August 25, 2011
Filed Under (Motorcycle Oil Filters) by oiladmin
But using quality motorcycle oil in conjunction with a poor quality or cheap motorcycle oil filter isn’t the best practise, although it is a common one.
Choose a good quality motorcycle oil filter in combination with quality oil and your bikes engine will run sweeter for longer, and best of all even a top quality motorcycle oil filter can be bought for very low cost, changing your motorcycles oil filter at home takes less than an hour, this means you could change your oil and filter more often rather than sending your bike to a dealer once a year.
A good motorcycle oil filter is worth it’s weight in gold, the deiverence in filtration is amazing between a premium filter and a budget motorcycle oil filter.
(although a new budget oil filter is better than one thats been on your bike for years)
Branded Biker stock an extensive range of quality motorcycle oil filters and well below dealer prices, why not order a couple at a time and have a spare oil filter ready for your next oil change.
January 30, 2015
Filed Under (Uncategorized) by Google Inc.
January 30, 2015
Filed Under (Uncategorized) by Troy Siahaan
From a Leod press release:
Calling all sportbike addicts, track-day lovers and roadracers for a ride in Doctor Rossi’s neighborhood: Now’s the time to request vacation in June for eight days and seven nights to explore everything from the Ducati Panigale’s factory birthplace to its ultimate testing grounds–the Mugello MotoGP circuit, home to nine of Valentino’s 108 Grand Prix victories.
Strafe apexes with Italian guides on hidden backroads and mountain passes throughout Central Italy. Experience the Tuscan countryside. Visit Rome, Siena and Bologna. Enjoy grand vistas, boutique hotels and amazing cuisine. No tourist traps. You’ll ride where the locals ride, eat where the local eat. See Ducati’s present and past, from today’s production line to its legendary museum.
Then, to top it off, live the MotoGP dream of dragging knee at a track you’ve only seen on television. Spend a day in the saddle of a Panigale 899 at the Ducati Riding Experience, the manufacturer’s official high-performance riding program, as championship-winning racers and other special guests teach lines and techniques that will improve your skills.
Tour Organizer Cat MacLeod says, “This tour has the authentic details we strive for and big experiences all motorcyclists dream about. We’ll rail 100s of curves while riding through the backdrop of a romance novel, so bring a date. For the riding couple, it’s the ultimate Valentine’s day gift.”
Leod Escapes is a motorcycle-tour operator based in San Francisco that offers unique value delivered with passionate service. It was founded on the principles of epic, hidden roads, safe, fun track time on legendary circuits, great food and plush pillows. The company’s 2015 schedule includes street-based adventures around California and the western U.S., as well as street-and-track-experience vacations in Australia, Europe and Thailand.
Dates: June 12 – 19, 2015
Arrival/Departure City: Rome
Duration: 8 days and 7 nights
Miles: 100 – 250 per day
Special Feature: Ducati Riding Experience track day at Mugello
Special Feature: Ducati Riding Experience
Special Feature: Ducati Museum Visit
Cities and Regions: Rome, Tuscany, Bologna, Siena, Umbria, Emilia Romagna, Orvieto, Marche and Lazio
Accommodations: 3-star and 4-star hotels
Track-Day Weapon: Ducati Panigale 899
Standard Street Bike Rentals: BMW F800, Moto Guzzi V7 or similar
Optional Street Bike Rentals: Ducati Scrambler, Monster and Multistrada, wide range of BMWs and KTM 1190s
Riding Skill Level: Prior track-day experience required
Tour Price: From $4846 (solo) to $7639 (with passenger)
Reservation Deadline: March 31st
January 30, 2015
Filed Under (Uncategorized) by Troy Siahaan
From an AMA press release:
The American Motorcyclist Association is announcing the 2015 AMA Vintage Grand Tour, which will reward participating road riders for attending AMA-sanctioned vintage competition events.
“No two motorcyclists are alike, except for the fact that we respect each others’ rides,” said AMA Road Riding Manager Chris Harrison. “The AMA Vintage Grand Tour is our way to encourage road riders to rack up more miles, as well as step back in time by checking out one of motorcycling’s coolest disciplines — vintage racing.”
Competition events on the AMA Vintage Grand Tour calendar include motocross, hare scrambles, dirt track and road racing in 12 states. Additional events may be added.
“AMA-sanctioned vintage racing is expanding into new geographical areas, such as Arizona Cycle Park, outside of Phoenix, Ariz., and the famous Monster Mountain facility, in Tallassee, Ala.,” said AMA Assistant Motocross Manager Alex Hunter. “AMA promoters are increasingly embracing vintage racing, where racers young and old compete on bikes from decades past to relive old memories and make new ones. The competition may be more laid back, but it’s no less exciting, particularly when the atmosphere echoes the 1990s, ’80s, ’70s and beyond.”
Hunter, who coordinates sanctioned vintage racing for the AMA, added that the $10 fee for a new-for-2015 optional Friday practice at the AMA Vintage Grand Championship will be waived for racers who compete in at least one AMA Vintage Grand Tour event prior to the July 10-12 event.
Road riders who wish to participate in the AMA Vintage Grand Tour need to register at www.americanmotorcyclist.com/
Registered riders will earn points by submitting photos of themselves and their motorcycles on location at each event on the AMA Vintage Grand Tour calendar. Photos not submitted within seven days of the AMA Vintage Grand Tour event will be accepted only at the discretion of the AMA Road Riding Department.
At the end of the year, registered road riders will win prizes in a number of categories. Prize details and complete rules are available at the AMA Vintage Grand Tour web page.
Registration for the AMA Vintage Grand Tour is free. However, participating riders are expected to pay any applicable gate fee or spectator fee charged by the promoter of each event they attend.
2015 AMA Vintage Grand Tour Schedule
AMA To Reward Road Riders For Attending Vintage Races appeared first on Motorcycle.com News.
January 30, 2015
Filed Under (Uncategorized) by Troy Siahaan
The history of motorcycle engines powering other vehicles goes back a long way. Look at the original Morgan 3 Wheeler, for example. Almost a century ago, J.A.P. bike engines were plunked onto the front of a strange piece of machinery with two wheels in front and one in the back. It proved to be popular and a rather high-performing vehicle in its time. For this Top 10 list we take a look at other applications for motorcycle engines. As you can imagine with a list like this, there are a wide variety of vehicles. Some are production cars, while others are one-offs or boutique items. And yes, even though this is Motorcycle.com, I want to get behind the wheel of every single one of these! So, if you’re a rep from one of the below companies (or are simply a kind soul who owns one), give me a jingle and let’s make it happen!
January 29, 2015
Filed Under (Uncategorized) by Kevin Duke
The final corner of the Autodromo Internacional Algarve is a wickedly fast downhill sweeper that launches riders onto the track’s front straight at 120-plus mph. Not long after bringing a bike upright is a mild hill that’s taken at full throttle. At its crest, the front wheel of Ducati‘s latest Panigale sensationally begins pointing skyward while traveling upward of 140 mph.
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The 1299 Panigale is indeed something special, boasting more power than any other widely available motorcycle ever to see a public road.
Americans are sometimes derided elsewhere around the globe for our bigger-is-better mentality. It appears that Ducati, the Italian OEM which has just launched this 1285cc superbike, has no issues with that philosophy.
Ironically, it was Ducati which, at one time, raced an 851cc machine in a class that allowed V-Twins up to 1000cc. But today, the boys from Bologna are proffering an engine too large to fit into the rules for Superbikes.
The concept is similar to Kawasaki‘s 2003-2006 ZX-6R that offered 636cc of displacement. The ZX-6RR provided the basis for meeting 600cc supersport rules, while the 6R was offered to street riders who had no such size restrictions. In Ducati’s case, the existing 1198cc Panigale R continues to be the platform to fit Superbike rules, while the new 1299 gives street and trackday riders more displacement – and more power – to play with.
And it’s a big power play. The newest Panigale boasts a lofty 205-horsepower rating at its crankshaft, but that’s only a fraction of the story. Torque output is where the 1299 dominates any discussion of sportbike power, flaunting a stellar 106.7 lb-ft. at its 8750-rpm peak. Yamaha‘s latest R1 is purported to produce a shining 200 hp, just a few horses shy of the Duc, but its torque rating is a relatively limp 83 lb-ft. The only sporty bike at a comparable torque level is KTM’s Super Duke R that claims 106 lb-ft. of twist.
To create the 1299′s powerplant, Ducati hogged out the cylinders by an extra 4mm over the already highly oversquare 1199, now up to 116mm. Employing a longer stroke would seem to be a more logical way to get extra cubes, but the 1199′s crankcases wouldn’t allow additional vertical movement.
It’s definitely the extra power from the Superquadro V-Twin that impressed most while lapping the wonderfully challenging circuit near Portimao, Portugal, where Ducati hosted the global launch of the 1299 Panigale. The previous 1199 wasn’t short on power, but it was surprisingly peaky for a 1.2-liter V-Twin.
This latest version supplies the midrange grunt expected from such a motor but is then supersized into a robustly torquey animal unlike any sportbike ever made. Ducati says the 1299 twists out an extra 15% of torque from 5000-8000 rpm, and that claim feels entirely believable after even a short time in the Panigale’s new and marginally more comfortable saddle.
The meatier midrange response results in a wonderfully deep well of power that yanks the big Panigale hard each time the ride-by-wire throttle is opened. Riding a gear high is now a viable option. The plentiful torque is always ready to rotate the 1299 and hoik up its front wheel.
With so much power on tap, it’s reassuring to know that Ducati continues to advance its gamut of electronic rider aids. In addition to the ride modes, traction control and a quickshifter expected on a contemporary sportbike, the 1299 now adds a specific wheelie-control function, Cornering ABS and a clutchless downshift feature to its menu of electronic crutches to lean on.
The electronic brain behind this technology is a new 3-axis Inertial Measurement Unit from Bosch that monitors speed, acceleration, lean angle and longitudinal pitch. The 9.1MP IMU replaces the previous 9ME that was about 2 pounds heavier and didn’t include Cornering ABS functionality. All of the electronic rider aids can be switched off, but the adjustability and seamlessness of the 1299’s e-aids makes disengaging them a foolhardy option.
There are eight levels of Ducati Traction Control, ranging from crossed-up power slides to nearly impossible to crash. Ducati Wheelie Control also has eight levels with a similar amount of control as DTC. My favorite was DWC 3, which still allowed generous wheelies. Another rider had set DWC to level 8 (maximum) before one of my sessions, and the gauges’ DWC intervention lamp blazed pretty much the entire lap!
DWC also helps calm a flightiness when hard on the gas. There is so much power that the front tire is always trying to leave the ground, causing the handlebars to twitch despite a steering damper. It never got into a tank-slapper, but it’s a little less stable than the 1199.
There are so many electronic gadgets onboard that I couldn’t adequately test all of them – riding a 200-pony superbike around the tricky Portimao circuit kept me plenty busy. Cornering ABS, which takes into account lean angle, seemed to work, but I never summoned the courage to jam on the brakes while leaned over. When Race mode is selected, ABS works only on the front wheel and disables the Cornering ABS function.
There are three levels of Engine Brake Control, which subtly lifts the throttle plates to alleviate undesirable amounts of rear-wheel slowing. Level 3 works so well that having a slipper clutch, as the 1299 does, seems to be a needless expense (cost and weight) on future ride-by-wire engines.
The next most noticeable revision to the 1299 after the additional stonk from its motor is a couple of seemingly small tweaks to the Panigale’s chassis specs. A steering head cup borrowed from the 899 Panigale reduces rake by half a degree to 24.0 degrees and condenses the trail number by 4mm to 96mm. And, importantly, the 1299′s swingarm pivot location was lowered by 4mm, which, based on Ducati’s recent racing experience, significantly increases grip at the rear tire.
The 1199 Panigale was already an incredibly nimble machine for a liter-sized sportbike, and the mods to the 1299′s rake/trail numbers deliver even greater agility that is fantastical for a motorcycle with a 1.3-liter engine. Ducati says the 1299 weighs 396 lbs with its 4.5-gallon aluminum tank empty; 420 lbs fully fueled.
These engine and chassis changes add up to a shockingly large performance increase. Ducati’s test rider, Alessandro Valia, told me he lapped Italy’s Mugello circuit a massive 2.5 seconds quicker on the 1299 than he did on the 11.
I had one session aboard a 1299 outfitted with several pieces from the Ducati Performance catalog, including a titanium Akrapovic exhaust which releases even more power. I saw 295 kph (183 mph) on its speedo at the end of Portimao’s front straight, which was higher than indicated on the stock bike. The Akra pipe unleashes copious amounts of Ducati thunder that, relatively speaking, made the stock bike’s exhaust note sound thin. Although it was equipped with a fuel map to suit the pipe, low-rpm fueling was a little rougher.
My time with Ducati’s super-duper-bike makes me wonder how a sporting motorcycle could possibly get much better. Caveats about the 1299 Panigale are few and minor, at least during racetrack use and abuse.
But 2015 is offering up what looks to be the golden era of liter-size sportbikes, with a plethora of all-new or significantly updated models ready to vie for your dollars. Besting the revised 2015 BMW S1000RR will be tough, and then there’s Aprilia’s significantly updated RSV4. Perhaps the greatest challenge will come from Yamaha’s ground-up re-do of its R1, which we’ll get to ride in just a few weeks.
But it’s difficult to imagine a rider being anything less than thrilled by this supremely powerful, exotically sexy and technologically advanced tour de force from Italy. The 1299 Panigale is that good.
January 29, 2015
Filed Under (Uncategorized) by motorcycle - Yahoo! Search Results
What’s the safest month on the roads? Where do the most car thefts and break-ins occur? The Progressive Group of Insurance Companies set out to answer these questions, and others, in its 2014 Year in Claims Report.