Rally X @ Sepang

RALLYPROGRAMME-RX3 -

RD. 1 - S.I.C - 22nd MAR. (GRAVEL)

RD. 2 - S.I.C - 26th APR. (TARMAC)

RD. 3 - S.I.C - 26th JUL. (GRAVEL)

RD. 4 - S.I.C - 15th NOV. (GRAVEL)

RD. 5 - S.I.C - 19th DEC. (TARMAC)

Malaysian Super Series (Cars) - Rd 4

Dates : 01 - 02 Aug
Events: Malaysian Super Series (Cars) - Rd 4
Circuits: Sepang International Circuit

Miri International Motorcycle Sprint Challenge - Series 2

Miri International Motorcycle Sprint Challenge - Series 2
Date: Aug 1 - 31 2009
Venue: Lutong Airstrip, Sarawak

DRIVERS VYING TO COMPETE IN FORMULA DRIFT PROAM SERIES 2009

Following the launch announcement of Formula DRIFT ProAm Series 2009, more drivers have submitted their applications to the event that will feature amateur drifters from all over Asia.

To date, 36 drivers from Singapore, Malaysia, Hong Kong, Thailand and Indonesia have confirmed their participation in the two-day event to be held on 4 and 5 July 2009. This is seven more than the 28 drivers initially expected for the Formula DRIFT ProAm Series 2009.

Amongst the participants this year will be Jane Cheah, the only female who will be competing in the event. Jane will be driving for Team Binter Goodyear and will be up against all the male drivers. Jane’s husband will also be competing alongside her in the Formula DRIFT ProAm Series 2009 together with Ivan Lim, who will be flying Singapore’s flag at the competition.

THE NOTORIOUS EVO 9 BLAZING THE 400 METER STRETCH

THE NOTORIOUS EVO 9 BLAZING THE 400 METER STRETCH

Ahmad Firdaus won the second round of the 2009 Sepang Drag Battle recently. The 25-year-old knew what he needed to win after finishing in second place in the first round of the Drag Battle.

“Power was sufficient but to balance things out so the car will get off the line easier we needed to lighten the car so we replaced the doors and some of the panels with fiber ones,” explained Firdaus about the modification done on the Mitsubishi EVO that he drove in the competition.

“I’m really happy with the car now and the result shows, hopefully it will last me the whole season but we’ll see what happens in the next round,” exclaimed Firdaus after beating 11 other competitors in class A.

More than 3000 spectators came that night to watch 137 competitors racing with each other in a 400m dash in 7 classes from the everything-go class A to the limited modification Campro powered cars in Class G.

There are five rounds of the Sepang Drag Battle scheduled for this year and the third round is blasting off on July 18 2009.

Tickets are sold at RM50 for Pit area while the grandstand seats are going at RM10.

Parking for cars is RM5 for cars and RM2 for bikes.



SEPANG DRAG BATTLE ROUND 2 - RESULT



Class A

1. Ahmad Firdaus Asman 11.504s

2. Hasan Muhamad 11.900s

3. Md Mazln Dholy -

Class B

1. Mohd Ainul Azri Mohd 12.277s

2. Mohd Zamri Ahmad 12.297s

3. Mohd Fadhill Othman 13.932s

Class C

1. Mohd Iqbal Ismail Tajinder 21.261s

2. Khairul Anwar Ahmad Jump Start

3. Mohd Maziz Abdullah 12.640s

Class D

1. Hamizi Kasbala 14.541s

2. Yaacob Othman 15.006s

3. Muhamad Ridwan Othman 15.124s

Class E

1. Nor Azmil Nordin 14.422s

2. Mohd Ridzuan Alias 14.824s

3. Ahmad Faizal Mohd 14.784s

Class F (Non-Vtec)

1. Kamarul 14.744s

2. Sharum Nizam Md Sain 14.915s

3. Amalan S. 15.019s

Class F (Vtec)

1. Ahmad Firdaus Azman 13.481s

2. Iqbal 13.628s

3. Baharul Aslan Abu Bakar 14.079s

Class G

1. Mark Darwin Partap Singh 15.658s

2. Ashrahul Mohammad Rumai Jump Start

3. Norazam Adnan 17.091s

Bumblebee Transformers Chevy Camaro Front

Bumblebee: The star Autobot reprises his role but unlike in the previous movie where he was based on the Camaro concept car, he's now sporting production model traits from the 2010 Chevrolet Camaro. Twenty-inch wheels and various SS model cues are donned by the 'bot. He's on display in Chicago as a 17-ft tall statue in Autobot form. Showed in Chicago Auto Show.

Carnival Go Youth

Carnival Go Youth organized by:
Kuala Lumpur Youth Development Organization
25th July 2009 (Saturday)
Venue: Perkarangan Stadium Shah Alam
Time: 7.00am - 6.00pm

They are welcoming us, to join this event to make it the Malaysia Largest Car Club Gathering. So, we from MMC Melaka will be participating this event and would like to ask any of other region member would like to join us?

The Objective of this program:
view attached picture


Participating Fee:
RM15 per car
Autoshow Fee:
RM200 (RM100 refundable) max 10 cars per category
Open Stall: do own business Loughing
RM800 (early bird RM500)


Tentative Program on the 13th June 2009:
Dataran Bluewave

* 0700-1000

- Arrival & Registration of all car clubs

* 1000-1030

- Report in & Briefing from leader of each club

* 1030-1100

- Counting total of cars for Malaysia Book of Record

* 1100-1200

- Convoy to Stadium Shah Alam

Stadium Shah Alam

* 0700-0800

- Preparation / Opening

* 0800

- Mini Concert / Autoshow

* 1200-1330

- Arrival of all Car Clubs

* 1330-1430

- Judging of Competition / Free n Easy

* 1430-1500

- Gathering in front of Stage

* 1500

- Arrival of Prime Minister

* 1515

- Speech from YDP Youth

* 1535

- Speech from Prime Minister

* 1600

- Prize & Certificate Giving

* 1700

- Hi-Tea

* 1730

- Press Conference

* 1800

- Closing with ascot from PDRM

So, MMC members, anyone who is interested, do give in names as soon as possible because closing in on the 15 Mei 2009

Contact Number:
Jimmy: 012-7675399
Sufy: 012-9115513
Alvin: 016-6445355

CHINA HYBRID SPORTS CAR - A COMBO OF F430, R8, GTR AND ENZO IN ONE PACKAGE

Automotive Industry in China is one of the biggest in the world. We can see all sort of car coming from them. From crappy weird car to highly competitive car. Few of the success which came into Malaysian market include the Chery Eastar which makes it possible for medium income family to have a spacious and comfortable SUV.

tong-jian-s11-front-bumper

But sometimes, they are well known for their copycat identity. From clothing lines to the car production lines. If we search through the internet, we can see few china car that looks a lot simillar to other manufacturer’s model.And sometimes, they brought out this kind of car, a mixture of few world famous supercar.

tong-jian-s11-interior

The car featured here is a the Tong Jian S11 that was revealed at the Shanghai Motor Show. If you look at the back of the car. You can see clearly the design came from the Ferrari F430.And if you look from the side, you will immediately motice the simillarity between the Tong Jian S11 and the Audi R8 and somehow, the front fascia really reminds me of the Nissan GTR with a little mix of Enzo and the old Maranello.

tong-jian-s11-side

The car is said to be a hybrid sports car that presumably combines electric motors with an internal combustion engine. There is no technical info on the car and whether its going into the market or not.

tong-jian-s11-rear-bumper

Come to think of it. China automaker does know how to build car.The only thing lacking is an original design and the quality control.But if the Tong Jian S11 is available in Malaysia with a competitive price, will you buy one?

New Lamborghini Gallardo LP550-2 2009 2010 Reviews and Specs

Very interesting car. I wonder which is going to be faster and better to drive, this car or its direct upcoming competitor Ferrari F450. Both will be RWD of courseThis is the car Lambo should have built from the beginning. It seems like a proper supercar now. And i like it even more when i see manual gearboxes instead of all these e-gear, DKG, DSG, etc. Power comes from the 5.2-litre normally aspirated V10 engine but has been detuned to make 550hp (405kW) and not 560hp (412kW) like the LP560-4. A 6-speed manual gearbox comes standard. Don't let that minor power cut dissuade you from forming high opinions of the car though; it has shed 30kg (66 lbs) and dispatches the 0 - 100km/h sprint in 3.9 seconds.
Those 30kgs lost are matched with a 10% price cut and a limited run of 250 units worldwide. A total of eight exterior colours will have owners salivating over which one to choose. Included with those is a special white livery.
An AWD Italian bull rushing over 500 stallions from under the bonnet is no child's play at full glory. One with no AWD safety net is something only a few should attempt to play with.

5 caught dismantling stolen car

KUALA LUMPUR, Sun:

Five men who were engrossed in dismantling parts of a luxury car were arrested during a raid on a workshop in Sungai Lalang, Semenyih, near here on Friday.
Selangor police chief, Datuk Khalid Abu Bakar said during the raid, the men, aged between 25 and 46, including two Bangladeshi nationals, were preoccupied with dismantling the parts of a Toyota Fortune which was believed to have been stolen.

He said police believe the car parts would later be distributed to spare-part shops in the Klang Valley.

"We believe the group has been active over the past four months in the Klang Valley and they had established contacts with certain buyers in the area," he told reporters after presenting prizes for the Selangor Chief of Police Cup karate tournament here today.

Khalid also said police were in the midst of tracking down two men who are still at large, believed to be masterminds behind the operation. -- BERNAMA

2010 Honda SH150i Review

Receiving a dose of updates in 2008, the SH sold in the European market for a few years before coming to America. The previously carbureted SH150 picked up an injector as well as roomier rider ergos. Now that Honda North America has cleared the floor of 2009s, they’re fulfilling the demand for economic and stylish rides with the liquid-cooled fuel-injected 153cc four-stroke Single SH150i. The ‘i” refers to the fuel injection of course, not “Italian-designed craftsmanship” like I had first thought.

Honda says the 150i is the best-selling scooter in Italy, of any brand, so it's already a hit in Europe. The SH is ready to take on the dollar-conscious and style-picky American melting pot – as well as a passenger – all in one easy to manage package.

Not since the 1987 model year Elite 150 has American Honda offered anything of this size. They believe the time is right for riders of all ages to enjoy the fun of scootering. Come 2010 they’ll have two new middleweight scoots between Honda’s 50 and 600cc units. Almost perfect timing from Honda as gasoline prices are peaking again with the arrival of the first weeks of summer.

The SH150i is available in two colors – red or black.

The SH150i is available in two colors – red or black.

Standing mid-pack among the Japanese maker’s scooter line-up with an MSRP of $4,499, the SH150i competes for your dollar against the Vespa 150 [$4,399] and the closest competitor by spec, the Kymco People 150 [$2,799] – both being air-cooled versus the Honda’s liquid-cooled ride. No other manufacturer makes an L-C 150. Bookending Honda’s line-up will be the 600cc Silver Wing at $8,199 and the pocket-sized 50cc Metropolitan for $2,049. The Big Ruckus has been axed, leaving only the 50cc Ruckus for $2,499. Making a similar euro-update and return to the American market is the Elite, this time in a fuel-injected110cc version and selling for $2,999. More to come on the Elite this fall.

Blasting along the city streets, the narrow SH feels smaller than it looks, which some of you may or may not like. You couldn’t call the Japanese-built Honda flimsy or cheap, just light and flickable. Fit and finish is true to Honda’s reputation of clean and solid builds for every product, but not so light you’d be blown off the street by a passing 5-ton. With a claimed 302-pound curb weight (full of gas and fluids), twist that throttle and away you go! The 53.4-inch wheelbase lends to a stable ride, responding quickly to steering input. The rear wheel is convinced to take you anywhere by way of super-smooth Honda V-Matic belt-converter CVT transmission.

The programmed fuel-injection (PGM-FI) provides snappy throttle response and aids in stretching your dollars per mile. No claims were made for miles per gallon, but look for future comparison testing on MO for details such as this.

Sporting large-diameter 16-inch wheels head-to-toe and wrapped with Dunlop tires, you could call the SH's handling “Breezy.” The front and rear rubbers differ only in width: 100/80 in front, 120/80 in the rear. Smooth power delivery and nimble free-wheeling, the SH makes quick work of navigating any city’s pot holes, curbs, nicks and scrapes. The 16-inch wheels offer high-speed stability lacking in competitors’ 10 and 12-inch wheels.

With a 30.9” seat height and 302 pound curb weight, the 150i is light enough for any age rider.

With a 30.9” seat height and 302 pound curb weight, the 150i is light enough for any age rider.

Braking is done by Honda’s scooter-version of linked brakes, the combined brake system or CBS. As is with traditional motorcycles, the right hand lever applies the front brake. The left-hand lever applies pressure to both the two-piston caliper and 220mm single front disc as well as the rear wheel’s drum. Simultaneous application of both the drum brake arm and disc brake’s hydraulic piston is done via a mechanical crossover wire connected to the left hand lever for more balanced stopping power.

Saddling just 30.9 inches from the ground, there’s room enough for loosely flat-footing the scooter while seated. Between potholes and manhole covers you’ll find yourself smiling at the neighborhood as it buzzes along at an easy 50 mph. Top speeds can reach up to 65 mph (indicated), but the real fun is weaving through stopped traffic and parking where only bicycles dare tread. Clear, buzz-free rearview mirrors show you how far your worries are behind you.

Folding passenger floorboards provide a comfortable/short reach to an alternative riding position for the sportier riding crowd and those looking to move their legs around while riding. You’ll also find that they don’t get in the way of putting your own legs down at full stops when you carry a passenger – unlike the folding pegs found on some Vespa models.

Because this ain’t your Razor scooter, the SH sports a 33mm hydraulic front fork with 3.5 inches of travel and a pair of hydraulic shocks with 3.3 inches of bounce to hold up the rear. The shocks' preload can be adjusted to suit various loads.

Honda reports a crankshaft power rating of 11.6kw at 8500 rpm. In terms of numbers we Americans can understand, that’s 15.5 horsepower; more than the CRF230L puts out at the rear wheel!

Beneath the rider is enough storage space for a half-helmet plus a few other goodies, including the stock toolkit. You’ll also find the 1.8-gallon fuel tank under there. Fill-ups require the usual rider un-mounting and saddle release.

Used for commuting or recreation, the Honda SH150i is sure to please. Note: Honda scooters do not float.

Used for commuting or recreation, the Honda SH150i is sure to please. Note: Honda scooters do not float.

Between your hands, you’ll find a modern dash with a big, clean speedometer surrounded by coolant temp and fuel gauges as well as an LCD clock, odometer and one trip-meter.

Going away, you’ll be happy to see there’s an HECS3 oxygen-sensing catalytic converter stuffed into the system for the benefit of greener pastures.

Always prepared to make your ride your own, Honda will offers a 35-liter accessory top box [$268.95] to perch atop the composite/plastic rear rack without the aid of more hardware. The passenger’s comfort comes in the form of a backrest pad available separately for $45.95. The stock rack measures approx 8 x 10 inches… big enough for an American-standard cheapy alternative – the milk crate.

This accessory top box can hold 35 liters worth of goodies and has spot for a passenger backrest pad.

This accessory top box can hold 35 liters worth of goodies and has spot for a passenger backrest pad.

We haven’t tested it out yet, but this taller windscreen could make for a more comfortable ride.

We haven’t tested it out yet, but this taller windscreen could make for a more comfortable ride.

A taller accessory windscreen will also be available in the fall for $299.95. Based only on the photo above, it appears to be tall enough to block a torso-sized hole in the atmosphere in front of you – maybe at chin height. But don’t ask me, I’m guessing now! Details to come.

The 2010 Honda SH150i retails for $4,499 and is available in a CBR-cool dark red and an all black model, both with a little metal-flake for some sparkle.

Road Racing Series

Protection

As the old saying goes, "There are two kinds of racers; those who have crashed and those that are going to crash." Finding the limits of traction, then slipping past them and crashing is something to be expected, especially for a beginning racer. Just like you protect your body with a helmet and leathers you need to protect your bike from damage.

Crash protection on a race bike has a different function than it does on a street bike. It's not to protect your custom paint job when an old lady backs into your parked bike in the Wal-Mart parking lot. On a race bike it protects expensive parts like frames and engine cases. It may be the difference between having your bike back on the track later that afternoon and having your weekend end prematurely. It also keeps stray bits and pieces that could be a hazard to other riders off the track (Some tracks charge you a clean-up fee if you leave oil or coolant on the asphalt.)

Crash protection means protecting the parts of your machine that stick out the furthest. In the Ducati's case, one of these parts is the dry clutch cover. The OEM part was replaced by this beefy part from Speedy Moto. (Photo by Holly Marcus)

Crash protection means protecting the parts of your machine that stick out the furthest. In the Ducati's case, one of these parts is the dry clutch cover. The OEM part was replaced by this beefy part from Speedy Moto. (Photo by Holly Marcus)
Frame sliders protect the frame and engine cases in the event of a crash. They can be the difference between racing again the same day and your weekend being over. (Photo by Holly Marcus)

Frame sliders protect the frame and engine cases in the event of a crash. They can be the difference between racing again the same day and your weekend being over. (Photo by Holly Marcus)

As you consider how to go about protecting your bike, think about what parts stick out the furthest. "Basically you want to protect the things that hit the pavement first," Speedy Moto's Christian Hansen told me.

On the 748, these parts are the clutch cover on the right side and the water pump housing on the left. Speedy Moto makes reinforced versions of both of these parts, designed to take the abuse of a crash.

Some racing organizations require that the engine case covers on certain models, like the GSX-R series and the R6, be replaced with reinforced aftermarket pieces. These pieces are available from companies like Lockhart Phillips, Vortex and Woodcraft.

Frame sliders supplement but don't replace these reinforced pieces. Their hard nylon or plastic ends can be replaced in the case of a crash.

There is a debate over whether or not to use "through" or "under" the bodywork frame sliders. On a street bike, the common through-the-body sliders will protect your paint during a low speed crash or a tip-over. But at race speeds the longer sliders can do more damage than good. It's simple physics. Longer sliders will put a greater torque on the frame they are designed to protect when a crash is at high speeds. They can turn a low-side into a high-side as your sliding motorcycle leaves the pavement and the longer sliders plow into the dirt to launch the machine airborne.

"You're not trying to protect the fairing," Hansen said. "The fairing is part of your crash protection."

Speedy Moto's under-bodywork sliders fit against the inside of the fairing, close to the frame but still sticking out further than any of the Ducati's hard parts. On the Ducati, the frame sliders interfered with the stock battery, giving us an excuse to change to a smaller, lighter and maintenance-free Yuasa YTX7L-BS battery.

Speedy Moto also makes lightweight front axle sliders that keep the front forks or rim from skidding down the pavement. Motorcycles with conventional dual-sided swingarms can attach sliders to the swingarm as well.

To round out our protection package, we used Vortex's replaceable hard plastic bar-end sliders on our clip-ons.

Engine/Exhaust/Intake Modifications

As previously mentioned, Supersport classes exclude costly and complicated internal engine modifications. This doesn't mean you don't have an excuse to open up your engine. Check the valve clearances. Take the time to do a compression and leak-down test. Find and correct any problems. (CCS only allows a 1mm overbore in case of an engine rebuild.) It would be a shame to spend all of this money and effort preparing for your first race weekend only to have it end prematurely as you coast off the track in a cloud of smoke.

Aftermarket air filters, like these units from Mad Duc, open up the intake side of an engine that must remain stock by Supersport rules. (Photo by Holly Marcus)

Aftermarket air filters, like these units from Mad Duc, open up the intake side of an engine that must remain stock by Supersport rules. (Photo by Holly Marcus)

On the Ducati I delved into the notorious Desmoquattro heads. All the valve clearances were within tolerance thanks to the Martin Brickwood Performance hardened collets that I had installed years ago when the Ducati was still a daily commuter. Checking the valves on a Ducati also means it’s time to replace the Kevlar belts that run the cams. The old belts were swapped for a set of Bucci aftermarket units from Lockhart Phillips.

In a Supersport class, for performance gains you must work outside the engine. Start with your air intake system and work your way back. Aftermarket filters de-restrict air flow. Race-specific air filters usually push the balance between letting air in and keeping dirt out. When replacing the stock bodywork with Sharkskinz (see Section 8) we opted to go with oversized air runners that do away with the Ducati's stock filter location. The replacements we used came from Mad Duc, were light and simple, and fit over the Ducati's "velocity stack" air intakes.

Once air mixture has passed through the cylinder it has to get out, and de-restricting the exhaust is as important as opening up the intake side of things. Although full "race" exhaust systems are available, most sportbikes come from the factory with an excellent header if the engine internals (bore diameter and valve area specifically) are left stock. The most affordable and easiest modification is to add a slip-on or bolt-on system after the mid-pipes.

had experimented with many brands of exhausts while the Ducati was a streetbike before settling on units from world-famous Ducati tuners Fast by Ferracci. The units retain the stock 45mm size of the mid-pipes and are made out of titanium. I chose the titanium both for its longevity over carbon fiber and to help reduce weight for the mufflers that mount high under the tail.

In carbureted motorcycles, the jetting must be changed to match the pipe. The exhaust manufacturer usually has a recommendation that can be fine tuned on a dyno or trackside.

The Ferracci EPROM, installed in the Ducati's Marelli ECU. (Photo by Holly Marcus)

The Ferracci EPROM, installed in the Ducati's Marelli ECU. (Photo by Holly Marcus)
Dynojet's Power Commander III installs into the stock wiring harness in minutes and gives a full range of adjustability for fuel injected motorcycles. (Photo by Holly Marcus)

Dynojet's Power Commander III installs into the stock wiring harness in minutes and gives a full range of adjustability for fuel injected motorcycles. (Photo by Holly Marcus)

If a bike is fuel injected, then its fuel mapping is controlled by the ECU (Electronic Control Unit). Certain brands of motorcycles can have their fuel mapping changed by replacing the stock EPROM (Erasable Programmable Read-Only Memory) chip with a chip that tailors the fuel delivery. We complemented the Ferracci system with the company's Stage 1 EPROM.

All fuel-injected motorcycles can have their fuel delivery managed by a Power Commander unit from Dynojet Research. The units have a 100 percent range of adjustability and plug in neatly to a motorcycle’s stock wiring harness (no cutting or splicing required). A wide range of map applications are downloadable from the company’s website and can be uploaded with a computer. They can also be adjusted trackside without a computer using buttons on the unit.

Dynojet supplied us with a Power Commander III USB model. Installation is simple, with the PC mounting on top of the ECU and plugging into the wiring harness. The process takes about 10 minutes. For those not familiar with the newest generation of Power Commanders, they have been greatly improved over the years. USB connections make syncing the PC with a computer a snap. Power Commander USBs are supplied with an auxiliary power unit that uses a 9V battery so that you can modify maps without having to start your engine (especially nice when you’re working inside a garage). The PC III USB also interfaces easily with Dynojet's other products, such as its Quick Shifter discussed below.

Both EPROMs and Power Commanders can be custom designed and dyno-tuned for a specific motorcycle. This is the final step in engine modification. Have your fuel map tweaked to the air filter, exhaust and fuel you will be using on the track. Dynojet lists dealerships on its website which have this capability.

Transmission and Clutch

Anyone who reads about race bikes has heard of reverse "GP" style shifting and quick shifters. Do you have to have them? No. Will they make a beginning rider go faster? Probably not. Then why should a newbie racer have them? If you plan to keep at this racing thing for a while, eventually you will need to be able to use a reverse shift pattern and a quick shifter, so why not just learn how to from the beginning.

“Reverse" or "GP" shifting means that you shift in a one-up-and-five-down pattern (the opposite of most street machines). You'll put your toe under the shifter and raise it to shift "down" and you'll push down on the lever with your toe to shift "up." Sound confusing? It's much easier to get used to in real life. The theory behind it is that when your bike is leaned over to the max and you're accelerating out of a corner, you probably don't have room to get your boot between the shifter and the asphalt to catch another gear.

GP shifting requires no modifications to your transmission, just a few changes in the external gear-shift mechanism. Most aftermarket rear-sets are supplied with the necessary linkages to convert your shift pattern (see Section 11 in the next article for more info about rear-sets).

Dynojet's Quick Shifter replaces the linkage on stock or aftermarket shifters and interfaces easily with a Power Commander, cutting the ignition to provide full-power, clutchless upshifts. (Photo by Holly Marcus)

Dynojet's Quick Shifter replaces the linkage on stock or aftermarket shifters and interfaces easily with a Power Commander, cutting the ignition to provide full-power, clutchless upshifts. (Photo by Holly Marcus)

A quick shifter allows you to shift to a higher gear without using a clutch or rolling off the throttle. Down-shifting is still accomplished in the old-fashioned squeeze the clutch and blip the throttle style. Of course all beginning racers should learn how to shift without a clutch by loading the shift lever and quickly snapping off the throttle if they haven't already learned this trick on the street. But no matter how good you are shifting this way, a quick shifter is faster and smoother and you never have to let off the gas.

Installing a quick shifter is easy on a fuel injected motorcycle. Dynojet makes a model that interfaces with its Power Commander unit. A sensor attached to the shifter (specific for each model) sends a signal to the Power Commander to interrupt the ignition (watch the Speed Channel closely and see the ball of flame that comes out of a pro's tailpipe as the ignition cuts back in on a cylinder and ignites an exhaust system full of un-burnt fuel).

The Ducati uses a shift linkage between the lever and the shift axle on the transmission. When the shift pattern is reversed the linkage "pulls" to make an upshift. With its Quick Shifter kit Dynojet supplies a two-piece link rod that incorporates a sensor in the middle. The sensor detects when the rod is "pulling" and sends a signal to the Power Commander. The length of the interruption, along with a lower rpm limit where the DJ Quick Shifter will work are adjustable with a computer via the normal Power Commander connection.

Supersport clutch modifications involve preparing your clutch for the rigors of the race track. Clutches can be modified with aftermarket plates and springs for more positive engagement and to withstand the abuse of full-power starts and high-rev downshifts.

These 45-degree ramps inside the STM clutch move against each other to expand and separate the clutch plates when the back wheel pushes through the transmission. When the engine provides power to the clutch the ramps retract and lock up. (Photo by Holly Marcus)

These 45-degree ramps inside the STM clutch move against each other to expand and separate the clutch plates when the back wheel pushes through the transmission. When the engine provides power to the clutch the ramps retract and lock up. (Photo by Holly Marcus)
One advantage of the Ducati's dry clutch system is that it can be accessed without draining the oil or removing the engine case cover. (Photo by Holly Marcus)

One advantage of the Ducati's dry clutch system is that it can be accessed without draining the oil or removing the engine case cover. (Photo by Holly Marcus)

Engine braking, especially on high-rev V-Twins can be an issue on the track, causing rear-wheel slides and overtaxing rear suspension. The solution is a slipper clutch, a simple mechanical design that allows the clutch to partially disengage when the rear wheel is pushing the chain. ("If you use your transmission as a brake, it will break," Aaron Stevenson warned us during the No-Braking drill at his Cornerspeed school). The downside is that your slipping clutch plates will wear out quicker.

STM, the Italian company who invented the slipper clutch, supplied us with its Evoluzione unit. The STM clutch works by using a series of 45-degree ramps inside the clutch hub. When the rear wheel is pushing, the ramps are forced apart which separates the plates and disengages the clutch, essentially allowing the rear wheel to travel at a different speed than the engine/transmission. When you're back on the gas the ramps move in the opposite direction, locking up and allowing the clutch plates to engage. All of these actions take place in fractions of a second.

The Ducati's dry clutch (which means the clutch components do not run in the engine oil inside the case) makes the STM installation simple. Just slip off the clutch cover and the unit is exposed. No need to drain oil or replace gaskets.

While the clutch was removed, we went ahead and installed a shift kit from Factory Pro. A motorcycle's "constant mesh" transmission is held in gear by a shift "star" mechanism and a detent arm. How smoothly the bike changes gears and how well it stays in gear (and doesn't catch false neutrals during shifts) are based on these parts. Smooth shifting contributes greatly to the overall smoothness of riding. Quick and positive shifts keep the chassis stable at critical times, like when you're gearing down and setting up a corner.

Depending on the model of motorcycle, Factory Pro supplies a shift star, a detent arm with a roller bearing head and a stronger spring. The kit requires for the clutch to be removed, the oil to be drained and the right-side engine case cover be removed (something that you would have to do anyway if you're modifying the clutch on a machine that uses a wet clutch). Getting there is the work. Swapping the parts out is easy. For the 748, Factory Pro supplied the shift arm and a stronger spring, using the stock shift star.

Getting there is the hard part. Installing the Factory Pro Shift kit is the easy part. (Photo by Holly Marcus)

Getting there is the hard part. Installing the Factory Pro Shift kit is the easy part. (Photo by Holly Marcus)

Installing the STM slipper clutch was straight forward with the included directions and well within the basic mechanic's skills. A few special tools are required, such as a clutch basket holder in the style of those made by Motion Pro. STM also recommends its special holder to keep the clutch's slipper mechanism and its associated ball bearings together during assembly. In the absence of this tool we simply used safety wire to hold the pieces together, then snipped the wire and pulled it out after they were safely secure in place.

Installation of the STM slipper clutch begins with installing STM's aluminum clutch basket. A holding tool is required to attach the mounting bolts. (Photo by Holly Marcus)

Installation of the STM slipper clutch begins with installing STM's aluminum clutch basket. A holding tool is required to attach the mounting bolts. (Photo by Holly Marcus)

The STM Evoluzione clutch requires a special holding tool to tighten it to the main shaft. In the absence of this tool, we had a local machine shop fabricate a holder for us. (Photo by Holly Marcus)

The STM Evoluzione clutch requires a special holding tool to tighten it to the main shaft. In the absence of this tool, we had a local machine shop fabricate a holder for us. (Photo by Holly Marcus)

While STM's basic "original" clutch uses a conventional basket that can be held in place with the Motion Pro tool, the Evoluzione unit requires its own special holder. The $150 tool is available from any company that carries the clutches. Under the gun, we had one built at a local machine shop that did the trick. It's important to either buy or make these holders, because should your clutch plates need a trackside swap, you'll need to have one in your tool box.

Although STM cut its teeth on designing dry clutches for Ducati motorcycles, it now also make units for the "wet" clutches that reside in most Japanese sportbikes.

The finished STM clutch installation, before the clutch cover is installed. Its form is only exceeded by its function. (Photo by Holly Marcus)

The finished STM clutch installation, before the clutch cover is installed. Its form is only exceeded by its function. (Photo by Holly Marcus)

As a final modification to the clutch system Brembo supplied us with their 16 RCS radial master cylinder. Ducatis and many other sportbikes have their clutches actuated by a hydraulically pushed rod, instead of pulled by a cable. A mirrored version of its front brake master cylinder, the 16 RCS puts the lever nearer to the handlebar and gives an improved and positive feel to clutch engagement. If your bike has a hydraulic clutch, the same principles of brake fluid, stainless-steel lines and bleeding, that we went over in our discussion of brakes applies here.

Brembo's 16 RCS forged radial clutch master cylinder upgrades the OEM axial mounted unit in the Ducati's hydraulic clutch system. (Photo by Holly Marcus)

Brembo's 16 RCS forged radial clutch master cylinder upgrades the OEM axial mounted unit in the Ducati's hydraulic clutch system. (Photo by Holly Marcus)

Driveline

This simple chain breaker from Motion Pro makes chain removal and installation a snap. (Photo by Holly Marcus)

This simple chain breaker from Motion Pro makes chain removal and installation a snap. (Photo by Holly Marcus)

Since the stock transmission cannot be modified on Supersport machines, all gearing changes are controlled by the sprocket ratios on the final drive.

Chains are like tires. You should use the best one you can afford. Compared to a street chain, race chains are stronger to withstand the abuse they'll be given. On a street bike, O-rings extend a chain’s life and decrease its need for maintenance. On a race bike the little pieces of rubber sap power and are not normally used (again, another reason not to use “race” parts on a “street” bike). Regina supplied us with its GP model chain. Depending on your bike, you may want to install a guard to protect your engine’s case if the chain breaks.

Sprockets are the Supersport racer's only opportunity to change their machine's gearing. You can look for recommendations for your specific model, but most bikes need to be geared down by dropping teeth on the front sprocket or adding them to the rear to optimize performance. Changing to aluminum sprockets will save weight but shorten the sprocket's life. Racers can also opt to convert to a 520 size chain when replacing chain and sprockets, another weight-saving trick, though one that again shortens the life of the chain.

The 748's single-sided swingarm makes chain and sprocket maintenance a snap. The rear wheel can be removed with a single nut, leaving the axle, brake caliper and rotor and drive chain untouched. The chain is adjusted by turning one eccentric bearing, with no alignment issues. The only downside is when the stock rear sprocket has to be replaced the rear hub must be disassembled to remove the complicated machined piece.

In Supersport classes, all gearing changes must be made outside the transmission. The Fast by Ferracci quick change sprocket hub allows for quick, track side gearing changes. When ordering a chain for your race bike, remember that larger sprockets require a longer than stock chain. Buy one with plenty of extra links and shorten appropriately. (Photo by Holly Marcus)

In Supersport classes, all gearing changes must be made outside the transmission. The Fast by Ferracci quick change sprocket hub allows for quick, track side gearing changes. When ordering a chain for your race bike, remember that larger sprockets require a longer than stock chain. Buy one with plenty of extra links and shorten appropriately. (Photo by Holly Marcus)

This situation will never do for a racer who needs to adjust gear ratios trackside. The solution is a quick-change carrier that consists of a machined inner sprocket that stays permanently mounted inside the hub to which an outer toothed sprocket is mounted. No need for hub disassembly. Not only are rear sprocket changes quicker, you can afford to have a pile of $70 replacement sprockets with variable gearing versus one of the $250-a-piece OEM Ducati sprockets. We replaced the original sprocket with a quick change set-up from Fast by Ferracci and then swapped the stock hub cover with an anodized unit from Mad Duc.

Take a break. Collect your thoughts. Take a look at your own bike and plan your modifications carefully. Ahead is the final build article, where we put the finishing touches on our Ducati Supersport racer.

Riding in the Rain and Wind

Depending on your experience, skill, preparation and risk tolerance, riding a motorcycle in the rain can be anything from frightening to fun. In any case, it is at least more complicated, potentially more hazardous, and afterward, your bike will need a bath.

Some riders avoid rain, but others, especially in areas with more annual rainfall, learn to deal with it. And odds are if you ride long and far enough, sooner or later you'll be confronted with it, willingly or not.

If you think you may have to ride in rain, it helps if you think of it as essentially learning a whole new subset of skills. Accepting it, and seeing it as a challenge, not necessarily a threat can also help.

And as alluded to, some riders actually like the rain. Nor are MotoGP races cancelled just because it's raining either, which proves rain is not an automatic no-go if you learn to work with the demands made on you and your machine.

Covering up

If there is ever a time when most riders agree on the value of a full-face helmet, rain riding could be one. Raindrops sting at speed, and storm winds can blow larger things out of nowhere into your face.

Having suitable clothing is also vital. Many rain suits work well, especially for lighter rain. Heavy precipitation will test any suit however, and even some expensive designs can let water creep in if you let it.

Motorcyclist raingear has the extra job of fighting constant wind currents that want to flow in and around the suit. Any opening - collar, sleeve, or pant cuff - is an invitation for water to enter.

For example, even if you have a watertight coat and gauntlet gloves, air pressure can drive rainwater down the gauntlets and into your sleeves. Some riders find tucking in the gloves works better for their setup, and others do OK as long as their adjustments are tight. The same goes around the neck. A high protruding collar or neck warmer can channel water in.

If planning a long trip, you might want to test your gear on a rainy day close to home. Working out these issues can make the difference between actually getting along fine with rain, and cursing the day.

And if you do get wet, whether it's warm or cooler will affect how you'll like it. If heading toward rain, wearing a base layer that insulates when wet - like polyester, fleece or wool - may help. When uncomfortable, you are distracted, and more likely to make mistakes. But it is during inclement weather that all the more focus is needed, so think of preparation as a word to the wise.

Traction

Rainwater makes even clean pavement less grippy and simultaneously prevents your tires from warming up as quickly or as well.

What's more, if it hasn't rained lately, accumulated dirt and oils will form a slippery film until they are washed off. This could take a while depending on how hard the rain is falling.

And just as dry traction varies depending on the surface, so does wet. Some roads offer surprisingly good wet traction, and others surprisingly bad. It's your job to figure out which is which and everything in between!

A way to test traction is to carefully and very briefly use the rear brake to the point of lock-up. This works in the dry too, and is a better-than-nothing gauge based on how easily your tire breaks loose. Do it on a flat part of the road - not on a crowned or cambered section, because the wheel will follow gravity and go out of line.

Hazard zones include repaired, or tarred pavement, old slick asphalt, some concrete surfaces, debris washed onto the roadway, and intersections rippled or soaked with oil. Toll booths and concrete parking garages that get wet, but never washed clean can also be sketchy. And watch out for railroad or trolley tracks, metal grates, expansion joints, and plates, which grip like Teflon. Rail tracks hit on an angle can steer your front wheel and instantly put you down. Likewise painted crosswalks and lines can be very slick when wet, offer poor traction for cornering or braking, and it's best to run over them when you're vertical as well.

Naturally, on wet roads lowered speeds, and careful movements are the watchwords. Keeping a relaxed body, and not a death grip on the bars also lets the bike do its thing. Progressively use the brakes. Take turns and accelerate smoothly. Going up a gear can help prevent spinning the rear wheel.

Hydroplaning is less likely for a motorcycle's rounded tire than a car's, but the wider the tire, or the faster you go, the more you increase your chances of it happening. The sipes, or cuts in the treads, also need to be deep enough.

Generally rain-oriented street tires have more sipes, and high performance street tires have fewer. Where sport tires may partially overcome this otherwise handicap is the quality of their compounds. Just as in the dry, softer rubber offers better traction than harder compounds.

Vision and visibility

In lieu of wipers, Rain-X helps on the outside of the face shield, especially at speed. Some sort of anti-fog may help on the inside. At lower speeds fogging and rain buildup are more likely. Ratcheting the shield up a notch helps vent, and if you absolutely can't see through the rain, raising it so you can see either through or under it may do the trick at low speed.

Eyewear with yellow or orange lenses may also help your visual acuity, especially for daytime rain riding.

If you have a fairing windshield, it should not be so high that you can't peer over it. Think about trimming or replacing it if you can't.

Hi-visibility colors and reflective bits are better than black or neutral colors without reflection. If you fell on the road, you would want to be easily identifiable as a human, not a piece of tarp or invisible.

Carve out a place

Try to maintain a safe following distance, and get away from drivers who want to tailgate. Sadly, many drivers who tend to follow too closely will not suddenly amend their ways in the rain. A trick that may or may not work is to look back for a moment, and put an open hand up to the tailgating driver. An alternate to this is to make a one-handed pushing motion. Other riders find waving their hand back and forth, while reaching behind, works. Some drivers may not realize they are risking a person's life until you assertively but politely wake them up to this reality.

Thunderstorms

It is not advisable to ride if you are where lightning is striking. Riders have been killed or knocked unconscious while riding in lightning. The lucky ones wake up in a ditch. According to NASA, Florida has twice as many lightning-caused deaths and injuries than any other state. Other states with a high incidence of lightning strikes are Georgia, Tennessee, North Carolina, New York, Pennsylvania, Ohio, Michigan, Colorado and Texas. July is the peak month for lightning.

Wind

A motorcycle is like a little sail. Full fairings and lighter bikes are especially susceptible to side winds. Be prepared to have to lean into the crosswind just to stay upright. But if leaning into the breeze, also be ready to compensate if the crosswind abruptly stops. Alternately, some riders have been known to parallel cars or larger vehicles to let them block extreme crosswinds. Be careful not to ride in anyone's blind spot though, if you try this.

Conclusion

A lot about how your rain riding experience goes is up to you. If, however, you are caught in a situation you feel is too much to handle, find the nearest safe spot to pull over. Otherwise, proactively teaching yourself to ride in the rain pushes back your fear threshold. Panic is the common denominator of all sorts of rider-induced crashes, so thinking about what you are doing, learning as you go, and not riding beyond the capacity of you or your machine is key.

MotoGP: 2009 Mugello Results

At the start of Sunday’s Mugello round of the MotoGP World Championship, it looked like a replay of the previous race at Le Mans – a wet track, flag-to-flag conditions, pandemonium in the pits, and some likely surprises headed for the podium.

By the end of the day, though, it was vintage MotoGP. Occupying the podium were the season’s three leaders heading into the weekend, with Australian Casey Stoner back atop the step and the championship standings as well.

Thus Valentino Rossi’s win streak in Italy ended at seven, and Jorge Lorenzo, whose day was almost over before it began, secured 20 championship points and maintained his slight lead over Rossi for the championship. But the day belonged to Stoner and Ducati, which earned its first ever MotoGP win on its home circuit.

As we saw at Le Mans, a little rainwater on these tracks produces some odd goings-on. On Sunday, Fiat Yamaha’s Lorenzo slid off the track on his sighting lap, reminiscent of Roberto Guerrero’s parade lap spin at Indianapolis in 1992. Jorge calmly rode into the pits, jumped on his number two bike, and took his position in the starting grid.

Once the race actually started, Lap 1 found him dawdling in 10th place, and ended with one Chris Vermeulen leading the field on his Rizla Suzuki. Andrea Dovizioso, on the Repsol Honda, led for seven laps after not having seen a podium since last season. And Marco Melandri, riding the Hayate Kawasaki held together with duct tape, was competitive early and even led at the end of Lap 10.

By Lap 12, however, the track was mostly dry, all of the riders had switched from wet tires to slicks, and the usual suspects took over, as the following splits illustrate:

I’ve included Laps 22 and 23 to illustrate two points. The first is that Andrea Dovizioso is today’s news, while Loris Capirossi is so yesterday. Unlike many other sports, in motorcycle racing young and daring beats old and crafty. Dovizioso’s seizure of fourth place from Capirossi on the last lap is not about a couple of extra championship points. It is a passing of the baton, and has more figurative significance than literal. Dovi is going to be a force on this tour, while Capirossi will soon be heading off into the sunset.

The second, and far more entertaining point, is how on any given weekend Colin Edwards would gladly sell his mother in order to beat teammate James Toseland. Toseland got off to a hideous start in this one, worse than most of his bad starts, and was running 16th and 17th from Laps 4 through 9. After his tire/bike change, he began a charge which took him as high as 6th, while teammate Edwards was busy falling back to 15th. Edwards began moving up in the standings on Lap 12, but was still two positions behind Toseland as late as Lap 21. Final result: Edwards passes Toseland again on the last lap of the race, finishing 6th to Toseland’s 7th. And although it was Toseland’s highest placement of the year, it must really grind him to get passed late again by his hated teammate. Hard cheese, James

2009 Harley-Davidson Iron 883

Harley-Davison recently added another shortie to its lineup. No, Willie G didn’t have another daughter, instead the Milwaukee motor company amended its Dark Custom line with a modified Sportster 883 Low. Following the Nightster as the second Sportster-based Dark Custom in Harley’s catalog, the Iron 883 becomes the sixth addition to the dark-themed club.

Some riders want simplicity in their escape mounts, while others prefer to be surrounded by computer technology like that found on the space shuttle flight deck. If you’re not into GPS, radar detectors and video cameras mounted to your handlebars, you might be into the short-pipe minimalism the Iron 883 delivers with its low-rise drag-style handlebar, bare-bones dashboard and overall lo-brow color scheme. Toss in the reliability of a warranted OEM motorcycle and you’ll be pleased as rum-spiked-punch to get your hands on the latest in Harley-Davidson’s Dark Custom line.

Sharing the same Evolution 883cc V-Twin found on the 883 Low, this blackened Sportster is called the Iron 883 and hides a low price under all that attitude. MSRP: $7,899.

Sharing the same Evolution 883cc V-Twin found on the 883 Low, this blackened Sportster is called the Iron 883 and hides a low price under all that attitude. MSRP: $7,899.

Our pal Pete Brissette reported from the artistically lo-brow model unveiling held at a Santa Monica California art gallery last month. Mingling with artwork from Shepard Fairey and Frank Kozik, suit-clad connoisseurs and tattoo-sleeved artists got a peek at the Iron 883 alongside the attending member of the press. Standing out like a black diamond in the crowd, the Iron 883 is a shining example of the power of a little paint.

Standing out like a black diamond in the crowd, the Iron 883 is a shining example of a Dark Custom.

When the wallet opens, Harley-Davidson is there to deliver just what the market wants. While Harley’s CVO line appeals to a buyer that wants a bike that can blind every person within 50 feet of their exceptionally-chromed scoots, H-D now makes a bike that’s ready to blend in with the authentic nitty-gritty world of biker-dom, perfectly camouflaging to the greasy underbelly of society where ‘real bikers’ come from – if you ask an outsider. That’s what Harley calls the “raw side of the road.”

Harley’s blacked-out and matte-finished “Dark Custom” line has proven to be attractive to younger buyers, appealing in both style and price. H-D sold 29,000 bikes to people under the age of 35 in 2008, and the Dark Custom line holds particular interest for the younger demographic. Sales of DCs were up 24% in ’08, aided by the addition of the bobber-like Cross Bones.

With just one operating unit and 10 journalists at the gallery opening, Motorcycle.com didn’t get a crack at looking cool that night. So Kevin Duke and myself hopped on a jet and met up with H-D Press manager Paul James in Daytona Beach earlier this month to get us a few miles in the saddle.

The Iron 883 is basically a 1203cc Nightster but with the 883cc motor. It has the same chassis and suspension with short rear shocks, and also the side-mount license plate and the brake/tail lights incorporated into the rear turnsignals.

The Iron 883 is basically a 1203cc Nightster but with the 883cc motor. It has the same chassis and suspension with short rear shocks, and also the side-mount license plate and the brake/tail lights incorporated into the rear turnsignals.

Spry and steeped in style, the newest member of the Dark Custom line hasn’t changed too much from it’s more commonly known iteration, the Sportster 883 Low. They share the same narrow steel frame and lowered dual-shock rear suspension setups. Up front, the Iron sports rubber fork boots to give it that retro-cool look.

Where the bike’s geometry lacks in legroom for riders over 5’10”, the Iron makes up with attitude. It’s delivered with a menacing matte-black paint scheme, Sportster-standard dual exhaust pipes, a 26.3” high solo saddle (unladen; same as the Nightster and 883 Low) and a lighter overall weight. The three-inch shorter total length makes for a light turning machine, limited however by its lock-to-lock steering radius. I think the Victory choppers we also rode that week made a tighter circle. Luckily, Harley also shaved 18 pounds off the Low, which helps when pushing the Iron around parking lots.

The Iron’s tighter and tougher design compromise is a riding position too cramped for large riders however. “Even at my modest five-foot-eight height,” says EIC Kevin Duke, “the position of the footpegs caused my knees to ride oddly high. The Iron’s reduced-travel rear shocks and thin seat are best suited for short riders.”

And if you’ve never ridden a Sportster before, expect the air cleaner cover to feel “in the way” of your thigh. The otherwise very narrow feeling bike is asymmetrically unbalanced by the protrusion of the air cleaner. In an effort to provide adequate cornering clearance, the slammed Iron has mid-mount footpegs that felt unnaturally high to Kevin.

When we got the Iron into the sunny skies and straight roads of Florida’s coastline, we can see the 883 really shine, despite Harley’s best effort to keep the Iron dark and cool. Pete thought the staggered dual pipes should have been given the black treatment instead of shiny chrome, but I personally think a black pipe set would have ratted-out the bike too much. Pipes are the soul of a Harley; I favor them shining both day and night. In my opinion, Harley struck the perfect balance between blackened bits and chrome tips on the Iron 883. Dark enough to run with the sinister sister Dynas and Softtails in the DC line, yet still a machine with its own character.

Like a phoenix rising from the south, Fonzie trades in the KLR for a Dark Custom and hits the strand looking for babes. (Sorry, Fonz, I don’t see any girls in this picture. – Ed)

Like a phoenix rising from the south, Fonzie trades in the KLR for a Dark Custom and hits the strand looking for babes. (Sorry, Fonz, I don’t see any girls in this picture. – Ed)

“Stylistically, the Iron is a great success,” remarks Mr. Duke. “The matte finishes give it some rat-bike cool, and subtle touches like the fork gaiters give in a nice tinge of nostalgia. I also love the integration of the brake light into the turnsignals and the side-mount license-plate holder I expect to see on other bikes in the future.”

Every rider is unique. But when you’re in Florida for Bike Week, it’s hard as hell to stand out in the crowd. You can dress up like a leather-dipped Santa Claus, ride a four-wheeled “motorcycle” down Main Street or show up on the world’s longest bike and you still get swallowed up by the magnitude of the event.

Make the event work for you alone and ride what fits your body and your wallet. Over-chromed beasts and minimalist mounts alike are welcome in Daytona, and Harley can deliver both of those experiences. For the economically minded buyer and newbie alike, the sub-$8K Iron 883 strikes black gold.

“The Iron 883 truly delivers an authentic Harley experience for less than $8,000,” Duke concludes. “It provides a deep, soulful soundtrack so familiar to us all, and it looks like a much pricier item than it is.”

2010 Honda Chopper Motorcycles

Honda was founded in the late 1940s as Japan struggled to rebuild following the second World War. Company founder Soichiro Honda first began manufacturing piston rings before turning his attention to inexpensive motorcycles. Mr. Honda always had a passion for engineering, and this became evident by the wild sales success of his motorcycles in the 1960s and by competing head-to-head against the world’s best on racetracks. Today, Honda is a juggernaut, offering class-leading machines in most every category

2009 Aprilia Off-Road Motorcycles

Aprilia is Europe's second largest producer of motorcycles and scooters and the only non-Japanese manufacturer with a complete range of two-wheeled vehicles. Aprilia is not just market leader; the company has also become a leading name on the world’s racing circuits, establishing itself as one of the most prestigious and successful marques around. It was purchased in the early 2000s by the Piaggio Group.

Classic Racing

Classic Racing

The term "Classic Racing" in the United Kingdom is generally accepted as racing as defined under the rules and or auspices of the Classic Racing Motorcycle Club (CRMC). This was established in 1981 and mostly caters for solos and sidecars manufactured in the period 1945-1972. Motorcycles from an earlier era, including a Pre-1935 class, are raced by the Vintage Motor Cycle Club (VMCC). The VMCC race classes are mostly for Pre-1963 bikes.

Classic Racing Worldwide

The International Historic Racing Organisation has been running for over 20 years and organises high level competition for classic racing motorcycles around Europe

In the USA Classic Racing is organised by the American Historic Racing Motorcycle Association (AHRMA) who organise Classic Racing events for all types of Classic bikes.

Classic Racing Australia is a non-profit organisation, formed in August 2000, which was designed to keep Classic Motorcycle Racing alive and well in Australia.

Other Motorcycle sports

Land Speed

The motorcycle land speed record is the fastest speed achieved by a motorcycle on land. It is standardized as the speed over a course of fixed length, averaged over two runs in opposite directions.

First run in 1907, an officially-sanctioned FIM record was not set until 1920. There was controversy over the 1930 record, when OEC claimed to be fastest, on the basis of a publicity photo taken before a Zenith went quicker. "It was quite a while before the controversy died down.

Enduro

Enduro is a form of motorcycle sport run on courses that are predominantly off-road. Enduro consists of many different obstacles and challenges. The main type of enduro event, and the format to which the World Enduro Championship is run, is a time-card enduro, whereby a number of stages are raced in a time trial against the clock.

Freestyle Motocross

Freestyle Motocross (also known as FMX) is a variation on the sport of motocross in which motorcycle riders attempt to impress judges with jumps and stunts.

The two main types of freestyle events are:

• Big Air (also known as Best Trick), in which each rider gets three jumps — usually covering more than 60 feet (18 m) — from a dirt-covered ramp. A panel of 10 judges evaluates the style, trick difficulty, and use of the course, and produces a score on a 100-point scale. Each rider's highest single-jump score is compared; top score wins.

• Freestyle Motocross, the older of the two disciplines. Riders perform two routines, lasting between 90 seconds and 14 minutes, on a course consisting of multiple jumps of varying lengths and angles that generally occupy one to two acres (.4 to .8 hectres). Like Big Air, a panel of judges assigns each contestant a score based on a 100-point scale, looking for difficult tricks and variations over jumps.

Notable Freestyle motocross events include Red Bull X-Fighters, NIGHT of the JUMPs , the X-Games, Gravity Games, Big-X, Moto-X Freestyle National Championship, and Dew Action Sports Tour Freeriding is the original freestyle motocross. It has no structure, and is traditionally done on public land. Riders look for natural jumps and drop-offs to execute their tricks on. Some freeriders prefer to jump on sand dunes. In many ways, freeriding requires more skill and mental ability. Notable freeriding locations include Ocotillo Wells and Glames Dunes in California, Beaumont, Texas, and Cainville, Utah.