testing time between the desert and the mountains. The desert provided high-speed slaloms between creosote bushes, plenty of deep sand, big hillclimbs, and technical trails through some of the rockiest terrain around. The mountains swapped between tricky single-track and fast sprints down dirt roads. That’s my idea of a fun motorcycle test.Let’s start with the mountains, as that’s the natural habitat for a 200cc light-equipped enduro bike such as the 2022 Beta 200 RR.2022 Beta 200 RR Review: Power ModesThe Beta 200 RR’s two-stroke motor power delivery can be adjusted in two ways—the easy way and the harder way. There’s a switch on the tank, just above the filler cap, that lets you choose between two power modes—Sun and Rain. That’s the easy way, even though it would be even better if it used one of the unused switches on the left handlebar—I’m not adding turn indicators. The more difficult adjustment is to the power valve, which means you’re off the RR and pulling out tools. On-the-fly adjustments are easier and certainly more useful on changing terrain. I made liberal use of this option on the mountain trails.Although the 2022 Beta 200 RR isn’t fuel-injected, the power modes are different enough to make a significant difference. After some experimenting, it was clear when to use each mode—and not really a surprise.When riding on single track, I rely on low-rpm torque rather than high revs to get me down the trail smoothly. The Rain mode makes the most of the 190cc motor’s grunt, such as it is. The power delivery is smooth, allowing me to focus on the terrain rather than managing the power. The six-speed transmission has well-thought-out gear ratios. With the wide spread of power in Rain mode, the motor never falls off the pipe.2022 Beta 200 RR Review: MSRPThe chassis weighs just 229 pounds with the 2.5-gallon

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Motorcycle Review: 2022 Kawasaki Z900RS SE

Kawasaki’s built itself a thoroughly nostalgic retro bike that thinks it’s a super naked

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I don’t normally like retro bikes. Too many — I’m looking at you, Honda CB1100 — tend to remind me just how bad the “good old times” really were. Some things are better left un-revisited, and amongst them are fat, heavy motorcycles with crap suspension.

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Kawasaki’s latest Z900, the RS SE, however, is a completely different animal. Oh, sure, it’s got the “Yellow Ball” paint job (complete with a stylized “Z” carved into the stripe), duck-tail rear seat unit, and a four-into-one exhaust system that does a pretty good Kerker imitation (save for its chrome covering).

But, at its heart, it’s really more of sporty naked bike. In SE trim, you see, the RS gains a seriously sophisticated S46 Öhlins rear shock (with the requisite remote pre-load adjuster so you can adjust the rear ride height), totally recalibrated front fork, and some Brembo M4.32 front calipers mated to a 17.5-mm Nissan radial master cylinder with stainless-steel braided lines. The bodywork may be saying mid-‘70s classic, but the running gear is thoroughly modern speedster.

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Sitting on the classic pleated saddle and reaching out to the high-rise handlebar, the same dichotomy persists. The aforementioned saddle is a traditional (almost) completely flat affair, simpler and, it must be said, far more comfortable than the sculpted seats adorning more ‘modern’ motorcycles. Ditto for the handlebar, which is 65 millimetres higher and 35 mm closer to the rider than the basic Z900s, and the 20-mm lower footpegs. Sitting on the RS SE, you’re immediately reminded of what a UJM — that’s “Universal Japanese Motorcycle” — used to feel like.

Grab the binders or heel the incredibly quick-steering chassis into a sharp bend and, all of a sudden, you’re on a super naked, the M4.32s all bite and stoppiness, with the sportbike-sized 180/55ZR18 (rear) and 120/70ZR17 (front) Bridgestone Battlax Hypersports offering track-worthy grip, the suspension keeping the whole party on an even keel. No doubt I’ll feel the ire of Triumph fans, but I’d prefer riding the SE through some California twisties than a Speed Triple. Hell, the Öhlins’ed and Brembo’ed Z900 might make a pretty good track bike, too.

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  1. First Ride: 2022 Kawasaki Ninja H2 SX SE

    First Ride: 2022 Kawasaki Ninja H2 SX SE

  2. First Ride: 2022 Ducati Multistrada V4 Pikes Peak

    First Ride: 2022 Ducati Multistrada V4 Pikes Peak

As long as the straights weren’t too long. Oh, the 948-cc inline four isn’t exactly slow. Cycle World magazine says it dynos out at 95.24 horsepower. But, in today’s motorcycling world of supercharged sport-tourers and 240-hp superbikes — Ducati’s latest

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IBIS Ripley AF Mountain Bike Review: All the Fun for Half the Price

The IBIS Ripley is a well-respected and almost universally loved short-travel trail bike.

For years, the short rear triangle and DW-link rear suspension with a long and slack front end have delivered a playful ride — a mix of stability and agility that has mesmerized riders since 2013.

In 2021, IBIS launched the Ripley AF, the aluminum-framed cousin of the Ripley. The big play was the price.

A current Shimano Deore outfitted Ripley AF complete bike retails for $3799, nearly the same price as the carbon Ripley frame alone ($3,499). So comparably, the Ripley AF is quite the deal.

But what about the performance? Does it do the IBIS Ripley and DW-link names justice?

In short, the Ripley AF delivers its much costlier cousin’s pedaling efficiency and suspension performance. The tradeoffs are minimal compared to the cost savings. It is one of the best deals for a trail bike with proven DNA.

First, the Suspension

Rear Suspension

DW-link rear suspension has impressed me every time. The resistance to power-robbing suspension bobbing while seated has always been stellar, and it was the same happy story on the Ripley AF.

Whether churning a big gear on the flats or grinding the lowest gears on steep and rocky climbs, the DW-link provided a stable platform and put the most power into the rear tire. And this was with the shock left wide open. I never remembered once to change it. That’s how good the DW-link was for seated pedaling.

2022 IBIS Ripley AF DW–link
(Photo/Seiji Ishii)

Stomping while standing elicited much of the same wonderment, but there was some bobbing. If I knew I had to stand a lot over a long period, I would consider switching the shock setting to a stiffer mode.

On the descents, both fast and flowy, and slow and chunky, the DW-link kinematics, Fox Performance Series Float DPS, and resultant 120mm of travel let me bomb down without hesitation or worry.

With the recommended 25% sag, I could tackle most intermediate lines at the bike park without any surprises. The rear end was predictable and never slowed me down. And again, this was with the shock wide open.

Front Suspension

2022 IBIS Ripley AF suspension fork
(Photo/Seiji Ishii)

The Fox Performance Series Float 34 fork with 130mm of travel was a great match. Again, at the recommended 25% sag, I didn’t feel anything annoying while climbing and attacked descents with abandon.

Surprisingly, with both ends left wide open, I never once bottomed the shock or fork out, try as I might. I routinely bottom 130mm forks out on specific jump faces or drops, and it never happened once on the Ripley AF. This speaks to the progressive nature of the suspension when it’s near the end of travel.

Overall, I had zero complaints about the suspension on the IBIS Ripley AF. The balanced climbing and descending performance made it a super-fun bike.

And the grin factor increased with speeds; I

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