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Vance & Hines Launches New VO2 Falcon 90-Degree Air Intake

By General Posts

Aggressive style, industry leading performance for Harley-Davidson Motorcycles

NOTE: The new VO2 Falcon and recently announced FP4 are available to consumers at Vance & Hines’ two locations(Daytona Harley-Davidson and Daytona International Speedway) at Bike Week in Daytona Beach.

Santa Fe Springs CA – March 4, 2022 – Vance & Hines today introduced the newest addition to its expanding lineup of air intake products with the announcement of the VO2 Falcon, a 90-degree, high performance intake system with fitments for most late-model Harley-Davidson models.

With motorcycle customizing trends moving toward an intense, performance-focused look, the VO2 Falcon gives bike owners the aggressive style they seek and four different finishes to make it special.

The VO2 Falcon is a cut above other 90-degree intakes with its attention to detail. From its slant-nosed oversized filter for higher volume air flow to its precision machined billet aluminum mounting and integrated breather assembly, it looks like it belongs on a rider’s Harley-Davidson motorcycle. The system comes in four finishes, show-quality chrome, ceramic matte black, and two eye-catching carbon fiber choices; high-gloss traditional weaved carbon and matte, forged carbon, a compound originally developed for use in high performance sports cars and is making its first appearance in the V-Twin world.

The VO2 Falcon isn’t just for style. The shape of the unit extends the air intake track, allowing the VO2 Falcon to outperform the leading 90-degree units on the market for both horsepower and torque.

“Air intake systems are our fastest growing product line,” said Vance & Hines President Kennedy. ” They offer customers a chance to personalize the look of their bike and are the start of creating that high performance motorcycle that we all love to ride. The VO2 Falcon makes a strong statement about what’s inside the heart of the bike and the rider.”

Vance & Hines VO2 Falcon models are available in four fitments: Harley-Davidson Milwaukee 8 Touring and Softail models, Harley-Davidson Twin Cam models with fly-by-wire throttle, late-model Harley-Davidson’s with cable-actuated throttles and late-model Sportsters. Suggested retail price is $449.99 for chrome and black, $549 for the carbon fiber models.

Vance & Hines recently introduced a collection of VO2 air intakes that recognize veterans, the Military Power Series, and offers a full line of air intake products with dramatic looks and great performance.

About Vance & Hines: The Vance & Hines brand has always been about enhancing the exhilaration of the motorcycle ride. It started over 40 years ago, when Terry Vance and Byron Hines were two young enthusiasts in the fledgling Southern California motorcycle drag race scene.
Visit website at: http://www.vanceandhines.com/

Climate Dogma Killed Biden’s “Build Back Better”

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by Michael Shellenberger

A half trillion dollars to subsidize renewables would have raised energy prices, worsened inflation, and undermined decarbonization. But what do we do now?

The centerpiece of President Joe Biden’s legislative agenda is dead. Senator Joe Manchin today announced that he could not support Biden’s “Build Back Better” legislation which consisted of $1.7 trillion in new spending and would have added $158 billion to the national debt over the next decade, according to the nonpartisan Congressional Budget Office. The largest component of spending, $570 billion, was for renewables, electric cars, and other climate change investments.

Progressives, environmentalists, and Democrats are furious with Sen. Manchin, but it was their own climate and renewables dogmatism that doomed the legislation. Democratic Senators could have written legislation that expanded nuclear energy and natural gas, the two main drivers of decarbonization, which are strongly supported by Manchin, and Republicans, but instead investments went overwhelmingly to solar panels, wind turbines, and electric cars.

It’s true that there were good things in Build Back Better, and that one of the worst climate provisions, the Clean Energy Performance Program, was already removed. Build Back Better included a tax credit for existing nuclear power plants, funding for advanced nuclear fuels, funding for fusion R&D, and financial support for communities hurt by the transition to renewables.

But the money for nuclear would not have made much if any difference to the operating of nuclear plans. Nuclear plants in California, Massachusetts and New York are being shut down, despite already being profitable, for ideological reasons. Legislatures in less anti-nuclear states like Illinois, New Jersey, and Connecticult step in to save their plants when they need to. And higher electricity prices due to natural gas shortages are making nuclear plants in other states even more profitable.

Of Build Back Better’s $550 billion for climate and energy, the vast majority of it was for weather-dependent renewables and their enabling infrastructure, including $29 billion for a “green bank” program to finance renewables and $10 billion for rural electric cooperatives to switch to renewables. Such subsidies were being offered despite years of false claims by many of the legislation’s sponsors and advocates that solar and wind were already cheaper than grid electricity.

Most dangerously, Build Back Better would have undermined electricity reliability, raised energy prices, and made the U.S. more dependent on foreign energy imports. Over-reliance on weather-dependent renewables in Texas and California, and under-investment in reliable, weather-independent nuclear and natural gas plants, led directly to deadly blackouts in those states.

I testified as much to this problem to Manchin’s Senate Commitee on Energy and Natural Resources, and Sen. Manchin made clear today that the role of renewables in making electricity expensive and unreliable was one of his top concerns. “The main thing that we need is dependability and reliability,” he said this morning. “If not, you’ll have what happened in Texas and California.” In his statement, Manchin said, “If enacted, the bill will also risk the reliability of our electric grid and increase our dependence on foreign supply chains.”

Adding weather-dependent energy sources can only make grids more resilient if significantly more money is spent maintaining reliable power sources to make up for their lost revenue and lost operation hours. That’s what Germany has done, deciding to burn more coal rather than continue operating its nuclear plants, which it’s shutting down, or rely too heavily on imported natural gas.

Manchin is also right that Build Back Better would increase dependence on energy imports. Over 80% of the world’s solar panels are made in China by incarcerated Uighyr Muslims living in concentration camps and against whom the Chinese government is committing “genocide,” according to the U.S. State Department.

Build Back Better contained incentives for the return of solar manufacturing to the U.S., but they were far too small to compete with solar panels made by incarcerated people in China’s already-built and heavily-subsidized mega-factories. Nor did they deal with the coming solar panel waste crisis.

“We have been energy independent for the first time for the first time in 60, 70 years or more,” noted Manchin, “and we should not have to depend on other parts of the world to give us the energy, or be able to hold us hostage for the energy, or the foreign supply chains that we need for the products we need every day.”

Everywhere in the world that solar and wind are deployed at scale they increase electricity prices dramatically. California increased its electricity prices seven times more than the rest of the U.S. over the last decade. Germany has the highest electricity prices in Europe, and is breaking new records with the energy shortage caused by lack of adequate natural gas supplies globally.

And now the entire world is paying the price of climate alarmism and renewables dogmatism. Climate shareholder activism and the ESG “sustainable” investment movement caused governments and private sector actors to underinvest in oil and gas production and over-invest in weather-dependent renewables. The result is historic shortages of natural gas and oil.

For the last several weeks Europen and Asian nations have been breaking records for the cost of electricity, due to shortages of natural gas supplies. Oil prices are set to rise to $125 per barrel next year and $150 in 2023, and U.S. winter natural gas prices will be 30% higher this year. Even nuclear-heavy France, which became over-invested in renewables and natural gas, and under-invested in nuclear, is seeing record electricity prices.

But what then, does it mean for climate change? And what should be done to safeguard American energy supplies going forward?

One-Off Carbon Fiber Harley-Davidson LiveWire Going Under the Hammer

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by Daniel Patrascu from https://www.autoevolution.com

The LiveWire electric motorcycle is not proving to be the killer product Harley-Davidson was hoping for, at least for now. Introduced in 2019 as the first electric bike made by an established player in the industry, the LiveWire needs all the boost it can get to compete with similar products made by the countless start-ups trying to make a name for themselves.

In a bid to increase the public’s awareness and to lend a helping hand in the ongoing crisis, Harley announced this week the first special rebuild of the LiveWire. Unfortunately, it is not a production run, but a one-off bike meant to be sold for charity.

Wearing a special paint scheme and graphics all over, this LiveWire has been bestowed with carbon fiber parts – the speed screen blade, tail section cowl, and the tank trim sport this material. Also, the signatures of most of the members of the Harley-Davidson team are featured on the motorcycle’s body.

The LiveWire is offered as part of an online auction handled by Bonhams on May 12. All the money raised from selling it will go to United Way Worldwide’s Community Response and Recovery Fund dedicated to the current health crisis.

“We are all affected by the current situation, and the impact it has on the most at risk portions of society,” said in a statement Jon Bekefy, general manager of brand marketing at Harley-Davidson.

“As a longtime partner of the United Way, and inspired by their continued resilience in this crisis, Harley-Davidson is honored to have a part to play in the relief effort and to inspire our community about the open road ahead.”

Harley did not say how much it expects to fetch for the motorcycle, but promises the winning bidder not only the LiveWire itself, but also a exclusive delivery experience and “behind-the-scenes” Harley-Davidson tour together with a guest.

Blackstone HyperTek electric motorcycle smashes all molds

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A venture between Blackstone Tek carbon fiber wheels and moto designer Pierre Terblanche, the HyperTek makes science fiction real.

by Jonathon Ramsey from https://www.engadget.com

Better than the Tron Lightcycle and Akira bike because it’s real.

Here we have a motorcycle that takes advantage of what can be done with an electric powertrain and looks like one of the possibilities in the sci-fi futures we’ve dreamed of. South African company Blackstone Tek, better known by the initials BST, is known for its carbon fiber motorcycle and car wheels. When Founder Gary Turner decided he wanted to build an electric bike, he enlisted fellow South African designer Pierre Terblanche, who’s designed two-wheelers like the Ducati 749, 888, 999 and Hypermotard, and the Confederate X132 Hellcat Speedster. The result of the collaboration is this, the HyperTek. It will be hand-built, limited-edition, and expensive.

The HyperTek’s mechanicals hang from a one-piece carbon fiber monocoque and billet subframe. The water-cooled, DHX Hawk motor produces 105 hp and 88.5 pound-feet of torque, powered by a 4.75-kWh battery. BST claims the battery can be fully recharged in 30 minutes on a fast charger, with a range of 186 miles on a charge. That’s almost certainly on the more generous European standard, and we suspect the range claim includes the supplemental battery pack; a Zero S motorcycle, for instance, packs a 7.2-kWh battery and lists an 89-mile range in city riding. On the HyperTek, the standard pack sits inside the metal box ahead of the frame. The gray box of the supplemental battery can be seen in a couple of photos hanging underneath that, featuring a cell pattern along the front, otherwise replaced with green, logoed fairings.

The custom front end molds the triple clamp and down tubes in a single piece of carbon fiber. The front suspension was inspired by the Horst Leitner unit on an ATK motorcycle, the rear suspension is a mono-shock slipped inside a single-sided swingarm akin to that on the Terblanche-designed Moto Guzzi V12 concept from 2009. The package sits on BST’s 17-inch Rapid Tek wheels with a wheelbase of 58 inches, and the bike weighs 450 pounds.

There’s no cockpit instrumentation. Riding vitals are instead beamed to a heads-up display inside the Cross X1 helmet. The HUD shows a rear-view camera image, too. Another novelty is the electronically modulated clutch that enables revving, burnouts and wheelies thanks to “Wheelie & Traction Control.” Cruise control eases the highway miles, hill stop eases inclined launches, and a built-in sound generator gets attention in urban environments.

Bike EXIF says BST wants to start production on the HyperTek in 18 months, and each example will cost $80,000. Those are steep numbers, but HyperTek’s design, technology and pedigreed backers convince us to say “Yes.”

Shared e-scooters aren’t as environmentally friendly as other transport options

By General Posts

 

A new study has found that e-scooters may be greener than most cars, but they can be less green than several other options.

Washington DC: People who think electric scooters or e-scooters are environmentally friendly, take note!

A new study has found that e-scooters may be greener than most cars, but they can be less green than several other options.

“E-scooter companies tout themselves as having little or no carbon footprint, which is a bold statement,” said Jeremiah Johnson, the corresponding author of the study

“We wanted to look broadly at the environmental impacts of shared e-scooters – and how that compares to other local transportation options.”

To capture the impact of e-scooters, researchers looked at emissions associated with four aspects of each scooter’s life cycle: the production of the materials and components that go into each scooter; the manufacturing process; shipping the scooter from the manufacturer to its city of use; and collecting, charging and redistributing the scooters.

The researchers also conducted a small-scale survey of e-scooter riders to see what modes of transportation they would have used if they hadn’t used an e-scooter.

The researchers found that 49 per cent of riders would have biked or walked; 34 per cent would have used a car; 11 per cent would have taken a bus; and 7 per cent wouldn’t have taken the trip at all.

In order to compare the impact of e-scooters to that of other transport options, the researchers looked at previously published life cycle analyses of cars, buses, electric mopeds, and bicycles.

Researchers looked at four types of pollution and environmental impact: climate change impact; nutrient loading in water; respiratory health impacts related to air pollution; and acidification.

The performance results were similar for all four types of pollution.

“A lot of what we found is pretty complicated, but a few things were clear,” said Johnson.

“Biking – even with an electric bike – is almost always more environmentally friendly than using a shared e-scooter. The sole possible exception is for people who use pay-to-ride bike-share programs. Those companies use cars and trucks to redistribute the bicycles in their service area, which can sometimes make them less environmentally friendly than using an e-scooter.”

By the same token, the study found that driving a car is almost always less environmentally friendly than using an e-scooter.

But some results may surprise you. For example, taking the bus on a route with high ridership is usually more environmentally friendly than an e-scooter.

“We found that the environmental impact from the electricity used to charge the e-scooters is fairly small – about 5 per cent of its overall impact,” said Johnson. “The real impact comes largely from two areas: using other vehicles to collect and redistribute the scooters; and emissions related to producing the materials and components that go into each scooter.”

That means that there are two major factors that contribute to each scooter’s environmental footprint. First is that the less driving that is done to collect and redistribute the scooters, the smaller the impact. The second factor is the scooters’ lifetime: the longer the scooter is in service, the more time it has to offset the impact caused by making all of its constituent parts.

Meet The White House’s New Chief Climate Change Skeptic

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William Happer, a Princeton scientist who is doubtful of the dangers of climate change, appears to be leading a White House challenge to the government’s conclusion that global warming is a threat.

Twenty five years ago, William Happer had an encounter with the White House that ended badly.

At the time, in 1993, the Princeton professor was taking a break from academia to direct scientific research at the U.S. Department of Energy. He turned a skeptical eye toward one of then-Vice President Al Gore’s favorite issues: the risks posed by chemicals eating away at ozone in the stratosphere and letting in dangerous ultraviolet radiation. As the story goes, Happer went to the White House and told Gore’s staff he saw no evidence that the ozone hole actually was hurting anyone.

Gore was annoyed, and Happer lost his job.

Today, Happer is back in the White House, still fighting against what he considers unfounded claims that our globe is in danger. But this time, his cause is backed by the man in the Oval Office.

Happer, 79, joined the staff of President Trump’s National Security Council last fall. And according to documents first leaked to The Washington Post, he appears to be pushing the White House to mount a challenge to the government’s official assessment of climate change, which calls climate change a serious national security threat.

On Thursday, the chairs of four different committees in the House of Representatives sent a letter to President Trump expressing concern about “recent reports that the National Security Council (NSC) is planning to assemble a secret panel, led by a discredited climate change denier, to undermine the overwhelming scientific consensus on the nature and threats of climate change.”

The four Democrats called it “deeply concerning that Dr. Happer appears to be spearheading” that effort.

Happer is an intriguing and controversial figure. He was born in India when it was a British colony, the son of a Scottish military officer and an American medical missionary. His mother, with young Will in tow, spent part of World War II working as a physician at the secret Manhattan Project site in Oak Ridge, Tenn. The family later settled in North Carolina.

Happer became a physicist. He taught at Columbia University and joined the faculty at Princeton University in 1980.

“He is a damn good scientist,” says Steven Koonin, a prominent physicist who is now a professor at New York University and who has known Happer for 30 years. “There are two really significant contributions associated with him.”

One of them made it possible to capture much better images of people’s lungs; the other allows astronomers to see the stars more clearly.

At the same time, Happer acquired a reputation as a contrarian, quick to challenge conclusions that struck him as unproven — especially when it came to environmental science.

That reputation was cemented by Happer’s confrontation with Gore’s staff over risks posed by the ozone hole. The incident was widely covered in scientific publications — Physics Today ran an article headlined “Happer Leaves DOE Under Ozone Cloud For Violating Political Correctness.”

Koonin thinks Happer was doing what a scientist should, demanding better evidence. “I think it sensitized him to the squishiness, if you will, of a lot of the environmental science,” he says.

Some of Happer’s scientific critics, though, see it as something more: a visceral distrust of scientists who study environmental risks.

Over the past decade, Happer has waged a fierce campaign aimed at debunking fears of global warming caused by emissions of carbon dioxide and other greenhouse gases.

In a speech to a 2015 conference organized by the Heartland Institute, which has railed against restrictions on emissions from fossil fuels, Happer scoffed at these fears, calling them an Alice-in-Wonderland fantasy. “When I got into this area and started learning about it, I learned that when I looked at CO2, I should assume that it caused harmful warming, extreme weather, Noah’s flood, you know. I remember thinking, ‘Are they mad?’ ”

Carbon dioxide is actually good for the planet, Happer claims; it’s like fertilizer and makes crops more productive.

“We’ve got to push back vigorously on the demonization of fossil fuels,” he said in his speech. “They’re not demons at all. They’re enormous servants to us.”

Some of Happer’s colleagues at Princeton are reluctant to talk publicly about him; it’s like discussing a relationship that got messy.

“I mean, I liked him. We went off for coffee after our committee meetings a couple of times,” says Michael Bender, an emeritus professor of geoscience and climate researcher.

Bender says he wouldn’t do it now, though. It’s partly because of the scientific dispute, because he thinks Happer is misreading the evidence. But it’s also because of Happer’s style — he’s labeled climate science a cult and accused other scientists of whipping up climate fears to boost their own careers. Most offensive for Bender: Happer once said the “demonization of carbon dioxide is just like the demonization of the Jews under Hitler.”minnn

“You know, there came a point where he attacked my colleagues’ integrity,” Bender says, “and I felt like I couldn’t have a cordial relationship with him after that.”

Happer, who last fall went to work in the White House as a senior aide to the National Security Council, wasn’t authorized to comment for this story.

Robert Socolow, another Princeton colleague, has mixed feelings about Happer’s post. Socolow’s own biography — first a physicist, then a specialist on the environment — makes him a kind of bridge between Happer and the environmental scientists on Princeton’s campus. He doesn’t doubt Happer’s technical grasp of climate science but says that “everybody has areas of irrationality.”

“I think the environment in general, and climate change in particular, is an area of Will’s irrationality. But nonetheless, I think he can accomplish something” in his current job, Socolow says.

Socolow hopes that while in the White House, Happer will behave less like an argumentative physicist and more like the kind of person who has to prepare for every possibility — including those that strike him as unlikely.

“A military person doesn’t underestimate the enemy. A business person doesn’t underestimate the competition,” Socolow says. And even if, as Happer insists, there’s uncertainty about the course of climate change, the U.S. can’t afford to underestimate those risks.