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.
May 25, 2015
Filed Under (Uncategorized) by Kevin Duke
The past weeks on MO have seen three price ranges of gift ideas for Father’s Day.
This article ups the ante to our highest price range of gifts your dad would love to receive: $100 and up. It’s tempting to include big-ticket items like a Ducati Superleggera or an overseas motorcycle tour, but we’ll keep this list limited to three-digit MSRPs.
If you like using tinted faceshields, you’ve surely more than once found yourself unexpectedly riding at night with a tinted faceshield, which is a real safety hazard, especially in dimly lit environs. The Transitions auto-tinting technology popularized in eyeglasses first made its way into motorcycle helmets in 2010 with the introduction of Bell Helmet’s Adaptive Shields, and we quickly became enamored with their convenience. A soothing smoked tint in daylight reverts to fully clear in the absence of light, so riders never have to worry about stuffing an extra shield in their luggage or jacket.
The technology made its way into Lazer Helmets in 2011, and now, in 2015, it’s available for Shoei’s best-selling lids, the RF-1200 series. Interestingly, Shoei’s CWR-1 photochromic shields retail for $169.99, while Bell’s are listed at just $119.99. Bell’s Transitions SOLFX Adaptive Shield fits Star, Vortex, RS-1, Qualifier and Revolver models, and it’s standard equipment on Bell’s Qualifier DLX.
Yes, the Transitions shields aren’t cheap, but the convenience and peace of mind are worth the money. Your dad has probably earned the right to not fuss with two shields in a day’s ride. For more info, check out Transitions’ website page on its motorcycle products.
Jewelry for motorcycle-riding dads doesn’t get any cooler than rings that look like motorcycle tires. Available in a variety of tread patterns and materials, tire rings will add bling to your father’s fingers at prices that begin well below $100 to well above that mark. Stainless steel would seem appropriate for a cruiser-riding dad, while the sportbike dad might prefer titanium construction. A nice variety of moto rings can be seen at TitaniumBuzz.com.
Help bring dad’s motorcycle adventures to life with addition of an onboard video camera. GoPro’s Hero series is the industry’s benchmark due to its ahead-of-the-curve roll-outs, and we’ve used them in our videos more than any other brand. But there are several other manufacturers who want a cut of the billion-dollar marketplace for action cams, so it’s worth shopping around for options. Keep in mind that some cameras come with accessories and mounts, while others do not.
We’ve had good success with the Contour+2 camera, which was ahead of GoPro in allowing users to set up shots via a smartphone-linked viewfinder and also has the convenience of a rotating lens that enables greater mounting locations. It retails for $300. The Contour Roam2 has several of the +2’s features (but not the GPS mapping) and retails for just $100. More recently we’ve been enjoying Sena’s first camera, the Prism, which we tested here. The Prism is especially cool because it can be linked via Bluetooth to a Sena communicator, allowing remote control of the camera and the ability to record on-the-fly narration.
A Nice Leather Jacket
Leather and motorcycles go together like chocolate and peanut butter. A well-designed leather jacket offers unsurpassed abrasion resistance, high style and long-term durability, qualities any rider can appreciate. You’re probably one of those riders. Did you ever think about how a long-lasting piece of quality gear is likely to become a hand-me-down? Yep, that jacket for dad you just splurged for will probably make its way to your closet one day, and there’s a good chance it will fit!
Aerostich Gift Certificate
Aerostich is best known as the manufacturer of the iconic and incredibly versatile Roadcrafter riding suit, last tested on MO here, but it also sells many hundreds of other moto-related items via its catalog. It offers riding apparel like helmets, gloves and boots, but also underwear, shirts, earplugs, luggage, electronics, tools, books, toys and camping gear. Your dad is sure to find something that appeals to him, so an Aerostich gift certificate of any amount would make for a nice present to show your pops that you care about him and his moto lifestyle.
As professional motorcyclists, we’re hesitant to recommend accessories that have the potential to divert attention away from riding. Several years ago we scoffed at communications systems for their bulky radio-based operation. But the advent of Bluetooth technology has changed our minds about the convenience and usefulness of these new systems.
They’d be worthwhile even if their only function was their wireless rider-to-rider communication, which offers benefits in safety (“Watch out for oil in the hairpin!”), convenience (“Do you want to get a bite to eat?”) and boredom (“Hey, Dad, did I ever tell you about the time I took mom’s car to the dragstrip?”). And now, with everyone’s smartphones having Bluetooth capability, these communicators can also field phone calls, deliver GPS directions and stream music to your ears. And the technology is getting easier to use, so even your old man should be able to figure it out!
Riding sportbikes is a fun and exciting way to use a motorcycle, but we’re always disappointed by how few riders have ever been to a trackday. Some riders rationalize that they’re never going to enter a race, so they see no reason to go to a track. Those people probably don’t realize that a trackday can be the most fun and exciting thing they can do on a motorcycle. And as long as you keep your wits about you, riding on a racetrack is actually safer than riding on public roads – all traffic goes in the same direction, there are no curbs or poles to hit, and there are no cops issuing speeding tickets.
There is most likely a racetrack within a day’s ride/drive of your home and/or your dad’s, so do a little research to learn about the options. Joining a trackday at a regional facility is typically nicely priced and affordable for almost anyone. Check out the tracks in your area to find out your options.
For years I’ve preached how the difficulty level of riding a motorcycle falls between driving a car and flying an airplane, so I’m a big-time advocate of education. Instruction from pro coaches will make anyone a more confident rider – an emotion more valuable than titanium or carbon fiber. One can’t ever have too much knowledge about riding. I’ve been to more than a half-dozen riding schools, and, rather than claiming I know all there is to know, I’d jump again at any chance to attend another school.
Most trackday organizations offer riding instruction as part of their programs, which is a cost-effective way to start. Pony up a few more dollars upgrade to a national-caliber school for access to curricula that is more fully realized. Either way, the investment in riding skills is one of the most thoughtful gifts you can give to another rider.
Your dad means the world to you. Help keep him safe while he’s out on the road with satellite-based communication that can contact you or emergency services even when he’s out of cellular range. We first learned of SPOT back in 2010 when we tested the company’s Satellite GPS Messenger,which could send distress communication via satellite to 911 responders or to personal contacts, plus allow riders to check in during their trips even without cell coverage. That unit has now been replaced by the $149.99 Gen3, which adds expanded functionality and longer battery life.
The Gen3 lets family and friends know where the device is in the world via satellite networks, so you can know – even without cellular service – where your dad’s trip is taking him and if he is having any difficulty out on the road. The breadth of functionality depends on the service package chosen, starting at $14.99 a month or $149.99 a year. For more info, cruise over to SPOT’s Gen3 page.
A New Helmet
Your dad’s probably more concerned with your college fund than he is updating his chipped and tired old helmet. Treat his noggin with the cradling love it deserves by searching out a new helmet that suits his sense of style and and intended purposes. We’re currently blessed by the most comprehensive range of safe and comfortable helmets ever offered to motoheads, so there’s no shortage of good options out there. Keep in mind that the mandatory first priority is a helmet’s fit on a specific head – a brand that’s a perfect fit for one skull doesn’t mean it’ll be perfect for another’s. Take dad out helmet shopping and negotiate a deal for two!
May 25, 2015
Filed Under (Uncategorized) by Dennis Chung
BMW, with the help of Roland Sands Designs, revealed the Concept 101, a bagger based on the six-cylinder K1600 platform. Debuting at the Concorso d’Eleganza Villa d’Este at Italy’s Lake Como, the 101 is only a concept, but with spy photographers recently catching a glimpse of a prototype undergoing testing, we may see a production model shortly.
This isn’t the first time BMW and RSD have teamed up for a concept. In 2013, RSD helped put together the BMW Concept Ninety (incidentally, it was also revealed at the Concorso d’Eleganza Villa d’Este) which was followed soon after by the RnineT production model. Unlike most concept models, the the RnineT differed quite a bit from the concept thanks to Roland Sands’ custom touch, and we expect the production bagger to look more like the K1600GT and K1600GTL.
The BMW Concept 101 gets its name from the 1649cc engine’s displacement in cubic inches as well as Highway 101 which runs near BMW’s Designworks subsidiary in Newbury Park, Calif. The nods to a West Coast highway and the American use of cubic inches to measure engine displacement are more than incidental, as bagger style bikes are very much an American-influenced motorcycle segment.
“The Concept 101 opens up a new chapter in the history of our concept bikes,” says Edgar Heinrich, Head of BMW Motorrad Design. “It is the BMW Motorrad interpretation of endless highways and the dream of freedom and independence – the perfect embodiment of ‘American touring’. Designing this big touring bike study was amazingly exciting for us because we haven’t been involved with a motorcycle concept like this before. To me, the Concept 101 is the epitome of elegance, power and luxury on two wheels.”
The 101 offers a drop-shaped profile with a tall front-end that tapers towards the tail. The integrated luggage follows the same streamlined shape above the tailpipe which actually directs exhaust gasses out to either side instead of straight back.
The bodywork uses a combination of brushed aluminum finish and carbon with wood-panel trim. The K16 engine remains in full display but with a black finish to contrast with the lighter bodywork. The headlight maintains the same look as on the K1600GT and K1600GTL but the taillights are integrated into the bags.
We look forward to seeing the final production model bagger, likely to come this fall at EICMA, but we’re especially looking forward to the inevitable shootout between the new BMW and Honda‘s Gold Wing F6B.
May 25, 2015
Midsize Post-Modern Cruiser Shootout: Harley-Davidson Street 750 v. Honda CTX700N v. Kawasaki Vulcan S + Video
Filed Under (Uncategorized) by John Burns
Kawasaki’s new Vulcan S forced us to ride these motorcycles again, and now we’re glad we did. Harley’s Street 750 and the new Vulcan are within 10 pounds, 1 horsepower and 400 dollars of each other. And the different-but-still-growing-on-us Honda CTX700N belongs in the mix as well. For the kind of riding most of us actually do most of the time, 700 or so cubic centimeters for around $7k seems like a pretty good place to be. Blatting around town, that is, in pursuit of one of MO’s secondary missions (keep Starbucks afloat), with the occasional blast out into the hinterlands to sniff the wildflowers – courtesy of the recent merciful rains here in SoCal – and ride like MOrons a little.
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For the Harley-Davidson Street 750 however, there is precious little mercy. Or is there? How nice that the bike here most in need of aftermarket support has the most available. Mainly, we’re still puzzled how even the great and powerful H-D could release a modern motorcycle with such a useless front brake. More than once I had to add a third finger to the front lever to keep myself from rolling downhill while stopped at the side of the road. Tom Roderick claims he almost ran into the back of a truck the first time he rode the Street; Troy Siahaan wants to know how he’s supposed to trail brake when there is no brake? There’s a lot of value in the switch to the SBS brake pads we tested on a Street 750 last year. Even better, probably, would be this four-piston Brembo kit from Italy. Cara mia!
Luckily, it’s pretty easy to lock up the rear, so maybe H-D just sees the Street’s front/rear braking bias as a way to get people interested in flat-tracking again? (The Marketing Dept. really needs to get on board here: HBS, “Heritage Braking System.”)
We won’t go into the exposed wiring, crude welds and junk-drawer fasteners again. The Street is what it is. Many Harleys throughout the years have stressed owner involvement, and a little bit on the part of the proud new Street owner will go a long way. It’s a little sad, though, that the stylists didn’t just extend things like the bike’s plastic sidecovers to hide a few more of its privates (like Honda and Kawasaki did). Anyway, job one is that front brake.
Once that’s fixed, things are looking up. Even Troy S. likes its 750cc V-Twin: “The engine is the highlight of the bike; it likes to rev, makes decent torque and has that V-Twin character the others lack with their parallel-Twins.”
The Street’s V-Twin is 104cc bigger than the Kawasaki’s parallel unit, and likes to rev maybe even a bit more freely up to its 8000-rpm redline. The Kawi can rev on to 9500, but the Street uses its extra displacement to make its 43.5 lb-ft of torque (practically equal to the Kawi) lower in the powerband. In a drag race, there’s not much between them (except the Street’s clutch feels less abusable), which isn’t something we’ve ever been able to say vis a vis Harley vs. Kawasaki before. The six-speed gearbox isn’t the best or the worst (okay, on our ScoreCard it’s the worst of these three), but it gets the job done: Nobody complained about false neutrals, hard shifting or missed shifts.
The Street also finished last in the Handling category, with both of my co-testers using the word truckish to describe its steering. Personally, I don’t feel it. The Street has right around 4.5 inches of trail just like the other two here, a shorter wheelbase than the Vulcan and skinnier tires than either of them, but it does have the laziest rake at 32.0 degrees. We wonder if the strange-profiled (kind of flat-looking) 140/75-15 rear Michelin Scorcher gives that hard-to-turn feeling? Maybe its handlebar is a bit narrower? To me, the Street feels nimbler and more light-footed than the other two bikes.
What we also don’t agree upon at all is comfort: Tom and Troy both rated the Street last in the Ergonomics/Comfort category, while yours truly rated it first. Its footpegs are kind of high for taller riders. Tom, who’s 5-foot, 11-inches, says its cockpit is cramped and “simply isn’t designed for anyone north of five-foot nine.” He’s probably correct, but for 5’8 me, the Street’s more-standard-than-cruiser ergonomic triangle is the other big thing it has going for it besides its engine. A compact cockpit with closer footpegs makes it feel more controllable to smaller riders, a subset that includes yours truly. (H-D offers a “Reduced Reach” seat and a Tallboy one, $201.95 each, along with Reduced Reach handlebars in black or chrome, for $69.95.) Thanks to its cush seat and surprisingly good suspension, the Street beat out the Vulcan in the Suspension category. It soaks up the bumps pretty damn well, and encourages maniacal riding like few other Hogs.
Alas, the poor little Street’s egregious shortcomings outweigh its innate raw goodness. My upvotes could not outweigh the poopoos of my compadres, and so the Street finishes in a resounding last place. America loves its underdogs: Here’s to Harley for keeping on building them for us.
Three Bikes Go In, Two Come Out!
That leaves the new Vulcan S and the year-old Honda CTX700N to duke it out to the finish, sort of a battle between the Kawi’s old-school Japanese cruiser style vs. the Honda’s new-tech functionality with a nod toward tradition. The Kawasaki’s slightly smaller parallel-Twin makes substantially more power and a bit more torque than the Honda’s 21cc-bigger, low-revving 670cc inline-Twin, but the Honda gets more than 60 mpg most tanks and runs so smoooooth…
As Evans Brasstacks learned at the Vulcan’s coming-out party, Kawasaki bumped the Versys 650 Twin’s flywheel mass 28% to make it more cruiserish, and its intake funnels, throttle bodies, exhaust headers and ECU were also modified to improve bottom-end power. Where our last Versys 650 made 54.9 hp at 8200 rpm, the Vulcan pumps out 56.1 at 7300. Also 43.4 lb-ft. of torque at 5700 rpm, compared to the Versys’ 38.9 lb-ft. at 7100 rpm.
On the ScoreCard, the Vulc engine wins: “Like the Harley, the engine is the highlight of the Vulcan S,” says Troy. “It likes to rev and is equally as athletic as the Street 750, if not moreso.” Tom says: “Definitely the best engine in this group. It’s revvy and fun, and more powerful than the larger displacement V-Twin powering the Harley.” (Right, by 0.55 hp. The Harley makes 0.13 more ft-lbs of torque at only 3800 rpm.)
Meanwhile, the Honda’s low-revving half-a-car engine hangs in there with just 43 hp (at 6100 rpm). Its max torque of 41.5 lb-ft happens at 4700 rpm, but it’s making more than 40 at only 3200 rpm (just like the Harley), and doesn’t have any trouble keeping up with the group until the pace really heats up. Which it really doesn’t very often on these bikes. The Honda has the best gearbox of the group, with short positive throws and a light clutch. The Kawi’s gearbox is good too, but there’s a bit of slop in its linkage, introduced by its new “Ergo-fit” system, which lets you move the forward-mounted foot controls between three positions: “Long throws between gears makes for sloppy shifting,” says T Roderick. True that. The Vulcan does provide adjustable levers for both brake and clutch, though, and its rubber-mounted handlebar keeps the vibes at bay; 80 mph at 6000 rpm isn’t as serenely smooth as the Honda, but it’s close. The Street’s (solid-mounted) handlebar is quite a bit vibier at freeway speed. Also, the ABS brakes on our Kawi only add $400 to the Vulcan’s $6,999 bottom line. If you want ABS on the Honda, you’ll have to add $600 and take the auto gearbox too. And if you want it on the Harley, you are SOL, as they say in the vernacular.
The only place the Vulcan really comes up short is in the Suspension category, where it finishes last on our ScoreCard. It uses the same type lay-down shock on the right side as its sister-bikes Versys and Ninja 650, but unlike those two, the Vulcan works its shock through a linkage system. Kawasaki claims there’s 3.2 inches of rear-wheel travel, and they’re usually telling the truth, but over bumps that the Harley and Honda absorb nicely, the Vulcan feels almost like a hardtail, connecting with powerful gluteal uppercuts that put daylight between seat and rider. Which is sad, because sister Versys is so comfortably the opposite.
If it’s homogenized semi-raw-edged Japanese cruiser you’re after, you want the Kawasaki. If it’s suave and sophisticated, it’s hard to beat the CTX, which we all agreed has the best suspension, the best seat – and would win the ergonomics sweepstakes if only its footpegs were in the same zip code as the rest of it. If you have giraffe legs and fused knees, the CTX is your bike, and in fact, for urban trawling, the footpegs are less of a problem than they are on the highway, where way-forward feet make it that much more difficult to brace against the wind.
There really aren’t any frills on the Honda, which keeps the price down, but everything that is there is elemental, well-lubricated and functional, from the easy-reading LCD instruments to the Pro-Link shock out back that serves up 4.3 inches of the best suspension here, and helps the Honda handily win the Handling portion of the competition. The only thing missing from it is the excellent storage compartment of its sister-ship NC700X, a thing I promised I wouldn’t point out again but failed. Every Honda used to come with a helmet lock. No more.
The Winner Is…
Say, this was fun. Tearing around like maniacs in the canyons is always good, but slowing down a little and taking in the sights is a whole other kind of soothing. Anybody need a latte?
May 25, 2015
Filed Under (Uncategorized) by Troy Siahaan
By the time you read this, I will be off the clock and lost somewhere on an island, away on a much needed vacation, just the wife and me. The destination? Japan. I’m not bringing my helmet with me, and my only interaction with a motorcycle will be if I bump into one while darting from sushi joint to ramen house. Airplanes, bullet trains and our own two feet will be our method of travel this time around. It’s a little ironic in a way; me being in the middle of a country that has contributed so much to motorcycling, yet choosing to remove myself from two wheels as much as possible. Sometimes, however, the best way to recharge the batteries is to get away from it all. Luckily, there’s more to me than just motorcycles.
The wife and I have long been intrigued by Japan and its culture. Specifically, its food culture. I’m not sure if the term “foodie” is appropriate for us, but we do enjoy our sushi every now and then (as well as soba, udon, ramen, yakitori, chanko nabe etc). As we started learning more about sushi (if you haven’t seen the documentary Jiro Dreams of Sushi, you really should) and Japanese cuisine in general, we discovered how much care and attention goes into the experience. For this particular example I’ll stick with sushi. Most think the fish is the most important ingredient, when in fact, any reputable sushi chef worth his wasabi will tell you that 90% of sushi is the rice. Digging further, we discovered that a respect for tradition, continuous learning, and a journey towards perfection are cornerstones of Japanese gastronomy.
As I watched multiple shows and documentaries about Japanese food, I started to see several parallels between Japanese food and Japanese motorcycles, particularly sportbikes. There’s a respect for tradition, combined with an effort to push the envelope. Like the saying goes, “You have to know the rules before you can break them.” Some chefs spend their entire adult lives perfecting their craft and improving their technique, in the process raising the bar for those who come next. By the same token, engineers can toil away days, weeks, months or even years to add a few horsepower, shave milligrams, or tune a certain amount of chassis flex into a new motorcycle.
I can’t help but think of the Yamaha R1/R1M and Kawasaki Ninja H2/H2R when it comes to the two most recent examples of Japanese sportbikes raising the bar. Both machines are the result of jaw-dropping feats of engineering and are sure to go into the moto history books as landmark motorcycles.
Let’s start with the Yamaha. Tradition? Though the R1’s CV is relatively short, only dating back less than 20 years, it still has made quite an impact in that short amount of time. The original R1 blew the doors off the competition when it burst onto the scene, making more power and weighing less than its rivals. Yamaha engineers still respected the brand’s past, however, incorporating the Genesis engine architecture – with its five-valve head – into this groundbreaking sportbike.
Fast forward to 2015 and the new R1/R1M has boggled our minds like the original did. The crossplane crankshaft, introduced on the previous generation R1, pays homage to Yamaha’s MotoGP efforts, only engineers managed to make it slimmer, lighter and more powerful than before. Mechanically, the R1 is an impressive motorcycle, but its most impressive feature is the sheer amount of electronics it employs, much of which was first introduced on the M1 MotoGP bike less than five years ago!
In the past, it was normal to expect to see technologies first seen on race bikes make their way to road bikes within seven to 10 years. Engineers (and legal departments) wanted to ensure a technology was perfected and reliable before sending it down the production line. But with the R1 and especially the R1M, Yamaha engineers (and data programmers) have one-upped themselves, making tech like slide control and bike programming from a tablet app ready for consumer consumption in less than half that time.
However, the closest two-wheel parallel I can think of to the sushi master striving for the perfect piece of nigiri is the Kawasaki Ninja H2/H2R. To reuse the sushi reference, young chefs spend the early part of their careers apprenticing; they sweep floors and run errand work for years before they’re even allowed near food. Then they spend another year or two just learning how to make perfect sushi rice. Once they are finally granted permission to work with fish, they learn everything from choosing the optimum fish at the fish auction, which pieces of the body will provide optimum flavor, and equally as important – perfecting the cut of the nigiri or sashimi before it is served to the customer. It’s a laborious task, but one they take pride in.
When I look at the Kawasaki H2 and H2R, I see a similar level of dedication to one’s craft. Sure, Kawasaki may have bombarded us with nearly 30 teaser videos highlighting every facet of the H2, but there’s no denying the bike is a masterful piece of engineering created by numerous teams of people who worked long hours to see it come to fruition.
In keeping with tradition, Kawasaki paid homage to its past with the H2 moniker and even gave it performance levels meant to intimidate its rider, much like the original. Kawasaki has stated the H2R was a project meant to see what its engineers were capable of when not constricted by regulations, and I can’t help but think each engineer who worked on this bike was making up for the work they put into some other boring project they worked on when their career first started.
To appreciate my point about engineering excellence and no stone going unturned, consider the level of detail that went into the H2/H2R. For starters, even the paint job required considerable attention, the mirrored black paint job amplified by a layer of pure silver underneath, a technique Kawi says is a first for a production car or motorcycle.
From there you have the steel trellis frame, welded by both robots and humans, the aerodynamic flaps and spoilers, dog-ring transmission, and electronics suite to help tame the H2 for us mere mortals.
Then of course, there’s the H2’s defining feature – its supercharger, designed in-house because nobody else would accept the engineering challenge. As a result, Kawasaki engineers came up with a design able to pump an incredible amount of air so efficiently it doesn’t even need an intercooler. It’s such a precious piece that “Just two people are dedicated to assembling the superchargers at the factory,” says E-i-C Duke in his first ride review above. Like a master sushi chef at a high-end restaurant, only a select few are allowed to prepare food for the customer.
In many ways, the culinary world and motorcycling couldn’t be any more different. Then again, once you look beyond the surface, connections to each world will start to appear. Maybe that’s why I’m intrigued by both. It’s unlikely I’ll see an H2 during my stay in Japan, so instead I’ll ogle over the 400cc sportybikes we don’t get back home. Hopefully when I get back I’ll have more food and motorcycle comparisons to draw on. And with that, I bid you sayonara. I’m off to find my next dish.
May 25, 2015
Filed Under (Moto GP) by news RSS on motogp.com - The Official MotoGP Website
All of the vital MotoGP™ stats you need to know ahead of the Gran Premio d’Italia TIM at Mugello.
May 25, 2015
Filed Under (Moto GP) by news RSS on motogp.com - The Official MotoGP Website
All of the vital Moto2™ facts and information you need to impress your friends ahead of the Gran Premio d’Italia TIM at Mugello.