It's no secret to our classes that triceps are Craig's favorite track. Worked correctly, triceps develop quickly and add arm definition that looks great on men and ladies alike. So while most tracks are designed to give you practical strength for everyday life, the results you get with triceps can actually be more of more emotional benefit. Especially when someone says "Hey, you look like you've been working out lately."

It was almost exactly four years ago when release 47 hit the streets. For those involved with Pump back then, the 40's series was especially exciting - the program had clearly evolved as a worldwide group fitness regime, and a loyal following numbering in the millions begun to take hold. Maybe it's our nostalgia for those those times, or just the fact that we've played those tracks so doggone much that we always manage to throw a few into our weekly mix. Last week it was 47's Tu Es Fontu, better known to our class as "The Frenchie Song" (no disrespect intended to our French counterparts, we might add).

Prior to release 47, track #5 was a fairly predictable set of presses, extensions, kickbacks, and maybe a few tricep pushups thrown in for good measure. When "Tu Es Fontu" hit the floor, however, we saw presses as a relief for maybe the first time ever - for those who might remember, head choreographer Mike McSweeney said it best: "Enjoy them now, because there aren't that many."

He was right. After an all-too-short set of singles, there's an eternity of thirty eight extensions and an active recovery (presses) before the kickbacks begin. If you ever wondered where your triceps are, you'll know after this routine. It gets the job done, and that's why it was a consistent pick for our Wicked Wednesday series.

Tu m'a promis. You promised me. And we promise you results when you throw this track in the mix.

Well a couple weeks ago we finally got around to launching release #68. Ours is the Wednesday 4:10pm class, an awesome timeslot for everyone who just wants to knock off work a bit early and take a midweek break for an hour. It's our favorite class to teach.
I'm a full-time software developer who's always running five minutes late, so finding the time to pick up choreography can be a challenge sometimes. It's definitely not unusual for me to resort to "cramming" just before class - Tami, on the other hand, is never late and learns her music days ahead of time. Good thing for me that opposites attract!
Our class tells us they enjoy the banter that goes on between Tami and I during the workout. Well there's nothing scripted or made up for that - it's just a continuation of what goes on between us pretty much most of the time. It just so happens for an hour that day everyone gets to overhear it. I'm behaving badly in this pic to the right, with Tami on the verge of thumping my head lest I forget who really wears the pants in our family.
Somehow, in spite of ourselves, we usually manage to run a pretty tight class. Form - not weight - is our hot topic, and we've found that most everybody really wants to execute the routines properly. Last week we ran another of our Form Friday classes - the cool thing this last time around was that we were mostly helping people make "fine tuning" adjustments (all the typical "big stuff" seemed to be in pretty good shape!) Which brings me to the closing thought for this post - maybe it's time to resurrect our Wicked Wednesday mix for this afternoon's class...

Looking for some info on an engine swap using the L15A engine and MT trans from a GE8. I have searched the forms but no one seems to be talking about using the fit L15A engine, rather replacing it....

60 classic cars, many rusting classic left languishing on a French farm for 50 years. Most of them are now up for auction.

They are presumed £12 Mio. ($17 Mio.) worth.

The Zubr-class (Project 1232.2, NATO reporting name "Pomornik") is a class of air-cushioned landing craft (LCAC). This class of military hovercraft is, as of 2012, the world’s largest, with a standard full load displacement of 555 tons.[1][4] The hovercraft is designed to sealift amphibious assault units (such as marines and tanks) from equipped/non-equipped vessels to non-equipped shores, as well as transport and plant naval mines.

http://en.wikipedia.org/wiki/Zubr-class_LCAC

The good folks from One Peace Books have just sent us details for an up coming manga Hero Without a Class: Who Even Needs Skills?!. Manga by...

In a world where everyone receives a Class and Skills at the age of ten, and where such revelations have a huge impact on one's life, Arel, ...

PRZOOM - Newswire (press release) - Tue, 12 Nov 2024 00:00:00 -0500, Chicago IL United States - Delivers industry-leading low on-state resistance, enabling simplified design and enhanced performance in battery energy storage and power supply applications - Littelfuse.com

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Simple self-coloured embroidery on plain voile in the traditional style. Fabric length sufficient for 'Small' and 'Medium' sizes only.Price : RM350

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Classic Collision, LLC announced the acquisition of Carrillo’s Auto Body with locations in La Mesa and San Diego, Calif. For 40 years, Carrillo’s Auto Body has been a cornerstone in the heart of Normal Heights on Adams Avenue, with a second location in La Mesa “We have stood by our commitment to quality and outstanding […]

The post Classic Collision Expands into Southern California appeared first on CollisionWeek.

Are you in the Internet Marketing business and still struggling to get fresh content written or outsourced? Are you still in a fix about how to research for content that should go to your business blog? And Are you tired of writing your stuff and then editing and re-editing it? If your answer to any […]

The post 5 Classic Ways to Use PLR Contents to Make Money Online appeared first on Add On Domain.

Photos and video of an exercise class wearing kangaroo jumping shoes or rebound shoes.

Alllwhey Classic protein powder supplement Allmax Nutrition.

Yoga for exercise and stretching as well as the overall wellness and health of your body.

The online versus traditional classroom debate has been going on for some time now. You can't get through one blog on eLearning or modern education without finding a discussion of the pros and cons of the digital classroom and online degree programs. The debate has been going for some time now and has seen many different facets and opinions. While online schools were shunned from the start, today they have grown and flourished into highly regarded institutions for higher learning. Today, rather than simply disregarding online learning as a lesser option to brick-and-mortar schools, people are beginning to see the two entities as options for different learning styles and lifestyles. There are many people who can benefit and really grow from their experience in the online classroom. Online learning facilitates many of the same skills traditional learning does, but has a few added elements. As our society becomes more and more married to the online and digital world, a comfort and ease in these areas becomes very important in the professional world.  The following three skills, essential in the corporate world today, are established and perfected in the online classroom.

Easily find a great recipe by choosing from over one hundred cookbooks at your fingertips!Also, unlike millions of plain old recipe sites, you can download entire cookbooks with just one click!

[Liberian Observer] A group of Physician Assistants, Nurses, Pharmacists, and OR-Technicians, representing the Professional Health Workers Association of Liberia, has formally petitioned the Liberian Senate to include provisions in the 2025 National Budget for the implementation of the Reclassification Policy for Health Workers and the hiring of volunteer healthcare workers.

CFMoto's engineers have had their hands full. Its booth at EICMA had quite a few new releases on display, but the star of the show was a brand new, state-of-the-art 1,000cc V4 and a 'Master of Speed' superbike concept signalling the company's WSBK intentions.

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Category: Motorcycles, Transport

Tags: CFMoto, V4, Concept Motorcycles, Superbike, EICMA 2024, WSBK

When you're a couple with varying sleep preferences, finding the perfect bed for you can be tough. So, will the Saatva Classic work for both of us? We tried it for 30 nights to find out.

Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

The Mercedes-Benz E-Class has a long, storied history with India with the first model officially launched almost 30 years ago. It has been going strong ever since and has been the bestselling Mercedes in India for years. Its popularity only grew with the introduction of the long-wheelbase V213 model in 2017. In its sixth generation now, the V214 E-Class is bigger, techier and promises the same chart-topping performance. We test the claim with the entry-level E 200.

Mercedes-Benz E-Class exterior

The new E-Class is longer, taller, and has a longer wheelbase than before, and as a result, road presence is considerable. Up front it gets LED headlamps in Merc’s latest design language, but the digital LED lights with projector elements are reserved for the top-of-the-line E 450. The star-studded grille with the huge Mercedes logo further adds the necessary bling, though its thick black surround seems at odds with the otherwise restrained and classy look.

Over to the side, the added length gives it that much-needed limousine look, while the S-Class-like flush door handles are a techy touch. Like the new BMW 5 Series, the E-Class also gets 18-inch wheels, but, as the spokes stretch to the end of the rim, they feel bigger and don’t look as disproportionate as the ones on the BMW. The separated rear quarter glass is a nod to the Maybach S-Class.

At the rear, it gets LED tail-lamps with a tri-arrow design motif, and a healthy dose of chrome. 

Mercedes-Benz E-Class interior

The E-Class has also grown on the inside, both in terms of space and modernity. The front section is dominated by what’s called a ‘Superscreen’, which means the dashboard itself is made of three individual screens: a 12.3-inch free-standing digital instrument cluster, a 14.4-inch touchscreen infotainment system and a 12.3-inch passenger touchscreen. We’ve seen this cluster on new Mercs with a host of customisation options (although not as much as in larger Mercs), but the large centre screen is where most of the functionality is. So much so that even the AC vents are digitally controlled via the settings in the climate menu of the screen. Definitely a handful, but something that would mostly concern the chauffeur more than the owner seated in the rear, and luckily can be manually overriden. Moreover, HVAC controls are now exclusively in the touchscreen like the S- and C-Class, but less intuitively, require a two-step process to access.

What’s impressive are the seats that offer good room and support with the right amount of cushioning. The soft pillows help, but ventilation is sorely missed on hot days. Also, strangely, the Burmester sound system’s stunning 4D experience is exclusive to the front seats. The speakers inside the seats can be altered up to 10 levels, and at their maximum, are strong enough to double up as a massage function as well. Aesthetically, it gets a large open-pore wood panel for the centre console and soft-touch materials all around. What is a slight irritant is the cramped footwell with a cramped dead pedal – noticeable if you are someone with a UK12 foot size. 

In the back, space is even more generous than before. But it’s not just the sheer room on offer; the overall comfort is impressive as well. The seats, like at the front, are hugely comfy with the right amount of support and cushioning; however, the party piece is the recline that’s moves the backrest from 26 degrees to 36 degrees. And that's not all, the seat squab also features an extendable underthigh support for added comfort. Add to that the ‘Boss’ mode, which allows you to push the passenger seat all the way to the front, and you get enough room to sit as comfortably as you would in a lounge chair. It also features powered sunblinds for the rear windshield and windows with manual blinds for the rear quarter glass. AC performance was a sore point for the earlier version, but the four-zone climate control and the AC vents housed in the centre and B-pillars help cool the cabin fast. However, a command touchpad to control the infotainment from the rear would have been a cherry on top.

The India-spec E-Class gets the ‘Chauffeur Pack’ as standard, which brings with it a foldable centre armrest for the rear with cup holders, a wireless charging pad and some storage space. Fold the armrest back and you’ll have a centre seat, but it’s far from comfortable due to the large centre tunnel hump. This makes the E-Class only an occasional 5-seater.

What does improve practicality, however, is the fact that you no longer have to sacrifice boot space with a spare wheel. The space saver now sits under the boot floor and results in a rather generous 510-litre boot.

Mercedes-Benz E-Class performance

The new E-Class comes with three powertrain options: the E 200 seen here with a 2.0-litre turbo-petrol engine, the E 220d with a 2.0-litre diesel and the E 450 with a 3.0-litre six-cylinder turbo-petrol engine. In terms of performance, the 2.0-litre petrol engine makes 204hp and 320Nm but also features a 48V mild-hybrid setup that bumps up the power by 23hp under acceleration. That said, the response is linear and the surge in acceleration is gentle. Although it’s more responsive in Sport mode, it never feels too aggressive. Mated to the engine is a 9-speed automatic, which, thanks to the closely stacked gears, always ensures you are in the power band.

The mild-hybrid setup aids in bottom-end response and the torque flattens out once you’re over triple-digit speeds. The engine is refined, but there’s a raspy exhaust note that seeps into the cabin past 3,200rpm; it is far from sounding coarse. 0-100kph is a relaxed 8.25 seconds but there is no dearth of pulling power during overtakes.

Mercedes-Benz E-Class ride and handling

While the performance might not be something to boast about, the focus of an E-Class is always comfort and ride quality. With 18-inch wheels and a soft suspension setup, the new E rides well and composed on smooth highways. However, over broken roads, especially at low speeds, there is a fair bit of movement inside the cabin, and it can thud over bad patches. That said, ground clearance is something you don't have to worry about much with the new E. Large speed bumps are well managed, and the car almost never scrapes its underbelly. Impressive, but you still need to be wary of the long wheelbase over some poorly built speed bumps. 

Handling manners are neutral with a light yet sharp and linear steering that aids manoeuvrability. You can tweak the response in the drive modes, but it remains a comfy cruiser and not a corner carver. That said, grip levels are good and body roll, despite the soft suspension, is only marginal.

Mercedes-Benz E-Class price and verdict

Priced at Rs 78.5 lakh, the E 200 is only Rs 2 lakh more than its predecessor, and given the updates, it's not a significant amount. Against its rival, the 5 Series, also available in long-wheelbase guise, it's Rs 5.8 lakh more, so a comparison between the two is inevitable. But as things stand, the new E-Class – especially in this E 200 guise – has got a lot of things right. Sure, more tech should have been lavished at the rear instead of the front given its primarily chauffeur-driven duties. Still though, it is a vast improvement over the previous version, which is a feat in itself. 

It gets the stately look expected of a limousine, plenty of tech to keep it modern for a few years, and amazingly, an even more spacious and comfy rear seat than before. It's clearly then a no-brainer. The only question remaining is if it is better than the new BMW 5 Series, and we will find that out soon.

Also see:

Next-gen Mercedes CLA previewed ahead of global debut

Constant changes in EV taxation distort the market, says Mercedes India CEO

I vividly remember my first dalliance with the charming Royal Enfield Classic 350 – our then long-termer when I was just an intern. It was early July, and I was riding to Mumbai from Pune with the monsoon in full swing. Despite the unforgiving weather, that ride is etched in my memory. After that, I remember asking Rishaad (the bike’s primary custodian) for it every chance I got, and while I absolutely adored it, I couldn’t help but wish for a bit more performance. Prior to this, my only other experience with an RE was my uncle’s Interceptor 650, and I wished for a bike that would marry the styling and comfort of the Classic 350 with the performance of the 650cc parallel-twin. And that’s exactly what the company has done (well, almost). Say hello to the gorgeous Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colours

There are good-looking bikes and then there are good-looking bikes. This Classic 650 Twin definitely falls in the latter category. The overall silhouette is a union between the Classic 350 and the Shotgun, both handsome bikes to begin with, and it keeps building on that. You can identify the Classic 650 Twin as a Classic for sure but you won’t mistake it for the smaller one. That big engine, twin pipes and its sheer size make the 650 easy to identify.

While the visuals are derived from the smaller 350, the 650 Twin’s colour palette is unique. There are four colours on offer – Bruntingthorpe Blue, Vallam Red, Teal Green and the Black Chrome. The latter two are colours seen on the original UCE Classic models and the Teal Green is by far my favourite colour here. It is the only one amongst the four options to get a colour-matched frame and main stand (yes, you read that right).

Fit and finish is the best on any Royal Enfield yet and there are lashings of chrome everywhere. Even the switch cubes and wheel hubs are chromed out! RE wants to drive home the fact that you’re on the bigger Classic so there’s a beefy handlebar clamp (of course, it’s chrome) and fittingly, even the headlight housing is properly prodigious.

Royal Enfield Classic 650 Twin weight, manageability

At 243kg, the Classic 650 Twin is the heaviest modern-day RE yet (at least until the Himalayan 650 arrives). The weight is a non-issue at anything over walking speeds, but you’ll feel every ounce muscling the bike around in the parking lot and while putting it on the main stand.

My only gripe on the design front is that the gap between the rear fender and the tyre is a little unsightly. Don’t get me wrong, it’s nowhere near as unseemly as on a Harley X440, but on an otherwise good-looking bike, it’s definitely a fly in the ointment. The bike you see in all the pictures has a solo seat, but customer bikes will come with a pillion seat and grab rails, just like the Shotgun. The riding position is very neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike with an 800mm perch to get your feet down on. I’m 5’11” and I could just about get both my feet flat on the ground – and I had to sit on the lowest part of the seat for that. To blame is the wide engine, which splays your legs out a fair bit. Shorter riders will have to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin riding experience

Enough praise has been showered on Royal Enfield’s twin-cylinder engine already, but I’m here to lay some more onto that pile. This is easily the best engine on any Indian motorcycle – in my books at least – and for good reason. Smooth, tractable and with torque almost everywhere, this motor excelled in every situation. Going through sleepy towns, blasting through corners and even holding 80mph (124kph) on the motorway, everything was navigated with reasonable ease. The motor is carried over as is from the Shotgun, with no mapping or gearing changes.

The Classic 650’s chassis is similar to the Shotgun, with the same main frame and the same steering  geometry. The differences boil down to a telescopic fork here vs a USD on the Shotgun, and different wheel sizes (19/18-inch wheels, like the smaller Classic – the Shotgun uses an 18/17 setup). The Showa fork is 43mm in diameter and the twin shocks are the same as the Shotgun’s. Suspension travel, too, is the same fore and aft, at 120mm and 90mm, respectively.

While the Classic 650 is a willing companion if you want to attack corners, the mid-set pegs can scrape without too much trying and you need to adjust your body position accordingly. I also missed having a heel shifter, like on the smaller Classic, but these complaints are something I can easily look past.

Royal Enfield Classic 650 Twin ride and handling

What I simply cannot ignore is the stiff and jarring ride. And I’m saying this after riding the Classic 650 Twin in the UK, where the roads are head and shoulders better than ours. This is literally the only thing that is actively stopping me (and I suspect will do so for many others) from going out and buying one today, that’s how good the rest of the bike is.

Brake sizes on the big Classic are the same as the Super Meteor and Shotgun, and that means they’re powerful enough but in a progressive manner. Fun fact: the calipers are RE branded but are the same ByBre units seen on the aforementioned two models. This is something, I’m told, will trickle down to other REs in time.

The spec sheet worshippers may lament the lack of a USD fork but, honestly, I don’t think it’s any worse off without one – this look suits the Classic better. Never once did I feel that the front end was lacking in feel or stability and we were keeping a fair lick on these beautiful UK roads.

While the laced wheels do mean tubed tyres today, Royal Enfield says tubeless wire-spoke wheels are in development, which is encouraging to hear. However, it’s still early days so don’t expect to see them anytime soon. Hopefully,  you will then be able to fit the tubeless wheels even on the single-cylinder Classic/Bullet models down the line.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t revealed the price of the Classic 650 Twin but has hinted that the starting price will be in the Shotgun’s ballpark and the top chrome colour in the Super Meteor’s territory. That is sure to make the Classic 650 Twin a heart-over-head purchase. You could also argue that the Shotgun and Classic are too similar in how they ride and that the extra cash you shell out is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has been quite clear that its focus is on the relatively untapped export markets. With what I’ve experienced, I’m sure it will do well for them and I wish them all the best. However, I can’t help but shake this nagging feeling that the suspension will be a problem on our roads and while this is a wonderful bike in many ways, it isn’t the Classic 650 I used to dream about. I hope to be wrong, but we’ll find out soon enough.

Also See: Royal Enfield Classic 650 twin video review

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

I vividly remember my first dalliance with the charming Royal Enfield Classic 350 – our then long-termer when I was just an intern. It was early July, and I was riding to Mumbai from Pune with the monsoon in full swing. Despite the unforgiving weather, that ride is etched in my memory. After that, I remember asking Rishaad (the bike’s primary custodian) for it every chance I got, and while I absolutely adored it, I couldn’t help but wish for a bit more performance. Prior to this, my only other experience with an RE was my uncle’s Interceptor 650, and I wished for a bike that would marry the styling and comfort of the Classic 350 with the performance of the 650cc parallel-twin. And that’s exactly what the company has done (well, almost). Say hello to the gorgeous Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colours

There are good-looking bikes and then there are good-looking bikes. This Classic 650 Twin definitely falls in the latter category. The overall silhouette is a union between the Classic 350 and the Shotgun, both handsome bikes to begin with, and it keeps building on that. You can identify the Classic 650 Twin as a Classic for sure but you won’t mistake it for the smaller one. That big engine, twin pipes and its sheer size make the 650 easy to identify.

While the visuals are derived from the smaller 350, the 650 Twin’s colour palette is unique. There are four colours on offer – Bruntingthorpe Blue, Vallam Red, Teal Green and the Black Chrome. The latter two are colours seen on the original UCE Classic models and the Teal Green is by far my favourite colour here. It is the only one amongst the four options to get a colour-matched frame and main stand (yes, you read that right).

Fit and finish is the best on any Royal Enfield yet and there are lashings of chrome everywhere. Even the switch cubes and wheel hubs are chromed out! RE wants to drive home the fact that you’re on the bigger Classic so there’s a beefy handlebar clamp (of course, it’s chrome) and fittingly, even the headlight housing is properly prodigious.

Royal Enfield Classic 650 Twin weight, manageability

At 243kg, the Classic 650 Twin is the heaviest modern-day RE yet (at least until the Himalayan 650 arrives). The weight is a non-issue at anything over walking speeds, but you’ll feel every ounce muscling the bike around in the parking lot and while putting it on the main stand.

My only gripe on the design front is that the gap between the rear fender and the tyre is a little unsightly. Don’t get me wrong, it’s nowhere near as unseemly as on a Harley X440, but on an otherwise good-looking bike, it’s definitely a fly in the ointment. The bike you see in all the pictures has a solo seat, but customer bikes will come with a pillion seat and grab rails, just like the Shotgun. The riding position is very neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike with an 800mm perch to get your feet down on. I’m 5’11” and I could just about get both my feet flat on the ground – and I had to sit on the lowest part of the seat for that. To blame is the wide engine, which splays your legs out a fair bit. Shorter riders will have to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin riding experience

Enough praise has been showered on Royal Enfield’s twin-cylinder engine already, but I’m here to lay some more onto that pile. This is easily the best engine on any Indian motorcycle – in my books at least – and for good reason. Smooth, tractable and with torque almost everywhere, this motor excelled in every situation. Going through sleepy towns, blasting through corners and even holding 80mph (124kph) on the motorway, everything was navigated with reasonable ease. The motor is carried over as is from the Shotgun, with no mapping or gearing changes.

The Classic 650’s chassis is similar to the Shotgun, with the same main frame and the same steering  geometry. The differences boil down to a telescopic fork here vs a USD on the Shotgun, and different wheel sizes (19/18-inch wheels, like the smaller Classic – the Shotgun uses an 18/17 setup). The Showa fork is 43mm in diameter and the twin shocks are the same as the Shotgun’s. Suspension travel, too, is the same fore and aft, at 120mm and 90mm, respectively.

While the Classic 650 is a willing companion if you want to attack corners, the mid-set pegs can scrape without too much trying and you need to adjust your body position accordingly. I also missed having a heel shifter, like on the smaller Classic, but these complaints are something I can easily look past.

Royal Enfield Classic 650 Twin ride and handling

What I simply cannot ignore is the stiff and jarring ride. And I’m saying this after riding the Classic 650 Twin in the UK, where the roads are head and shoulders better than ours. This is literally the only thing that is actively stopping me (and I suspect will do so for many others) from going out and buying one today, that’s how good the rest of the bike is.

Brake sizes on the big Classic are the same as the Super Meteor and Shotgun, and that means they’re powerful enough but in a progressive manner. Fun fact: the calipers are RE branded but are the same ByBre units seen on the aforementioned two models. This is something, I’m told, will trickle down to other REs in time.

The spec sheet worshippers may lament the lack of a USD fork but, honestly, I don’t think it’s any worse off without one – this look suits the Classic better. Never once did I feel that the front end was lacking in feel or stability and we were keeping a fair lick on these beautiful UK roads.

While the laced wheels do mean tubed tyres today, Royal Enfield says tubeless wire-spoke wheels are in development, which is encouraging to hear. However, it’s still early days so don’t expect to see them anytime soon. Hopefully,  you will then be able to fit the tubeless wheels even on the single-cylinder Classic/Bullet models down the line.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t revealed the price of the Classic 650 Twin but has hinted that the starting price will be in the Shotgun’s ballpark and the top chrome colour in the Super Meteor’s territory. That is sure to make the Classic 650 Twin a heart-over-head purchase. You could also argue that the Shotgun and Classic are too similar in how they ride and that the extra cash you shell out is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has been quite clear that its focus is on the relatively untapped export markets. With what I’ve experienced, I’m sure it will do well for them and I wish them all the best. However, I can’t help but shake this nagging feeling that the suspension will be a problem on our roads and while this is a wonderful bike in many ways, it isn’t the Classic 650 I used to dream about. I hope to be wrong, but we’ll find out soon enough.

Also See: Royal Enfield Classic 650 twin video review

The Classic 650 Twin is the latest model from Royal Enfield to use the 648cc parallel-twin engine. Its design and feature-set are shared with the evergreen Classic 350 but most of the fundamentals are borrowed from the Shotgun 650. We list all the differences between the two 650s.

Classic vs Shotgun: design and colours

When the Shotgun 650 debuted, it didn’t really fit into any particular genre of motorcycle, with Royal Enfield describing it as a blank canvas for the custom scene. The Shotgun’s engine, exhaust and other bits are blacked-out on all its paint options for a mean, modern look. 

On the other hand, the Classic 650 Twin stays true to its name and has a charming, retro design. There is a lot of chrome on the bike and the colour palette is also very tastefully retro. 

Also See: Royal Enfield Shotgun 650: Bullseye, or a shot in the dark?

Classic vs Shotgun: suspension, wheels and tyres

Both bikes use the same engine, main frame and brakes but other cycle parts are a major area of difference. The Classic 650 Twin trades the Shotgun’s 18/17-inch alloy wheel combo for a more retro 19/18-inch wire-spoke wheel setup. Where the Shotgun rolls on tubeless CEAT Zoom Cruz rubber, the Classic runs on new MRF Nylohigh tyres, developed specifically for it. 

The Classic is suspended by a 43mm telescopic fork up front in contrast to the USD fork seen on the Shotgun. While the suspension componentry has changed, the travel has stayed the same at 120mm. Both bikes use twin shock absorbers at the rear, with 90mm of travel.

Classic vs Shotgun: weight, dimensions

At 243kg, the Classic 650 Twin is the heaviest model in Royal Enfield’s portfolio today. The Shotgun isn’t much lighter at 240kg, although it carries 13.8 litres of fuel, 1 litre less than the Classic. With an 800mm perch, the Classic also has a slightly taller saddle than the Shotgun’s 795mm seat. Ground clearance has seen a big step up on the Classic at 154mm, compared to the 140mm available on the Shotgun.

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

Also see: 

New Mercedes E-Class video review 

Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

The Mercedes-Maybach S-Class 2022 makes clever use of tech to deliver a luxurious experience 

Bringing ingredients and flavours all the way from Italy, Chennai’s newest pizzeria aims to serve authentic Neapolitan pizzas with a side of hot wings, creamy shrimp and warm garlic breads

Kerala’s much-loved cookbook author, Annamma Mathew, more popularly known as Mrs K M Mathew’s culinary legacy comes alive in a new book

1. Virtual Yoga Classes Aid Chronic Low Back Pain  Physician's Weekly
2. Yoga may help reduce lower-back pain, study says  The Washington Post
3. Try Some at-Home Yoga for That Aching Back  Newser
4. Is Virtual Yoga Effective for Chronic Low Back Pain?  Physical Therapy Products

1. Mark Pope gets a big win as No. 19 Kentucky takes down No. 6 Duke in Champions Classic  WLKY Louisville
2. KU's precarious top spot, Flagg's costly turnovers, more from the Champions Classic  ESPN
3. Cooper Flagg's costly last-minute turnovers spoil his big night, doom Duke against Kentucky  Yahoo Sports
4. Kentucky delivers with its defense in the final seconds. Cats upset No. 6 Duke in Atlanta.  Lexington Herald Leader
5. Duke Falls to Kentucky, 77-72 - Duke University  GoDuke.com

Fr. Stephen Freeman describes some of the problems that arise when our morality is a "mere morality," marked only by our outward behavior rather than inward healing and transformation.

In her final episode as OCF’s Podcast Student Leader, Danielle was joined with Dn. Michael Hyatt. In their conversation about starting a new chapter, they discuss themes of work-life balance, boundaries, priorities, and authenticity. Congratulations to the Class of 2022!

Final discussion on the call of the 70

Intro to the Parable of the Good Samaritan and an explanation of opening verses. Date: 5.17.22

Continuation of the Parable of the Good Samaritan Date: 5.31.22

Introduction to chapter 12 and explanation of verse 1, discussions on Christ's teachings on courage, fear, and hypocrisy.

On hypocrisy and fear

Explanation of the parable of the Kingdom and the distinction between the carnal, natural and spiritual person.

The cost of discipleship, final lecture

Elissa and her Tending the Garden of Our Hearts co-author, Kristina Wenger, discuss the nuts and bolts of their new book of daily Lenten meditations for Families and their ongoing Tending the Garden podcast, including how the meditations can be adjusted for use in church school classrooms.

Join host Kevin Allen in his interview with Ancient Faith Radio founder and Chief Operating Officer of Conciliar Media Ministries, John Maddex, about his fascinating journey to the ancient faith of Orthodoxy after 30 years as a evangelical radio executive and self-professed "classic Evangelical Protestant Christian"!