Tom Cruise rides a Motorcycle Off a Cliff for Mission: Impossible 7


by Zack Sharf from https://www.indiewire.com

Tom Cruise Rode a Motorcycle Off a Cliff for ‘Mission: Impossible 7,’ His Most Dangerous Stunt Ever
A motorcycle. A cliff. A daredevil actor. What’s the worst that could happen?

Tom Cruise found himself jumping out of airplanes and hanging off the side of cliffs during the making of “Mission: Impossible — Fallout,” but apparently all of that is child’s play compared to what’s in store for “Mission: Impossible 7.” During an interview with Empire magazine, Cruise confirmed that one sequence in the next “M:I” installment features him riding a motorcycle off a cliff and is the most dangerous stunt of his career so far.

“If the wind was too strong, it would blow me off the ramp,” Cruise said about the stunt. “The helicopter [filming the stunt] was a problem, because I didn’t want to be hammering down that ramp at top speed and get hit by a stone. Or if I departed in a weird way, we didn’t know what was going to happen with the bike. I had about six seconds once I departed the ramp to pull the chute and I don’t want to get tangled in the bike. If I do, that’s not going to end well.”

While free-falling off a cliff on a motorcycle sounds insane, Cruise maintained that relief was one of the biggest sensations he was feeling during the stunt because there was a time during the pandemic where the production’s future was in question. “All those emotions were going through my mind,” the actor said. “I was thinking about the people I work with, and my industry. And for the whole crew to know that we’d started rolling on a movie was just a huge relief. It was very emotional, I gotta tell you.”

“Mission: Impossible 7” reunites Cruise with his “Rogue Nation” and “Fallout” director Christopher McQuarrie. Franchise veterans Ving Rhames, Simon Pegg, Rebecca Ferguson, and Vanessa Kirby are back for another go-around opposite Cruise, while new cast members include Hayley Atwell and Pom Klementieff. Cruise told Empire it became his mission last summer to get the “Mission: Impossible 7” production up and running in the safest way possible.

“I’ve produced 30 to 40 movies. I am responsible for thousands, if not tens of thousands, of jobs,” Cruise said. “All my friends in the industry, people that are in distribution, and my crew were like, ‘What are we going to do? I could lose my house!’ So I told the studio and I told the industry, ‘We’re going back. We’re going to get everyone back to work. We’re going to start shooting in the summer. And we’re going to figure out how to do it safely.’”

“Mission: Impossible 7” will open in theaters May 27, 2022 from Paramount Pictures.

Tom Cruise pulls off epic mountain motorbike stunt for ‘Mission: Impossible 7’
by Ben Arnold from https://uk.movies.yahoo.com

Cameras are now rolling again on Mission: Impossible 7, and to celebrate, Tom Cruise has driven a motorbike off the edge of a cliff.

We all recall Cruise hanging from a mountain by his fingernails and clinging on to the side of a plane in past movies.

Norwegian news site NRK has nabbed actual video footage of Cruise performing the stunt, speeding off the ramp, while a plane and helicopter fly overhead.

As the motorbike hurtles towards the ground, Cruise deploys a parachute to bring him safely to the ground.

Locals watched the stunt take place from the valley floor, with Cruise waving to the spectators as he landed safely.

According to reports, the production had to wait for several days for the weather conditions to be just right for the stunt.

Earlier this year, McQuarrie revealed that there are three ‘obscene’ stunts being planned for the movie, with this surely being one of them.

He told the Empire podcast: “We’ve figured out three obscene things that he’s doing that I’m terrified of, that make the (Mission: Impossible – Fallout) helicopter chase look like tinker toys.”

The movie had to close down production in Venice in late February, one of the first major movies to do so, following the outbreak of coronavirus.

The movie was slated for release on 19 November, 2021, having been shunted back from 23 July. Further delay is expected.

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Ducati Monster 2021 First Ride Review

by Dustin Wheelen from https://www.rideapart.com

Take the edge off.
In 1992, Ducati designer Miguel Galluzzi shoehorned a 900SS engine into an 888 superbike frame. He then bolted on a 750 Supersport fork and the Ducati Monster was born. Galluzzi’s Frankenstein experiment was well-loved though, driving sales at the Bologna brand for years. The parts bin special saved Ducati, in fact, and the Monster has remained in Ducati’s stable ever since.

That hasn’t stopped the Monster from evolving through the years, though. Ducati frequently tweaked the ingredients, but the recipe remained the same: one part air-cooled L-twin, one part trellis frame. However, technology and design move on, and the model has changed with the times. By 2015, all Monster engines switched to liquid-cooling, and the latest iteration finally sheds its trellis frame—and the weight that comes with it.

That prompted traditionalists and ardent Ducatisi to click their tongues, lamenting over Ducati’s heresy. To many fans, the trellis frame was the Monster’s pièce de résistance. The quality that separated the muscular streetfighter from its “soulless” competitors. The trellis frame was the Monster’s greatest strength, but it was also its greatest weakness, imprisoning the naked bike to a bygone era as its counterparts forged ahead.

That’s no longer the case in 2021. Sure, the Monster is still “borrowing” from its counterparts by plucking the 937cc L-twin from the Supersport 950 and wedging it into a Panigale V4-inspried monocoque aluminum frame. Even the model’s 4.3-inch TFT dash sports a Panigale V4-derived interface. Despite those old habits, the question remains: is it still a Monster without the trellis frame? Did it trade in its panache for pastiche? Did it lose its character, its “soul”?

These questions loomed large when Ducati invited us to San Francisco, California, to ride the 2021 Monster. After spending a full day in the saddle of the new bike, it was clear that this is a very different beast.

Engine:
To meet Euro5 emissions standards, Ducati ditched the Monster’s 821cc Testastretta engine in favor of the proven mill found in Ducati’s Hypermotard 950 and Supersport 950. The 11-degree Testastretta configuration carries over, but Ducati bumps the capacity to 937cc for good reasons. That’s 111 good reasons, in the form of horsepower. Ducati couples that with a generous 69 lb-ft helping of torque. More than enough bark and bite for the naysayers.

The powerplant may tout a higher volume than the outgoing unit, but it also shaved off 5.7 pounds in the process. The new clutch drops three pounds alone while the cylinder heads and clutch cover account for two additional pounds of weight loss. The updated gear drum, alternator cover, and pistons and rods pitch in too, saving precious grams.

Ducati’s versatile Testastretta platform isn’t just performance-oriented, however, it’s surprisingly practical as well. New Monster owners can enjoy a whole lot of riding between the 9,000-mile oil services and 18,000-mile valve services. The revised hydraulic clutch also reduces resistance at the lever by 20 percent and the up/down quickshifter nearly eliminates clutch use altogether.

That’s the same Ducati Quick Shift (DQS) Evo 2 found on the $24,095 Multistrada V4 S, and the IMU-dependent system works just as well on this $11,895 naked bike. In fact, the DQS equipped on the Monster produces an even more satisfying exhaust note upon downshifting. Modern emissions regulations have taken the voice box of many a motorcycle, but Ducati’s auto-blipper gives the Monster a formidable growl.

Upshifts were just as visceral, but for an entirely different reason. Though the bike’s fueling was pretty fluttery below 3,500 rpm, the Monster really bared its teeth between 4,000-7,000 rpm. A series of clutchless upshifts only amplified the effect. The power delivery never bordered on frightening, though. Of course, if 111 ponies are too much pep for your step, Ducati’s three ride modes help tame the Monster’s inner animal.

Those looking for an easy-breezy experience can switch to Urban mode, which restricts output to 75 horsepower. For highway blasts, Touring mode maintains peak horsepower but prioritizes smooth acceleration. Predictively, Sport mode is the least restrictive, but that doesn’t make it less manageable than its counterparts. After a short squirt through the hilly San Francisco streets, I kept the engine in Sport mode for the rest of the day. Even in the tight and twisty confines of Route 35, the lively engine response never felt overwhelming. Thanks, primarily, to the new superbike-derived frame.

Chassis:
While the engine’s before/after results were truly impressive, Ducati engineers went to greater lengths to reduce the chassis’ mass. Compared to the 821’s trellis front frame, the new monocoque saves 9.9 pounds. The fiberglass-reinforced polymer subframe comes in 4.2 pounds underweight while the swingarm and wheels reduce unsprung weight by 7.2 pounds. Ducati’s diet plan worked wonders for the Monster, converting the heavy brute to a lithe apex predator.

That new, low 414-pound wet weight is noticeable right off the kickstand. Fleet-footed yet planted, the Monster takes advantage of that newfound agility in the turns. Initial tip-in is effortless and side-to-side transitions are predictable and smooth. That sharp-handling quality should redeem the Monster in the eyes of Ducati fans, but focused track riders may discount the sporty naked bike for lacking fully adjustable suspension.

Speaking of, in stock form, the 43mm USD front end and preload-adjustable lean on the stiffer side. At least they did under my 160-pound frame. Heavier riders may benefit more from the spring rate, but the suspension only borders on harsh at the least favorable time—at lean. Northern California’s Skyline Boulevard is a relatively well-maintained mountain road, but a few inconveniently placed potholes unsettled the Monster’s sure-footed stance.

Of course, no suspension operates optimally when leaned over, but the sharp hit doesn’t just stop at the springs. That new, responsive aluminum chassis also relayed those shockwaves up through to the rider. Luckily, the Monster was quick to regain its composure and continued attacking corners. Aside from those rare moments of instability, though, the Monster handled everything the city and the canyons could throw at it.

Unlike the suspension, the braking system’s pedigree was never in question. Brembo M4.32 monoblock calipers bite down on twin 320mm discs up front and a dual-piston binder mates to a 245mm disc out back. A radial master cylinder is the last piece of the puzzle, and it delivers incredible feedback at the lever. Whether navigating downtown traffic or approaching a decreasing radius hairpin, the braking performance was confidence-inspiring.

Of course, losing 40 pounds would help any motorcycle shed speed quickly, but that weight loss also informed the motorcycle’s design and user experience.

Ergonomics:
Ducati went to great lengths to reduce the new Monster’s proportions. Along with losing weight, the bike also lost the visual heaviness of its trellis frame and oversized gas tank. The new dimensions deliver a compact yet comfortable riding position that’s neither too aggressive nor lax.

A 58-inch wheelbase certainly helps with handling but it also relaxes the rider triangle. Ducati pairs that compact cockpit with a handlebar that’s 2.6 inches closer to the rider and footpegs positioned .5 inches lower and 1.5 inches rearward. At 32.3 inches, the standard seat height is easy to flat foot, but those with shorter inseams can also purchase a low seat and a lowering kit that drops the perch to 30.5 inches high.

Before jumping for the accessories catalog, I recommend throwing a leg over the new Monster. Ducati narrowed the seat-to-tank area to maximize stand over comfort, and the strategy worked. However, the narrow stand-over position also introduced my knees to a few Testastretta engine cases. On the left side of the bike, the radiator and water pump plumbing can get in the way and the clutch cover is just as obtrusive on the right. It wasn’t too bothersome throughout the day, but it’s definitely worth mentioning.

Aside from those slight discomforts, the new seating position encourages day-long riding. Stretch to the bars is minimal and the narrow cutouts promote clenching the tank with one’s knees. In turn, the ergonomic position alleviated pressure on my wrists and results in a very pleasant riding experience. In the city, however, the stop-and-go traffic definitely introduced wrist fatigue.

Urban riding also revealed that the Monster had the same heat management issues as its predecessors. At speed, the Monster didn’t throw off an irksome amount of warmth, but from light to light, the new naked bike simply radiated heat. Even in Urban mode, the engine reached high temps. If you’re considering a 2021 Monster, you should also consider living near a highway. The Monster is more play than business and excessive urban environs will get it hot under the collar.

The only other tick against the new-fangled Ducati is that L-Twin’s vibration. Of course, that rumble sets the Monster apart from its parallel-twin rivals, but by 7,000 rpm, the high-frequency buzz prompted early upshifts. The vibration is nearly imperceptible at the pegs, marginally more noticeable at the bars, but it’s most present at the seat cowl. With my tailbone pressed against the seat stop, I could tell when the tachometer was approaching that 7,000-rpm threshold just by the vibration.

Electronics:
I can’t wrap up this review without calling attention to the Monster’s impressive electronic suite. With three levels of ABS cornering, eight levels of cornering traction control, four-leveled wheelie control, and launch control, Ducati’s system presents an absurd degree of customization. With that said, I’m the type of person that likes to set it and forget it. Many customers will love the number of doodads on the middleweight roadster, but others will find what they like and stick to it.

Regardless of which camp you’re in, the rider aids and engine performance options make the Monster a more malleable platform. On the other hand, flipping through the numerous menus would be easier if Ducati consolidated the split function navigation and enter buttons on the left switchgear. Also, many electronic interfaces automatically navigate back to the previous menu when the rider confirms a selection. With the Monster’s system, the user has to manually backtrack.

Even with those minor gripes, the electronics suite is clear and easy to use. That should broaden the model’s appeal as it approaches three decades on the market. It’s clear that Ducati wants to angle the new Monster toward a younger demographic, and it believes robust safety aids and rider modes help those efforts.

While all the ride modes are tractable for seasoned vets, I’d hesitate to put the Monster in a brand-new rider’s hands. The entry-level naked bike may be the perfect first Ducati, but that doesn’t make it the perfect first bike. This new Monster is well-mannered, but it hasn’t lost its claws. Rider aids should be there as a safety net, not training wheels, but the Monster would be great bike for intermediate riders to grow into over the years.

Conclusion:
So, did the Monster lose its “soul” when it lost its trellis frame? No, it didn’t. At the same time, it isn’t the same Monster. It’s more youthful. Yes, the trellis frame’s absence is felt. Without its signature visual cue, the Monster doesn’t stand out from the crowd as much, but it does stand toe-to-toe with the KTM 890 Duke, Triumph Street Triple, and Yamaha MT-09. No, the Monster didn’t lose its “soul” it just developed a playful spirit.

If you’re someone that likes the “oohs and aahs” that come with a Ducati, the new Monster may not be for you. If you want a motorcycle that’s light on its feet, attacks the corners, and just happens to be red, the new Duc should be your cup of tea. The 2021 Monster will suit a wide swath of riders just like it did 28 years ago. Those customers may be different today than they were in 1993 and the Monster will only continue to evolve (without the trellis frame) for the next three decades.

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