Futurebuild Queensland is established as the only trade fair in the state focused on the construction, design, and development segments. This event takes place annually and aims to bring together the entire construction and design ecosystem of the region.
Over two days, the event provides participants with the opportunity to discover new products, establish important connections within the sector, and identify business opportunities, thereby contributing to defining how Queensland carries out its constructions.
Information about the event indicates that it is scheduled to take place from March 10, 2027, at 09:00, until March 11, 2027, at 17:00.
The designated venue for hosting Futurebuild Queensland is the BCEC Brisbane, located at BCEC Brisbane.
The LG air conditioner equipped with Inverter Voice technology of 12,000 BTUs is available at a reduced price through a coupon on Mercado Livre. The original value of the appliance was R$ 2,799, but with the application of a 5% Pix coupon, it costs R$ 2,004, which represents a total discount of 28%.
This equipment belongs to the LG Inverter Voice line and uses technology that manages both energy consumption and compressor speed, thus offering a better balance between cost and benefit, among other advantages.
The Wi-Fi connectivity feature allows the user to use the manufacturer's own application to adjust the temperature and activate the Active Energy Control function, even when away from the environment.
Specifically, the model S3-Q12JA31E is designed to cool spaces with an area between 16 m² and 20 m², which is equivalent to some bedrooms or living rooms. Additionally, it incorporates artificial intelligence, which optimizes operation by learning user preferences and making automatic adjustments.
Another notable feature of the LG split air conditioner is its compatibility with the Alexa assistant, allowing it to be operated by voice commands. In addition to being more economical in daily use, the appliance also ensures quiet operation, presenting a low decibel level.
Consumers can purchase the LG Inverter Voice 12,000 BTU air conditioner with a 28% discount, paying R$ 2,004 via Pix by using the 5% coupon available on the Mercado Livre page.
Tickets for the Porto Bank Grandstand at the 2026 Formula 1 São Paulo Grand Prix will be put up for sale again. The commercialization will begin on August 27th at 12 am and will be directed exclusively to clients who possess the Porto Bank Card.
In 2025, the specific batch for this sector sold out completely in less than five minutes, according to the bank. Cardholders are entitled to a 15% discount on the original prices. Thus, the full price goes from R$ 2,500 to R$ 2,125, and the half-price ticket reduces from R$ 1,250 to R$ 1,062.50. It is possible to pay in up to six installments without interest, and the ticket covers the three days of events at the circuit.
The purchase must be made through the Eventim portal, which serves as the official ticketing office for the event. There is a limit of two tickets per CPF in this sector, which represents half of the four-ticket ceiling allowed for other areas of Interlagos. Orders finalized by August 31st will start shipping on October 1st. In-person sales at the circuit's box office will only be available starting October 30th, and only if there are remaining tickets.
It is important to note that despite the general sale announcement by Porto, the tickets are not available to the general public. Access to the sector remains restricted to holders of the bank card, one of the sponsors of the Brazilian round, and availability depends on existing stock. Individuals without the card need to request the benefit in advance to participate in the purchase.
Sales history demonstrates high demand: in 2023, the 3,000 grandstand tickets took approximately one hour to sell. Two years later, the same volume of tickets sold out in less than five minutes. Porto has not yet disclosed the exact number of seats available for 2026, and the sector is marketed as an experience package, including entertainment areas and exclusive activations, and not just as a seat.
The event, named Formula 1 MSC Cruises São Paulo Grand Prix 2026, will take place between November 6th and 8th at the José Carlos Pace Circuit, located in Interlagos. The main race is scheduled for 2 pm on Sunday, the 8th, following Brasília time. The Brazilian round is not part of the season's sprint race list, which is unprecedented since 2021. The weekend will return to the traditional format, comprising three free practices, qualifying on Saturday, and the 71-lap race on Sunday, on a 4.309 km circuit. In 2024, the GP attracted 291,7 thousand people to the circuit over the three days, according to organizational information.
Unlike cars, where suspension is a dynamic control system affecting body roll and weight distribution during braking, on a motorcycle it represents a direct extension of the rider's spine. This results in a more intense connection with the road, which motorcyclists note.
When riding on two wheels, the rider becomes an active suspension mass, where the body forms a single ecosystem with the frame. When the motorcycle leans at a 45-degree angle in a turn, the rear suspension must absorb asphalt irregularities, working under a diagonal vector relative to gravity. Even a momentary loss of contact between the rear part and the road leads to a loss of trajectory.
Achieving the modern level of precision in motorcycle rear suspension has been the result of one of the most significant and inventive mechanical evolutions in transport. In the early periods of motorcycling, rear suspension was absent; the frame was a completely rigid steel structure known as a 'hardtail.' Shock absorption depended on tire deformation and the rider's ability to dampen jolts.
The industry's first solution was not to suspend the wheel, but to suspend the rider: saddle seats equipped with hinges, spring, or torsion springs appeared. While this saved the spine at low speeds, it did not provide a dynamic advantage because the rear wheel continued to bounce on the asphalt, which worsened grip and made fast turns extremely dangerous.
The first real attempt to give dignity to the rear wheel and connect an elastic element directly to the chassis was implemented in the form of a plunger suspension, popular in the 1930s and 1950s. In this system, the rear axle moved vertically inside two towers with springs attached to the ends of the rigid frame. However, the system had serious limitations: the travel was minimal (rarely exceeding 3–5 cm), the lack of effective hydraulic damping led to uncontrolled oscillations at high speed, and the constant change in distance to the engine sprocket due to vertical axle movement caused transmission wear.
The real revolution came with the introduction of the swingarm combined with two side shocks—the monoshock, which became established in the 1950s and dominated until the late 1970s. The articulation of the swingarm around a central pivot near the transmission sprocket significantly reduced chain tension changes. Initially, the shock absorbers were installed almost vertically, providing a direct lever arm.
The catalyst for the evolution was not the asphalt, but the motocross dust in the 1970s. Before that, rear suspension travel was about 8–10 centimeters. When rally and motocross racers realized that greater travel allowed them to overcome potholes and jumps faster, the travel sharply increased to nearly 30 centimeters. To accommodate such large travel without using shock absorbers the size of truck rods, engineers angled the shock absorbers forward on the swingarm, changing the leverage.
This leap in suspension use revealed two critical technical problems. The first was overheating and cavitation of the internal shock oil. Under intensive operation, the hydraulic oil created air bubbles and foam under low pressure, leading to a loss of damping. This problem was solved by inventing gas-charged nitrogen shock absorbers, which maintained constant oil pressure. Motorcycles became softer and faster, but the appearance of four-cylinder superbikes in the 1970s revealed the second problem.
The first drawback concerned the asymmetrical bending and twisting of the motorcycle's rear end: with the slightest asphalt irregularity, one of the shock absorbers could compress more than the other, causing the tubular steel swingarm to rotate. The second drawback was the trap of linear progressivity. In an effort to make the suspension soft over small bumps and stiff over hard impacts, the industry used progressive springs. However, the shock absorber hydraulics remained completely linear, which resulted in a worse outcome: the spring hardened too much at the end of the stroke, and the damper did not provide sufficient hydraulic lock for return, causing severe bouncing.
To eliminate these drawbacks, Japanese industry transitioned to the mono-shock system in the late 1970s. Yamaha first introduced the original Monocross system, placing one large shock absorber under the seat and tank, fixed at the center of the swingarm. This solved the problem of asymmetrical twisting, allowing the use of a larger shock absorber with a greater volume of oil and gas to handle the load.
However, in direct mono-shock systems (without pivots), compression still occurred relatively linearly. The final quantum leap came through the application of lever physics, leading to the creation of variable frequency systems using pivots—such as Honda's Pro-Link, Kawasaki's Uni-Trak, and Suzuki's Full Floater. In Honda's Pro-Link system, instead of directly mounting the shock absorber to the swingarm, pivots and triangular levers called links were created. As the rear wheel rises over an obstacle, the swingarm pushes the link, which changes the angle, force, and speed of the shock absorber compression, generating the concept of 'rising rate' (progressive compression speed).
The essence of this solution lies in changing the lever ratio. At the beginning of the stroke, the ratio is approximately 3:1. This means that when the wheel rises three centimeters due to a small irregularity, the shock absorber rod only needs to compress by one centimeter. With such slow oil movement, it passes smoothly through internal valves, allowing the motorcycle to softly absorb small impacts and maintain tire contact with the road. When the wheel hits a deep pothole or experiences acceleration in a turn, the change in the link angle changes the ratio to higher values, such as 4:1 or more, accelerating the rod's movement. This allowed the combination of spring stiffness and hydraulic damping at the end of the stroke, preventing sharp impacts while ensuring full support for the motorcycle.
Furthermore, concentrating all this dynamics in a single shock absorber located centrally and close to the center of gravity allowed the impact load to be evenly distributed across the frame, permanently eliminating asymmetrical swingarm twisting.
The transition from linear to progressive physics triggered important moments in Brazilian enthusiast culture. In the 1980s, when the national market was closed to imports, advanced global technologies seemed like an unattainable dream for the country's motorcyclists. Amid shortages, the figure of José Antonio Casarini emerged. A former racer, mechanic, and master mechanic, Zé Casarini gained legendary status, transforming street motorcycles into true racing machines in his workshop in São Paulo. In an era when there was no possibility of simply buying foreign parts online, he designed, machined, and welded components from scratch, becoming one of the brightest inventors in the history of Brazilian motorcycling.
The Honda CB 400 dominated Brazil, but it came with a standard and limited twin-shock system. Here, the genius of garage engineering shone through: Casarini decided to do what skeptics considered impossible for such an original chassis architecture. He gave up the space for the air filter and battery under the seat, designed and welded a structural reinforcing tower onto the original tubular frame, built a new reinforced swingarm, and manually installed the Pro-Link system with a central mono-shock. Projects like Casarini's were published in specialized magazines, proving in practice that converting a twin-shock motorcycle into a machine with a progressive mono-shock suspension radically changes handling precision.
