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My brother Greg taking our late Grandma Antonia for her first ride.

I’m thankful for so many things. In the spirit of giving thanks, I’ve made an effort of telling my family and friends how much I appreciate them and how thankful I am that I have them in my life.



Greg is my middle brother and I reference him as the true inspiration for the characters of Mike Lowery (Will Smith) and Marcus Burnett (Martin Lawrence), from the film Bad Boys. That’s right, both characters. It was noble that he was a cop and that he was out there nabbing the bad guys. It was cool that he is a family man with a wife and three boys. It was amazing that his swagger was on point, always... no matter the situation. Greg has always been THAT dude. But what trumped all of Greg’s great traits was the fact that he rode motorcycles. That’s what made him super cool to me. Greg is the reason that I ever threw a leg over a bike. Greg taught me how to ride. Greg went with me to buy my first bike. Greg went with me to my first Myrtle Beach Bike Week. Greg was and has been a driving force in my passion for all things two wheels. Greg, I’m thankful for you. I’m proud to be your little brother. I hope you’re proud to be my big brother. I’m focused, man. Ride harder. Hustle harder. Best, Allan



I give thanks for my wife, my parents and my family of course. But I’d be remiss not to give a special thanksgiving shout out to my older brother, Corporal (retired) Gregory L. Broaddus.

Editor-in-Chief: Allan Lane Drag Racing Editor: Rickey Gadson Lifestyle Editor: Tyson Beckford Moto-Tech Editor: Mark Rozema Contributing Road Race Editor: Melissa Paris Contributing Riding Editor: Eric Wood Copy Editor: Amy “Diesel” Lane Staff Writer: Lisa Macknik Creative Director: Carlos Anderson Photographer/Design Editor: Leon Brittain Graphic Designer: Baz Staff Photographer: Meekail Shaheed

SportBikes Inc Magazine — November 2010 Volume 1, Issue 2 To receive SportBikes Inc Magazine’s 2010 Media Kit and Advertising Rates, please email: SportBikes Inc Magazine (ISSN 2158-009X) is published monthly by Hard Knocks Motorcycle Entertainment. Any and all items submitted to SportBikes Inc Magazine will become the sole property of SportBikes Inc Magazine and are subject to, but not limited to edits, comments and titles. In no way can any part of this magazine be reproduced in print, digital, broadcast or any other manner without the expressed written permission of the publisher. SportBikes Inc Magazine is not responsible for any advertising claims made by its advertisers or partners. Sportbikes Inc Magazine, staff and partners are not responsible for injuries, loss or damage to their being, vehicle or property, including death that may result from contest submissions.

the press room


n August of 2010, father and son team of Claudio and Giovanni Castiglioni bought 100% of the shares of MV Agusta Moto S.p.a. that were owned by Harley Davidson, restoring the family’s ownership of the MV Agusta and Cagiva brands. The company will operate under the helm of Giovanni Castiglioni and Massimo Bordi as Claudio will focus on new product development in his role as Chairman.


“MV Agusta is the crown jewel of Italian motorcycles. I am thrilled to have completed this transaction,” says Chairman Claudio Castiglioni. “I have already won once together with Massimo Bordi. We made the most beautiful bikes in the world and we will continue with this tradition.” In September, MV Agusta released photos of the F3. They boast that the F3 is the “most beautiful and technologically advanced 600cc bike of the world.”

the press room SUZUKI 2011 LINE UP


here was a little buzz that there may not be any 2011 Suzuki models. We checked in with the reps over at Suzuki and got the scoop on the 2011 line up. The 2011 GSXR 600 and 750 both feature a new single Showa rear shock with external rebound and compression adjustments in addition to adjustable ride height. $400 separates the two models. The GSXR 600 lists for $11,599 while the 750 is $11,999. Both the 2011 GSXR 1000 and Hayabusa come equipped with the Suzuki Clutch Assist System (SCAS) which, for all purposes performs as a slipper clutch. The 1000 has a list price of $13,599 and the Hayabusa is priced at $13,699, a $100 difference.




eginning in November CPHUELSE CK. 2010 and running through March 2011, the Progressive International Motorcycle Show is coming to a town near you. The IMS offers consumers an opportunity to interact with leading manufacturers and vendors. Conversely, the manufacturers and vendors get a chance to meet their customers and have some real “face” time. A true highlight to this season’s IMS tour is the return of Jason Britton’s Team No Limit. Jason Britton and company will be performing stunt shows daily at all of the scheduled stops on the tour. Tickets are only $12.00 when you purchase your tickets online at and use promotional code: SBKINC. GEar CHECK.

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GSXR 750


Dallas, TX: Nov. 12-14, 2010 San Mateo: CA: Nov. 19-21, 2010 Seattle, WA: Dec. 10-12, 2010 Long Beach, CA: Dec. 17-19, 2010 Novi, MI: Jan. 7-9, 2011 Washington, DC: Jan. 14-16, 2011 New York, NY: Jan. 21-23, 2011 Cleveland, OH: Jan. 28-30, 2011 Minneapolis, MN: Feb. 4-6, 2011 Chicago, IL: Feb. 11-13, 2011 Greenville, SC: Feb. 25-27, 2011

GSXR 1000


Ducati announced the birth of a brand new model, The Diavel (Devil), pronounced Dee-ah-vel. Preliminary features include: ABS, traction control and riding modes. Powered by an 11 degree Testastretta engine and weighing in at 456 pounds, the Diavel could prove to be a true piece of Italian muscle.


Daytona, FL: Mar. 9-12, 2011





Story: Allan Lane Images: Elizabeth Raab Photography Model: Zohre Esmaeli Hair/Makeup: Dawn Tunnell



he 2011 Ducati 848 Evo Dark Stealth is visually, nothing short of stunning. Unlike Ducati’s dark models of yesteryear, the 2011 is darkness on another level. It’s black on black on black is intimidating and inviting all at once. To the touch, the tank and fairings have a hardened rubberized feel giving the sense that the bike is armored, protected and the epitome of stealth.


The lines of the bike are strategically designed to enable the rider to adhere to the proper body position. The term aerodynamic is an understatement. The Evo looks fast even when it’s standing still. Also available in the traditional Ducati Red on red frame with black wheels and the new Arctic White Silk on red frame with red wheels, the Evo has a commanding presence regardless of color option. This is more than a pretty face with a sexy rear end, the 848 was conceived to perform from the inside out.



“If there are ever any doubts that Ducatis are engineered for the race track, a glance at the Evo’s instrument panel will quickly silence any naysayers.”


848Brembo MonoBloc


The 848 base model was introduced in 2008 with 12:1 compression, 70.8 pounds of torque and 134 HP. The 2011 model has been boosted with a compression ratio of 13.2:1 thanks to new piston crowns and an improved combustion chamber. A valve lift of 13mm, an increase of 1.5mm from the base model, is made possible by new camshafts. Torque has been increased to 72.3 pounds per foot. Horsepower is elevated to 140, a gain of 6 horses on the same light weight, 370 pound machine, greatly improves the power to weight ratio. While the bore and stroke remains at 94x61.2mm, as in previous models, the Evo’s inlet port shapes have been improved along with the revision of its racing style elliptical throttle bodies that have a diameter of 60mm. The result is a 30% increase in air flow. The Evo comes equipped with a 2-1-2 system exhaust with a catalytic converter, fitted with a Lambda Probe oxygen sensor and twin stainless steel mufflers. The engine’s outer casings are finished in black and created via Vacural® Technology processing. This process for casting involves extreme low levels of gas and oxide. The result is consistency and strength without the weight. Paired with cast magnesium alloy cam covers, the Evo’s weight is reduced even further.


When the 749 and 999 were introduced, there were many critics of the infamous stacked head lamps. So when Ducati returned to the side-by-side head lamps with the 1098, it was a nice nod of respect to the 916. The Evo retains the same lamp design as the base model with the aggressive horizontal position. The tail lights employ high diffusion lenses that house LED strips that double as brake lights. The turn signals are embedded in the rear view mirrors. The included optional mirror extensions may be ideal for the larger rider unless you enjoy seeing your shoulders when preparing to overtake or change lanes.


Of course, with an improved power to weight ratio, comes the need for improved braking. The Evo has it covered. The base model 848 came equipped with twin radial mount Brembo 4 piston calipers in the front. The Evo brings the “A” game to the table with twin Brembo Monobloc 4 piston radial mount calipers. Monoblocs are machined from a single source of alloy providing precise feel and maximum stopping power when applied to the Evo’s 320mm rotors. Radial Brembo master cylinders with remote reservoirs are controlled by adjustable levers. The rear brake set up is a 2 piston caliper, gripping a 245mm rotor.


To minimize moments of inertia, the Evo is fitted with a Y-shaped, 5-spoke front wheel by Enkei. The light weight wheel has an improved effect on handling as well as braking. The rear wheel is also 5-spoke and Yshaped alloy. The front and rear wheels are fitted with Pirelli Diablo Supercorsa SP tires, sized 120/70 ZR17 in the front and 180/55 ZR17 in the rear.


If there are ever any doubts that Ducatis are engineered for the race track, a glance at the Evo’s instrument panel will quickly silence any naysayers. It’s actually quite beautiful, from a technical standpoint. The digital display is clean, uncluttered by buttons or switches. Screen selections are made from the handlebar mounted switch gear, located on the left. The screen itself is back lit by white LEDs. Among the display features are air and coolant temp, battery voltage, trips and a few other staples. But the instrument panel also operates as a lap timer, using the high beam flash button as a stopwatch. Lap times are stored and can be recalled on the display with the left handlebar switch gear.





The proven 43mm, adjustable Showa front forks and rear adjustable monoshock are standard. Adjustability is key for effective riding and having your suspension modified for your specific needs is highly recommended, if not essential.

The single-sided swingarm of the Evo is anodized black. Constructed in a dual process consisting of individual aluminum casting and fabricated aluminum sections, the swingarm plays a crucial part in the bike’s overall light weight. The main section of the Evo’s trellis frame uses ALS 450 tubing, measuring 34mm with a thickness of 1.5mm. This is claimed to be the most rigid and lightest frame solution Ducati has ever produced. A cross-mounted steering damper helps to maintain front end stability under the increased power of the Evo, boosting confidence and minimizing the chance of the rider experiencing what we call “moments”.

Saving weight is taken a step further with the Evo’s magnesium front subframe. Strong and sturdy, the use of magnesium to support upper fairings and the instrument panel makes it very evident that the engineers were serious about keeping things light.


The click and whirl of the dry clutch, a sound widely recognizable as belonging only to Ducati, is absent on the Evo. It has been fitted with a weight-saving wet clutch that is 2.2 lbs lighter than the dry clutch, a longer lifespan and is obviously quieter. It’s also utilizing a 6 speed gear box, a 15 tooth front sprocket and a 39 tooth rear sprocket.




While the DDA (Ducati Data Analyzer) is an optional purchase item for the Evo, it comes standard on the 2011 1198 and 1198 SP. To fortify the Evo’s track appeal, the inclusion of the DDA as standard would have been nice. And while we are at it, the inclusion of the DTC (Ducati Traction Control) as well as the DQS (Ducati Quick Shifter), standard on the 1198 and 1198 SP, would have been nice to further progress the evoluzione of the 848.


The 848 Evo is an incredible entry into the world of Ducati’s super bikes. It’s focus on more power and less weight makes it a formidable track weapon. Its sleek design and appealing aesthetics make it an object of desire for the most seasoned rider. With its price tag of $13,995 for the red or white and $12,995 for the dark stealth, this bike shimmers with the things that dreams are made of.

Dark Stealth


2011 DUCATI 848 EVO

Frame: Tubular steel Trellis frame in ALS 450

Rear Wheel: 5-spoke light alloy, 5.50 x 17

Wheelbase: 1430mm (56.3in)

Rear Tire: Pirelli Diablo Supercorsa SP, 180/55 ZR17

Rake: 24.5° Front Suspension: Showa 43mm fully adjustable USD forks

Front Brake: 2 x 320mm semi-floating discs, radially mounted Brembo Monobloc 4-piston calipers

Front Wheel: 5-spoke in light alloy, 3.50 x 17

Rear Brake: 245mm disc, 2-piston caliper

Front Tire: Pirelli Diablo Supercorsa SP, 120/70 ZR17

Fuel Tank Capacity: 15.5l - 4.1 gallon (US)

Rear Suspension: Progressive linkage with fully adjustable Showa monoshock

Dry Weight: 370 lbs

Swingarm: Single-sided, Aluminum

Ducati Red

Engine: 849.4cc L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled

Bore x Stroke: 94x61.2mm


Compression Ratio: 13.2:1

Digital MotoGP derived unit with displays for speed, rev counter and lap times

Horsepower: 140hp @ 10,500rpm Torque: 72.3 lb-ft @ 9,750rpm Fuel Injection: Marelli electronic fuel injection, elliptical throttle bodies Exhaust: Lightweight 2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel mufflers Transmission: 6-speed gearbox Final Drive: Chain; Front sprocket 15; Rear sprocket 39 Clutch: Wet multi-plate with hydraulic control

Left handlebar mounted switch gear to select menus on LED back lit dash Lap time recorder that uses the high beam flash button as a stopwatch Brembo Monobloc 4 piston brake calipers 140 Horsepower 72.3 lb-ft Torque

Arctic Silk White


DEALER SPOTLIGHT Story: Allan Lane Photos: Courtesy of MotoCorsa

Dealership name: MotoCorsa | Address: 2170 NW Wilson Street, Portland, OR 97210 Hours: 10am-6pm, Tuesday Saturday | Year established: 2000 Brands sold: Aprilia, Ducati and MV Agusta In June of 2009, MotoCorsa sold 61 Ducati Motorcycles. By doing so, they set the world record for the highest number of new Ducati’s sold in one month. With a dealership mission to be the best Ducati Experience in the world, the staff put in the work to make it a reality. MotoCorsa is a destination dealership. It’s evident as you stand before the building and it is confirmed when you step through the doors. To your immediate left is an inviting cafe/lounge area. From that point, pan to the right and you see a mini amphitheater, display bikes and a DJ booth. Continuing on, you will see a meticulous showroom, the most desired parts, apparel and accessories and the service department. Often, a dealership on this level can fall prey to the “museum” effect. You know, look but don’t touch... in fact don’t even look that hard. You’re better off just “glancing”.


Not so, in this case. MotoCorsa has found that balance; where you are invited to embrace the total experience, the lifestyle with all the bells and whistles. They host over 100 events annually that

where you feel welcomed to window shop, have an espresso, and just hang out. You feel a part of the family. It’s that feeling of belonging that will keep you coming back as a customer and a friend.

Contact Info:

include race viewing parties, demo rides and track days as well the Doc Wong Riding Clinic on the first Sunday of every month. MotoCorsa also hosts the Portland’s Area Make A Wish Foundation annual fundraiser. Motocorsa is one of the ideal dealerships

THE SHOW Story and Photos: Allan Lane

Tight Mike’s Garage Passion Every neighborhood has one. The official title is “Hood Wrench”. These are the guys that have converted their garage space into full service shops. As an alternative to the higher costs of dealerships and maintenance shops, the Hood Wrench is on the rise. Particularly in today’s economic climate. Michael “Tight Mike” Webb has been working on motorcycles for over 10 years. His passion for repairing, maintaining and customizing motorcycles has lead him to convert his garage space into a very unassuming, “full on” work shop. On any given day in his garage, you will find a number of bikes at various stages of development and status. Visit Tight Mike a week later and you’ll find a new crop of bikes waiting to get wrenched on. That is pretty great turn around time. But at what costs? Tight Mike charges less than half of the dealership and service shop labor rates. Better rates and faster turn around time than the big guys? How’s the quality in comparison to the shops and dealerships? Believe it or not, it is equal to if not better. Tight Mike’s services include everything from simple maintenance and heavy repair to one off fabrication and full custom painting. All work is completed in the comfort of his garage. To say that he is a best kept secret is an understatement. To some, Tight Mike is a life saver. With an ever growing customer base (some people can’t keep secrets), he has never considered opening a proper shop, hiring employees, advertising, etc... “If I did that, I’d have to charge more!” He’s right. Overhead means higher prices and that is not what Tight Mike is about. If I didn’t know any better, I would think that working on bikes is only a hobby for him. Did I mention that Tight Mike has a full time job, completely non motorcycle related. Tight Mike Webb is not in this for the money, the fame or the glory. He’s in it for the passion. 22 | SPORTBIKESINCMAG.COM

2005 Suzuki GSXR 1000


THE SHOW Story and Photos: Allan Lane

Tight Mike’s Garage Passion


2007 Kawasaki ZX10R


THE SHOW Story and Photos: Allan Lane

Tight Mike’s Garage Passion


2004 Kawasaki ZX10R


Photos Courtesy of,,, & Yamaha

JORGE LORENZO 2010 MOTOGP CHAMPION Lorenzo’s third place, podium finish at the Malaysian round was all that was needed to secure his crown as the 2010 Champion. The championship is the 23 year old, Spaniard’s highest achievement.



Spies was confirmed as the MotoGP Rookie of the Year after his fifth place finish at Phillip Island. He has had an incredible start to his GP career: 2 podium finishes, scored a pole position and landed a ride with the factory Fiat Yamaha team for 2011. “I’m happy to be Rookie of the Year. I beat a lot of good guys for that and it will be an achievement I can be proud of at the end of the season.” - Ben Spies


Valentino Rossi will ride the Desmosedici for the first time officially when the team tests in Valencia, post season this November.



A fourth place finish at Sepang secured the championship and history for Toni Elias, a first for the 27 year old, Spanish-born rider. 28 | SPORTBIKESINCMAG.COM




March 20


April 3


April 24



May 1



May 15


Le Mans

June 5



June 12

Great Britain


June 25



July 3



July 17



July 24

United States

Laguna Seca

August 14

Czech Republic


August 28

United States


September 4

San Marino & Riviera di Rimini


September 18



October 16


Phillip Island

October 23



November 6


Ricardo Tormo – Valencia

The 2010 World Super Bike Champion and Manufacturer Champion have teamed up to defend their titles for 2011 and 2012. “Now we need to prepare as best as we can for next season. We are well aware that we cannot rest on our laurels and that we will be in all of our rivals’ sights. But now I am also sure that we will be highly motivated at the start of the first race, with a bike which I have brought up and which I did not want to abandon, ready to die hard... extremely hard.” - Max Biaggi. The 2010 WSBK Championship is a first for both rider and factory.


(evening race)


(Saturday race)

(MotoGP class only)

AMA SPORTBIKE 2010 CHAMPIONSHIP MARTIN CARDENAS Team M4 Monster Energy Suzuki’s Martin Cardenas was crowned champion after his double victory at Barber Motorsports. GRAVES YAMAHA RE-UP’S WITH HAYES AND HERRIN The 2010 AMA SuperBike Champion Josh Hayes and Daytona SportBike competitor Josh Herrin both have signed deals with Yamaha for the 2011 and 2012 seasons.

MOTOGP STANDINGS MotoGP (After Grand Prix of Portugal - Estoril Circuit) Rider




1. Jorge Lorenzo

Fiat Yamaha


2. Dani Pecrosa

Repsol Honda


Fiat Yamaha




Repsol honda


Monster Yamaha Tech 3


7. Nickey Hayden



8. Marco Simoncelli



LCR Honda motoGP


San carlo Honda Gressini


3. Valentino Rossi 4. Casey Stoner 5. Andrea Dovisioso 6. Ben Spies

9. Randy DePuniet 10. Marco Melandri

Moto2 (After Grand Prix of Portugal - Estoril Circuit) Rider 1. Toni Elias



Gresini Racing Moto2


Mapfre Aspire Team


Fimmco Speed Up


4. Thomas Luthi

Interwetten Moriaki Moto2


5. Simone Corsi

JIR Moto2


Fimmco Speed Up


7. Jules Cluzel

Forward Racing


8. Stefan Bradl

Viessmann Kiefer Racing


9. Scott Redding

Marc VDS Racing Team


Tech 3 Racing


2. Julian Simon 3. Andres Iannone

6. Gabor Talmacsi

10. Yuki Takahashi



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Every month, SBI’s Road Race Contributing Editor and AMA Pro Racer, Melissa Paris will select a few questions from our readers and answer them. If you would like to have Melissa answer your questions about racing, riding, training... anything bike related, send her an email at

Sasha Diehl (Plymouth Meeting, PA): Getting the speed part of riding has been fairly easy, but I’m still having confidence issues in making turns. Any pointers or suggestions? Melissa: Great question. There could be a lot of answers to that question, depending on what exactly it is you aren’t confident of. Are you afraid you won’t be able to get slowed down enough? Are you afraid you’ll run out of racetrack? Do you feel like you don’t have grip? For me, I try to figure out first what is holding me back and then try to resolve the problem. A “confidence issue” sounds like a big messy thing that is hard to sort out, but if you can break it down into smaller more identifiable issues, it’s easier to tackle. A great way to do that is with some one-on-one coaching or a riding school like the Yamaha Champions Riding School or Jason Pridemore’s STAR School.

Anthony Torrance (Philadelphia, PA): What is your mindset when you have to qualify, knowing if you don’t make the cutoff, it’s a wasted trip? Melissa: That would be a pretty gnarly mindset... I guess I’ve never been in the situation where I was in danger of not qualifying, thank the Lord. But qualifying is still very intense. In AMA Pro Racing, you only get one practice session and then you are straight into qualifying. Week in and week out you are generally racing with the same people, and you always want to be in front of them. A good qualifying spot can make your race go a lot easier. For me, it’s been hard because I struggle with getting up to speed quickly. A lot of times my fastest laps come at the end of race 2. I guess that means I’m still learning and still have a lot to learn!





A ‘confidence issue’ sounds like a big messy thing that is hard to sort out, but if you can break it down into smaller more identifiable issues, it’s easier to tackle.” –MELISSA PARIS

Heather McCoy (Scottsdale, AZ): If you could change one thing about AMA racing, what would it be? Melissa: This one is easy. I would get more people out to the race track. The fans are why we have a series to race in and the stronger our fan base is the stronger our series can be. The more people that tune in to watch onTV or show up at the track, the more advertisers will want to get involved, which in turn means more money for more teams and a stronger grid. The racing is so great and the people that have been following the series seem to love it... we just need to rope more people in! Kailyn Andros (Detroit, MI): What’s a good diet and workout program for a racer? What kind of shape should you be in? Melissa: A good diet? You mean Dr. Pepper and Skittles isn’t a good diet? Just kidding (mostly). There are a million different opinions on diet and fitness in this paddock. I can only tell you what works for me. I don’t follow a specific diet at all, but I do try to use common sense. For a while I tried to restrict myself from the things I loved (Dr. Pepper) and I always ended up falling off the bandwagon in a big way. Now, I just make sure I drink plenty of water, and if I want a soda sometimes, then I have a soda! It’s hard to eat right when you are on the road all the time, but it’s important to keep your body well fed not just for fitness but to keep from getting sick with all the travel. I eat a lot of fish and try to get


as much fruits and veggies in as I can. Unlike a lot of people though, I eat a ton of carbs too. I just find that I have no energy when I restrict carbs. As far as fitness goes, a lot of riders are really into cycling. I love to ride my bicycle for cardio fitness. I usually pedal 4 or 5 days a week. In the last year or so I have been working on trying to get stronger too. As much as my size helps acceleration, I’m realizing that it hurts me too!. I get bored in a gym setting so I like to ride motocross when I can...That seems to make me strong in all the right places. Lately, with being injured, I haven’t been able to ride as much and I started going to a local gym called Athlete’s Edge. They do a lot of plyometric stuff that makes you really strong plus they keep it fast paced, so it’s fun...For us, you need to be able to go strong for 30-40 minutes at a time, so you need a combination of cardio and strength and it’s a continuing effort to be the best you can. Alin Pene (Blue Bell, PA) What are the pros and cons of mixing front spring rates? Melissa: In my experience there is no con to mixing front spring rates. The forks are connected in three spots; the upper clamps, lower clamps, and axle, so the forks will always work as a unit. We mix fork spring rates in an effort to have more adjustability. For example, you might have an 8.5 rate in one leg and a 9.0 in the other, which will effectively give you an 8.75. Just something you need to do to get things jusssst right!


Story: Lisa Macknik Photos: Courtesy of Tommy Aquino

Tommy Aquino:AMA Pro Ra


he American Motorcyclist Association (AMA) is an organization made up of the nation’s top teams and riders, who dedicate their lives for and on the track. Season after season, they come together to showcase their inability to be fearful, no matter what may lie around the next corner. Of these brave athletes, Tommy Aquino has caught the eye of top sponsors and fans alike.


cing’s New Kid on the GRID


THE GRID Tommy Aquino “Starting out on aYSR 50, Aquino began tearing up the California Motorcycle Road Racing Association (CMRRA) and quickly moved up to the expert class aboard a Metrakit 50 and 80.” When most kids were playing with G.I Joes, Aquino was buzzing around in his new birthday present, a PW Yamaha. One could say that this was the birth of a pro racer. He began his career racing motocross with the intentions of one day going pro, but a trip to Willow Springs kart track quickly changed his mind. “I ended up enjoying the whole concept of racing on the asphalt, so my dad bought me a set of leathers and my road racing life began.” Starting out on aYSR 50, Aquino began tearing up the California Motorcycle Road Racing Association (CMRRA) and quickly moved up to the expert class aboard a Metrakit 50 and 80. He found himself racing against current team member, Josh Herrin and other older riders which prepared him for the stiff competition ahead. In 2005 and 2006 Aquino competed in the WERA Motorcycle Road Racing circuit as well as the United States Grand Prix Racers Union riding on an RS125. Boasting a second place finish in the West Coast USGPRU and fourth in the WERA Nationals, Aquino finished the season strong, paving the way towards his professional debut. 36 | SPORTBIKESINCMAG.COM


Tommy Aquino 2007 was a season of victory as well as sacrifice. This season, the Aquino family decided to pack up and travel with their son. Since Tommy’s dad, Tom, was also a road racer, he was able to give much needed mental and physical advice during the season. Also in his corner was family friend and Yamaha Motorsports owner, Chuck Graves. “Chuck suggested to race WERA in 2007 and based on how I did, he would consider helping me.” Aquino performed impeccably, bringing home a win from the WERA National series in the 600 Expert Superbike class and finished second in 600 Superstock. Aquino proved that he had what it takes to compete professionally. The only thing standing in his way was getting his AMA

Pro License. So two days after turning sixteen, Aquino made his professional racing debut at Miller Motorsports Park. By the end of the season, which was half

fellow pros allowed closer, more intense racing.” Aquino showed spectators and his new team why he was named Rookie of the Year, finishing in the top three at Mid-Ohio, Topeka, VIR and NJMP. He finished off the season in eighth place in the AMA Pro Daytona Sportbike point standings. Not bad for the new kid. This year’s season was “very up and down” for Aquino. A first for him was clinching the top pole positions at Infineon Raceway and Road Atlanta aboard a Yamaha YZF-R6. Aquino admits, “I need to make a slight mental change on racing for next year, and learn as much as I can before 2011.” What’s the next thing for this young talent? “A championship in Daytona Sportbike sounds good to me!”

“The pace was obviously much faster, and the trust factor between fellow pros allowed closer, more intense racing.”


way over at his debut, Aquino received the honor of being named AMA Rookie of the Year. This landed him a coveted spot on the Graves/Yamaha team. Aquino’s first full pro racing season with Graves was definitely a change of pace. He describes, “The pace was obviously much faster, and the trust factor between

THE STRAIGHT LINE Photos: Meekail Shaheed

Fast by GasT

Superbike Finals





Rider Name

Total Points


Jim Shifflett



George Jones



Shayne Proctor



Rodney Grantt


Michael Rankin



John Loney



Jason Herron



Curtis Griggs



Jerarra Martin



Jerarra Martin



Daniel Joyce





Rider Name

Total Points


Rider Name

Total Points


Jeremy Teasley



Rodney Williford



Rickey Gadson



Jeremey Teasley



Darion Payne



Dimey Eddinger



Mark Billiter



Ricky Wood



Stephon Reynolds



Curtis McDougald



Edward Murphy



Mike Slowe



Coby Adams



Vincent Demito



Sherrell Blake



Brandon Tyree



Ashon Dickerson



Kenneth Edwards



Michael Glace



Sean Walsh



FBR SHOP QUICK 32 (Top 10) Position

Rider Name

Total Points


Rider Name

Total Points


Boo Brown



Eddie Chapman



Jim Shifflett



Ray Morris



Jay Windsor



Rickey Gadson



Kenny Cornell



Jeremey Teasley



Chris Clontz



Steven Dumas



Michael Rankin


Barry Pryer



Andy Baumbach



Keith Thompson



Steven Shriver



Robert Johnson



Shayne Proctor



DJ Lockwood



Leslie Thomas



Louis Green






Tony Stunts I

nnovative, fearless, a pioneer of his sport; Tony Carbajal is a man with one thing on his mind, stunting. Since the age of nine, Tony has spent every waking moment on two wheels. Once he took his first ride, “There was nothing else that could compare. I was hooked.” His first bike was a Honda250 ATC that his brother bought him. Together they would tear up their backyard and make frequent trips to the motocross track. Although Tony didn’t compete, he was always there cheering on his brother. “He competed every weekend, but I was just out for the fun of riding.”


Story: Lisa Macknik Photos: Zach Siglow


Tony Stunts The day that turned his off-road dreams into an asphalt obsession was his sixteenth birthday. Finally, he was able to get his license and purchase his first bike. He found a 2002 CBR 600 that belonged to a guy down the street that ended his riding days wrecking what would become Tony’s fixer-upper. He was also given a hand-medown, two-toned Ford Ranger, but quickly “parted ways and now it sits in Jay Leno’s garage. It’s quite the collectable!” he joked. Two wheels were definitely more his speed, but soon it turned to only one.

Stunting involves various, insanely dangerous, maneuvers that few dare to attempt. Not Tony! He quickly mastered wheelies, stoppies and everything in between. “One of the most challenging stunts to learn was the circle wheelie. It can turn a pretty bike into an ugly one real fast; plenty of bails and crashes with that one.” 50 | SPORTBIKESINCMAG.COM

“I’ve had the opportunity to do wheelies, burnouts, and stoppies in some of the most exotic locations. I’ve rode in some of the worst conditions imaginable, rain, freezing temperatures, but I wouldn’t have it any other way.”


Tony Stunts

After learning the basics, Tony decided to take his stunting to a whole new level. So in 2005 he invented combo coasters. “Kind of hard to explain, but imagine the motorcycle being in a wheelie using no motor at all, and climbing all over the bike, all in one wheelie. It’s an extremely dangerous maneuver.” So kids, don’t try this at home. Before he knew it, his life love was becoming his career. In 2006, Carbajal collaborated with two of the country’s most talented riders, Jason Britton and Eric Hoenshell. They called themselves, Team No Limit. Staying true to their name, there


was no limit on what these guys could accomplish. Currently, they all travel in a touring RV wrapped with killer graphics that turns heads everywhere they go. Tony admits, “A new state, new city, new hotel almost every week definitely beats working in a warehouse or at a desk. I get to meet so many great people and fans that give me inspiration. Being a gypsy on the road definitely has it’s downfalls at times. Sometimes you get sick and are 3,000 miles from home and your own bed. You miss your family, girlfriend, dog; living on the road is not for everyone, but you learn


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Tony Stunts to make it a part of your life while pursuing what you love.” Tony’s determination to push the limit has made him one of the most recognized stunt riders in the US, but as of this year, Team No Limit has been trying for a more stealth approach to their cross country tour. Trying to keep their whereabouts and identities a secret has proven to be harder than they thought. These Stealth Riders have been seen doing stunts in high profile places such as Las Vegas Boulevard, the Hoover Dam, and even in Philly’s very own Love Park, and now we get to watch. “Working on the new show, Stealth Rider, has been quite the experience. I’ve had the opportunity to do wheelies, burnouts, and stoppies in some of the most exotic locations. I’ve rode in some of the worst conditions imaginable, rain, freezing temperatures, but I wouldn’t have it any other way.” Wondering what’s to come in 2011? Tony plans to continue “performing and competing as usual. I plan to team up with more of my sponsors and release Carbajal Signature Series Products.” So stay tuned to get a piece of Tony on your ride.


ILLMATIC SPORTBIKESINC’s monthly sickeSt trick contest Eric Hoenshell’s YouTube video, “The Hoenshell Shutter” became an internet sensation with over 70,000 views in three months. (embed video of Hoenshell Shutter) Eric Hoenshell’s YouTube video, “The Hoenshell Shutter” became an internet sensation Now Eric and SportBikes Inc Magazine wantswith to over 70,000 views in three months. give you a chance to show how ill you can get. Now Eric SportBikes Magazinevideo wants to Here’s theanddeal: Submit Inc a YouTube link, givelonger you a than chance show how ill you can get. no 2 to minutes of you performing your sickest trick. Eric will review each video Here’s thethe deal: Submit a YouTube video Win link, and select sickest trick of the month. no longer than 2 minutes of you performing a prize. It’s that simple! your sickest trick. Eric will review each video and select sickest of thevideo month. Email your the sickest tricktrick YouTube linkWin to a prize. It’s that simple! with ILLMATIC in the subject. Email your sickest trick YouTube video link to order to be eligible, the riderwith in theILLMATIC submittedin the subject. video must be wearing a helmet, gloves, body armor or a jacket with armor in it and long pants In order to beSafety eligible,first! the rider the submitted or leg armor. Wearinyour gear! video must be wearing a helmet, gloves, body armor or a jacket with armor it and long pants *SportBikes Inc Magazine, Ericin Hoenshell, partor leg armor. Safety first! Wear your gear! ners, sponsors and advertisers are in no way responsible in the event of damage or injury that *SportBikes Magazine, Eric Hoenshell, partmay result inInc participating in this competition, ners, sponsors and advertisers are in no way to you or your vehicle used in said competition, responsible in the event of damage or injury that including death. may result in participating in this competition, to you or your vehicle used in said competition, including death. CLICK HERE TO PLAY THIS VIDEO 56 | SPORTBIKESINCMAG.COM


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THE LIFE Featured Club

Diversified Riders

Chapter: Ambler, PA | Founded: 2006 | Members: 30 Officials: President - Thumper | Vice President - Sugar Bear PRO - Xman | Treasurer - Buckshots | Secretary - Lil’ Steps (Crystal Collier) Sergeant-At-Arms - Jug Head | Road Captains - Shep, Chink and Guru

Rocker Interpretation: The DR patch represents diversified riders, all types of people (races) and all types of bikes. Club milestones/memorable moments: The Junior DR kids’ camp and their annual community block party. Future of the club: The future is to grow the club with quality positive individuals to promote brotherhood and to become active in the community.



THE LIFE FEatured riderS Anthony Torrance

Philadelphia, PA

SEPTA Bus Driver

STATS Years Riding: 18 years, road racing 5 years RIDING STYLE: Track bike(s) Owned: Yamaha FZR and 6 GSXR’s. Currently own a 2007 Suzuki GSXR 600

FAVORITE PIECE OF GEAR: My Arai Helmets that I collect. I have 12.


most memorable ride: Getting chased from Baltimore Harbor by the state troopers and leaving their asses, blowing tollbooths on the way!

Jesse Bourque

Wichita, KS

Event Coordinator

Years Riding: 12 years including dirt riding, 3 years street RIDING STYLE: Street and Stunt bike(s) Owned: YZ125, KTM250sx, KTM450sx, 1998 GSXR 600SRAD, 2008 GSXR 600, 2004 ZX636 FAVORITE BIKE MOD/ACCESSORY: GPR Stabilizer, Freestyle Ingenuity crash cage and Sprocket Specialtists 60 tooth rear sprocket.

most memorable ride: One of our monthly rides we ‘almost’ made it to. Got about half way to Cassoday, KS and everyone decided to turn back (because parts were falling off of bikes and things over heating). On the way back to town, two bikes break down at the same time. So we spent three hours on the highway waving at people and chatting up random girls that stop to ‘help us out’.





FEatured THE LIFE rider FEatured riderS “Fast Eddie Cass”

Sarasota, FL

STATS Years Riding: Knee high to a duck

RIDING STYLE: Street, strip, track or stunt: All of the above bike(s) Owned: 2004 MV Agusta F4-750 SPR and a Suzuki GSXR 750 FAVORITE PIECE OF GEAR: My helmet. You won’t catch me without one.


most memorable ride: The ‘church’ days of River Road in New Hope, PA and the ‘illadelph street racing nights I was raised on.


GEar CHECK. Welcome to a brand new powersports event experience from the ground, up. This will be a completely new visual design and environment custom-built for you as a sportbike enthusiast. • JaSon Britton tEam no Limit StUnt SHow: Straight Out of Hollywood • DEmo riDES in SELECt marKEtS: Real Life Evaluation • nEw moDELS: Photos Don’t Do These Bikes Justice • ULtimatE BUiLDEr CUStom BiKE SHow: The Elite in Custom Bikes • PrizES anD GivEawayS: Hundreds of Dollars in Free Stuff!


FEatured THE LIFE rider FEatured riderS


Sarah El-Kholy

Cairo, Egypt

STATS Years Riding: A few months RIDING STYLE: Street bike(s) Owned: Currently riding my boyfriend’s Yamaha R1



most memorable ride: The best ride I had was riding for one hour on a highway with maximum speed with my boyfriend and a group of sport bikers.”


Photos: Meekail Shaheed Story: Leon L. Brittain

Sport Biketober Maravilla Productions held their second annual Sport Biketober Fest this October. This is a must attend event for those traveling down to the Daytona, FL area for Biketober Fest. As the festivities went down and the clubs rolled in, SportBikes Inc Magazine was in the building to check out all the action.


Fest 2010



Photos: Meekail Story: Leon L. Brittain




Photos: Meekail Story: Leon L. Brittain




Story: Mark Rozema Photos: Courtesy of Kawasaki, Suzuki and Graves Motorssports

MEET YOUR AIRBOX Let’s Take a Look at the Evolution of the Airbox


ack in the early days of motorcycles, the airbox was designed for a very simple function, to hold or enclose an air filter in an effort to keep dirt, water and debris from entering the engine. Many older models would see a performance gain by removing the airbox and installing “pod” filters and velocity stacks. Drilling holes in the airbox was also a common practice as these early airboxes where quite restrictive and not 72 | SPORTBIKESINCMAG.COM

designed with performance in mind. Starting in the mid 80’s, manufacturers began to redesign airboxes with more performance in mind. Larger volume and inlets that allowed fresh cool air to enter the airbox became the common practice. Air filters were redesigned to flow at higher rates, and intake noises were greatly reduced. It was during this period that manufacturers began applying the Helmholtz theory of resonance to improve engine power.

Hermann von Helmholtz (1821-1894) was a German physicist who discovered that certain proportions of chamber volume, tube diameter, and tube length would create an enclosure that would absorb certain frequencies. By modifying these proportions, motorcycle manufacturers could develop an airbox that not only flowed enough air to be unrestrictive to the engine, but also could resonate at frequencies that would help fill in the dips of the power curve. Another advantage to the Helmholtz resonator is its ability to absorb sound. By adding Helmholtz chambers along the intake tract, noise could be reduced in an effort to help meet EPA noise regulations. In 1990, Kawasaki released the ZX-11, the first production “ram air” motorcycle. This design added a new level of performance to the airbox. By moving the airbox intake to the front of the motorcycle, intake air velocity is increased with speed. A supercharging effect is reached at high speed; this positive airbox pressure generates a small increase in horsepower. This design laid the ground work for the airbox design of most modern sportbikes.

Now with the aid of the Helmholtz theory manufacturers could build an airbox that serves many functions:

that manufacturers are even designing the frame around the airbox. Many motorcycles have the intake air passing through the frame around the • Deliver clean, dry air to the steering head in an effort to maximize engine performance. Ducati designed the • Vent crankcase pressure Desmosedici so that the frame acts as • Resonate frequencies that would the airbox. aid in mid-range performance As you can see, the airbox has • Reduce intake noise to meet evolved into a critical part of the current EPA standards motorcycle and it will be interesting to • Generate positive atmospheric see the new and innovative ways the pressure for a boost in peak manufacturers are able to further improve horsepower its performance. With all of these advances in airbox technology could it get any better? In 2008, Yamaha took airbox design one step further - variable length velocity stacks. By moving the velocity stacks up and down with a small electric motor, the tuned length of the intake track could be changed by RPM. The addition of this system allows the airbox resonance to be tuned to provide a very linear power and torque curve. And with the addition of a racing ECU (Engine Control Unit), the opening RPM can be altered to compensate for performance modifications to the engine (a huge benefit in racing). You will also find many manufacturers using flaps in the intake system to control tube length. It is important to understand that these flaps, and the size and length of the ducts, aid in tuning the intake resonance and play a very important role in tuning the engine. By removing flaps or changing the size and shape of the ducts, you are most of the time doing more harm than good on a stock engine configuration. Years of development have gone into these systems to provide the best possible combination of power, torque and noise cancellation. The airbox is such an important part of the performance of the motorcycle SPORTBIKESINCMAG.COM | 73


Story and Photos: Brian Larson

Avoiding Excessive Heat: with Heat Shed Coating

“Excessive heat will cause extra stress to metals which can lead to premature failure of that part.” Before


xcessive heat will cause extra stress to metals which can lead to premature failure of that part. After 30 minutes of riding your motorcycle, you can feel the heat coming off of the radiator. Too much heat lowers the total amount of horsepower your engine can make. Heat Shed Coating, a service provided by Performance and Perfection, is the solution to eliminating unwanted heat from your bike’s metal parts. When your motorcycle is in motion and the air comes in contact with the coated radiator, the air will bind with the Heat Shed Coating to pull the heat from the metal. It’s common knowledge that your bike runs cooler when it’s sitting still. This is why the Heat Shed Coating works so well. By having the coating on the radiator, the air’s cooling effect is accelerated. Essentially, it aids the natural cooling process three times more effectively than a non-coated radiator. This Heat Shed Coating was tested on two Suzuki GSXR 1000’s, one with the Heat Shed Coating and the other without the coating. The bikes idled to a temperature of 180 degrees and were ridden for a


distance of one mile at 40mph. The non-coated radiator had a temperature reading of 237.5 degrees. The Heat Shed coated radiator held a temperature reading of 164.8 degrees. That’s a difference of 72.7 degrees. (see before and after images) The benefits of the coating cater to multiple disciplines: Drag racing, Road After

racing, Stunt riding, etc. Heat Shed Coating allows you to get back the power that you would normally lose with a non-coated engine and minimize the overheating of your bike’s metal parts. There is horsepower waiting for you. Discover your Heat Shed Coating options today at www.







port bike racism! Is there such a thing? Well. yes, and those of us who have been pulled over by the cops may have been witness to this first hand. I want to explain it a little more and then you decide if this is a true statement. I own a 2009 Yamaha R1 and I am also a Jesse James West Coast Chopper El Diablo 2 owner. I have been pulled over on my R1 so many times,but have seen the same cops and gotten so much love from them when I’m on my chopper, I’ve even said to these same cops, “Don’t you remember me?” and they say, “no”I tell them that I’m the same guy you’ve been pulling over all summer on my R1 and they start to laugh and say “you should ride this chopper more!” That right there let me know that the racism for sportbikes was on and poppin’! Whenever I ride my chopper I get away with murder on that thing and I get the thumbs up from every cop I ride by, but when I’m on my R1, I get the dirty looks. Is it because most sportbike riders out run the cops on these bikes or because they hate the fact that some of them are Japanese made? Whatever it is, we have all probably experienced it at one point in our riding careers. I asked a friend of mine who was a cop for the NYPD for 25 years and rides a Harley 76 | SPORTBIKESINCMAG.COM


Davidson. He said he has witnessed the profiling of how the police do seem to attack and harass sportbike riders more than cruiser riders. He said a lot of cops just hate the fact that sportbikes can run and they can’t catch them. However if and when they do catch them, cops beat their ass, wreck the bike and arrest the rider. Another observation…Ever notice that when you ride your sportbike, other sportbike riders wave to you and cruiser riders never wave at you? But they wave if you are on a cruiser or chopper? One day last week I had a Harley Davidson guy wave to me on my R1, and I thought, “There is a guy who just has respect for the motorcycle rider” and that’s how it should be among motorcyclists. We shouldn’t have an “us against them” type of attitude. We all love to ride and we should respect anyone who can get on these machines. I know many of you don’t have the two bikes like I do, and don’t flip between the two worlds of chopper and sportbikes, but if you do, try it and see if you notice the racism that I’m talking about. And the next time you ride just wave to the next person you see on a motorcycle despite of what kind of bike they are on.   




improve your skills

Story: Eric Wood Photos: Courtesy of Eric Wood/Penguin Racing School

Where’s Your head at?

Eric Wood


o the outside observer, riding a sportbike is a physical exercise that requires skill, balance, precision and perhaps a touch of bravery. Good physical condition and aptitude with the controls are certainly required, however, any rider who has experienced the track knows that mastering the art of riding at speed is as much a mental exercise as it is a physical one. Track day riders and racers alike will agree that it is most often the mental rigors of mastering the track that present the biggest hurdle when attempting to make progress. With this in mind, this article will discuss the mental preparation that is essential to improving your track skills with the greatest possible efficiency.


For many, the attraction of the track centers very much around the fact that the opportunities to learn and improve are seemingly limitless. When looking at this learning process, we find that most riders are able to make measurable progress when they hit the track with a single focus each session. When able to maintain this focus the process of working on braking, body position or any other single technique will not tend to cause a rider to feel overwhelmed. However, the capacity for most riders to maintain this singular focus drastically diminishes when they have not done the requisite preparatory work. This work involves spending a little extra time early in the day in order to make available

the mental processing power needed to work on this new skill. In order to have the capacity to think about any of the skills needed to gain confidence you first have to know exactly where you are going on the track. Kenny Roberts used to always say “learn to go slow in order to go fast�, and this simple concept has many applications. When applied to learning a racetrack, going slow early in the day will grant you the additional mental capacity you need in order to retain the information the track has for you. Fortunately, it only takes a small reduction in speed to allow a rider to relax and direct full attention to creating an invaluable set of reference points.

When there are not enough (or an should generally be able to both see absence of) reference points to create your exit point and be aimed towards it a complete picture of a line through (the correct trajectory). The strategy in a corner, there are several problems each corner is centered around the apex created. Since there are no specific and this should be the first reference points to look for down the track, a rider’s vision tends to Eric Wood be drawn into the road right in front of them. This not only increases the perception of speed but also leads to a lack of smoothness due to mid-corner corrections. To understand why this happens one would only need to imagine the difficulty of walking straight to a target 300 feet away while looking straight down at your shoes. When riders become the most comfortable they typically have a minimum of three to four reference points per corner and are able to scan back and forth from one to the next, enabling them to visualize a smooth path all the way from entrance to exit. Riders can typically learn 2-3 corners per session and should start memorizing the track in critical areas first. Fast corners, blind areas and big braking zones should be given priority as these tend to be the areas on a track that create the highest point you seek to obtain in each corner. stress. Remember that the point of this In a future segment we will discuss the process is to know exactly where you process of analyzing a corner to decide will go before you get there so that both if the priority for your efforts will be to your position on the track and the timing maximize entrance speed, roll speed or of your inputs are set. Uncertainty when exit speed. it comes to things like brake points, turn With the apex set, riders should next points and apexes in critical corners will establish a turn point that brings the consume nearly all of your focus and motorcycle to the apex at the proper attention. The anxiety of approaching trajectory. A turn point that is too early a fast corner without precise references will run you wide of your exit point and removes all of your filters and robs your one that is too late will often cause you attention from the primary goals you to miss the apex. As you gain speed, have set for that session. this turn point is the reference that will Once a rider has conquered the most often be subject to change. Apex areas of highest stress, the next priority points and trajectories tend to stay relais to establish apexes, turn points and tively constant once a corner strategy is brake points for the remainder of the determined. However, as braking gets track. When you are at your apex you deeper and entrance speed improves,

the turning of the motorcycle tends to need to happen earlier, more quickly, or a combination of both. Your cue for when to open the throttle is triggered by your exit point. As your turn point brings you towards the apex you should be scanning up the track for your exit point. Ideally, as soon the major part of your turning is done you will be able to see your exit point and start rolling on the throttle again. The earlier you are able to look up and draw the line from the apex to the exit, the slower you will feel you are going and the sooner you will crack the throttle. The final point to fine tune is the brake point (if your target corner has a brake point). Many riders tend to work on moving brake points up first, but this is a common mistake. A rider will set an early, safe brake point when first riding around the track and this is a good place to start. In the end, an ideal brake point can be described as one that brings you to your turn point at exactly the speed that allows you to make your apex. If riders attempt to decide this point before establishing mid-corner and exit trajectory, the learning process gets halted as the entrance becomes a rush of scenery without a focus or goal. When reference points are missing, a rider has to make an educated guess on where they should be and, as a result, consistency and confidence drop off. Taking the time to slow down and map out your strategy before attempting to ride hard will produce faster lap times, fewer mistakes and a vastly better mindset for learning. Lines and reference points will require less and less of your attention, leaving ample space in your head to work on your riding...which is where we will begin next month. SPORTBIKESINCMAG.COM | 79


MOTORCYCLE STUFF The staff here at SportBikes Inc Magazine, in the spirit of Thanksgiving, thought we would take a moment to give thanks to the higher beings of the motorcycle universe for things that matter to us. You know... Motorcycle stuff.

Five words: One piece leather race suit When I was a kid, I was an avid comic book reader. I’m talking the classics: The Uncanny X-Men, Batman, The Amazing Spiderman, Superman, Iron Man, etc... It was the artwork that initially drew me in and then the story lines that captivated me. But to be honest, I truly dug the concept that a grown man could wear the uniforms, sometimes even a cape, that these characters were wearing. Not only were they kicking ass, they were getting the girls too! Fast forward to today. I’m thirty five years young. I’m married to a beautiful, wonderful woman. I get to ride and write about motorcycles for a living. And I get to wear a one piece leather race suit. Not only do I get to wear my one piece leather suit, but I look pretty badass in it as well, on the track or off! I do get a few odd stares from the local Wawa customers when I visit after my early Sunday morning rides. I know they are thinking, “How cool is that guy!” Or, “He looks like a Super Hero!” The point is, my suit and my other gear’s main function is to serve as protection from the asphalt and elements. But every time I suit up, donning my helmet, boots and gloves and throw a leg over my bike, I’m getting back a little piece of my childhood. And for that, I’m thankful. –Allan Lane, Publisher and Editor-in-Chief

One thing I am grateful for in the world of motorcycles... It would have to be my husband, Josh Hayes. That’s right... I went there. The truth is - I am so incredibly thankful to have him in my life. Before I met Josh I definitely had a dream, but he showed me the path to achieve it. I’ve always been willing to put in the hard work, whatever it takes, but in many ways Josh is the one who showed me what it takes. I watched him train himself into the ground, beg for any opportunity he could get, and make the most of the ones that came his way. More importantly than that, in the last year he has stood behind me no matter what. When I broke my leg last year he waited on me hand and foot, slept on the couch next to me for weeks, and when I wanted to race three weeks after the injury he had my back. He understood that I couldn’t live with not knowing what would happen if I didn’t try. Fast forward a year, six surgeries and several more broken bones... he is the only one (besides my Dad) who hasn’t asked me, “Are you still sure you want to do this?” He just tells me I’m tough, sets my bicycle up on a trainer, lets me lean on him as I hobble towards my motorcycle, and puts his arms around me when I’m sobbing like a baby. What more could a girl want? –Melissa Paris, Contributing Road Race Editor 80 | SPORTBIKESINCMAG.COM

WE ARE THANKFUL FOR When it comes to exhaust systems, I am thankful for my Titanium Akrapovic dual exhaust, which I have on my Yamaha R1 (given to me by Ben Spies). I also have a single on my Aprilia SXV, which is also Titanium. I was able to remove my factory exhaust system and install the Akrapovic system in a few hours time, with the provided instruction manual, but if you don’t have the tools or the time, I’m sure your local motorcycle shop will gladly assist you. I love the sound and the horsepower gains that I get from this exhaust, and the fact that it weighs next to nothing. Akrapovic makes exhaust systems for most motorcycles. You can check out their website,, to see if they have one for your motorcycle. You can also see the graph chart of stock horsepower and Akrapovic horsepower gains after install. The price is not cheap, but then again, if you want the best in horsepower gains and weight reduction, then you’re gonna have to spend a lil’ cheddar to get it! They also make exhausts for Porsches and BMWs, but I love that they have an exhaust system for my 2009 Nissan GT-R as well! The craftsmanship on the Akrapovic is a master piece and the welds are smoother than your girlfriend’s skin after a salt scrub! So, when looking at exhaust systems, check out Akrapovic! It’s the best money can buy, even World Superbike riders use them! Just ask Ben Spies what helped him win the world championship! –Tyson Beckford, Lifestyle Editor

This time of year, as we sit around the table to break bread with family and friends, we reflect upon the many things we’re thankful for, timeless memories, cherished moments, new opportunities, getting away with something you shouldn’t have gotten away with, hypothetically speaking, of course. Me, I’m thankful for the safety advancements made in our industry, particularly anti-lock brake systems (ABS). I had the pleasure to test one of the earlier systems a few years back on a cruiser, then on BMW’s K 1300 S sport cruiser and am now looking forward to testing Kawasaki’s ABS system on their new ZX-10R. This feature was once relegated to high-end expensive bikes, but with more studies showing fewer fatalities with bikes equipped with ABS as opposed to non-ABS bikes, we are beginning to see this on more affordable bikes, again case in point, the new ZX-10R. The system basically operates the same as in a car (more in-depth coverage in upcoming issue) allowing the rider to come to a controlled stop when faced with an unexpected situation. Not that you should ever rely solely on technology to save your hide, but anything that helps to keep us and our bikes in one piece is a good thing and certainly something for which to be thankful. –Leon Brittain, Art Director SPORTBIKESINCMAG.COM | 81


What am I thankful for? Sometimes the simplest questions are the most revealing. When I was asked to write a short piece on what it was in motorcycling that I am most thankful for it brought me into a momentary state of reflection. It was like watching a series of 3 second films from the past year that details events, parts, bikes, struggles, breakthroughs, good times, tough times, and people….lots of people. The more I thought about it, the one thing that I was most thankful for, I kept coming back to the same thing….the people who love motorcycles. I am fortunate enough to run into motorcyclists nearly every day of my life. From racing to teaching the Penguin School to running Woodcraft, I get to see these people in many different aspects of what they do. Most of my friends, family and acquaintances ride bikes….and I’m lucky for that. I’m lucky because in addition to sharing a common passion, motorcyclists tend to be the “doers” of the world. They tend to work hard, take risks and be a fully active participant in life (as opposed to a spectator). They do things, go places and tend to appreciate simple things like quality, honesty and the great gift we have of living in this country. These characteristics are infectious and I am thankful for that as well. I am thankful that I am able to make a living in an industry that I love and that through this living I get to interact with people who inspire me to be better almost every day. –Eric Wood, Contributor

I am most thankful for my motorcycle helmet. When I am behind the shield ambient sounds are muted, tempered only by the idling growl of my eager steed. As her engine simmers, I pause for a brief moment of meditation. With my eyes shut, I breathe deeply until my lungs are filled; allowing myself to briefly escape to another time and place. In my mind’s eye, I recall vivid images of myself standing in the tunnel at Aloha Stadium, moments before gametime. I give one last nudge to my helmet ensuring that my shield is secured. On cue, the band plays our fight song, sending 50,000 fans into a frenzied pitch; all of which is muted by my single-minded focus on the task at-hand. As the signal is given, I stride into the arena - prepared to face the enemy with the heart of a lion and a Warrior’s spirit... As I slowly exhale and open my eyes, I slide into the zone. I give my trusty lid one last nudge to inspect it’s security, then I roll onto the throttle with a single-minded focus on the task at-hand. Although far from my days of college football, I am still comforted by the familiar sanctitude of my motorcycle helmet. Strange parallel, but true. –Carlos Anderson, New Media Director


First of all I want to thank God for giving me the health and means to ride. Riding is one of those things some of us who are fortunate to be able to domay take for granted. I don’t know what I would do if I was not able to ride so Big Ups to the Big Man! Now for the gear....hands down I am most thankful for the ICON Squad II Military Spec Backpack! As staff photographer for Sport Bikes Inc Magazine, Allan has me rolling up and down the east coast capturing shots at all the hot sport bike events. My photo equipment and laptops need to be with me at all times, the ICON Squad II meets all military requirements for a high-visibility PPE Heavy-duty nylon rip-stop chassis. It can hold all my gear while providing a unique comfort-fit chest closure system. It has a laptop compartment holds up to 15” laptop. The helmet storage compartment, integrated shield storage pocket, and tool storage Jacket carrying system can hold my photography gear with room to spare! Much respect to ICON for developing this state of the art backpack that not only holds everything, but fits snug and secure when my Busa and I hit the highway! –Meekail Shaheed aka Mickey Gunz, Staff Photographer

As I am thinking of all the things I am thankful for, I narrow my choices down to one thing that we riders simply can’t live without; the throttle. First coined in the 1870’s, this mechanism not only helps feed the engine, but it also gives us adrenaline junkies our proper fix. Not being accredited to one specific person, the invention of the throttle has opened up a whole new world of high speeds and controlled stunts. Without it, we may have never seen the open road. So thank you, mystery man, for this priceless gift for which all racers, stunters and enthusiasts cherish every day. –Lisa Macknik, Staff Writer

This Thanksgiving I’m thankful for my Snap-on digital torque wrench. It allows me to be extremely precise with all of my engine and chassis torque specs. –Mark Rozema, Moto Tech Editor


THE NEW ISH ICON • SUPER DUTY 4 BOOTS The first generation of the Super Duty Boot is arguably one of the best street riding boots in the last ten years. While the following versions, the SD2 and SD3 maintained the safety features that Icon advocates, they lacked the aesthetic appeal of the SD1. We were so happy to learn that Icon has decided to return to the original look of the SD1 with the Super Duty 4. The defining characteristics of the SD1 are there but upgrades have been made. An improved sole is more supportive, longer lasting and offers better grip for today’s rider. The SD4 is fitted with a support strap across the middle of the foot that has a new aluminum buckle for improved foot retention. Other features include: internal ankle protection, low profile lacing system, shifter interface nubs and footpeg interface arch. I said... a footpeg interface arch! Sizes: 7-14 US Colors: Black, Wheat, Brown Prices: $90.00 Contact:

WHEEL JOCKEY The Wheel Jockey is one of those simple products that makes you ask yourself, “Why didn’t I think of that?” It makes cleaning your wheels, lubing your chain, positioning your valve stems and inspecting your tires a breeze. While there are other versions of this tool available on the market, the Wheel Jockey

is the only one that is small enough to fit into the storage space of most sportbikes. Tough, useful and tidy, the Wheel Jockey is a welcome addition to any bikers’ tool box. Price: $59.00 Contact:

VIDEO X SPORTS • ULTIMATE RACERS: MOTO GP 990 DVD Looking for an addition to your DVD collection? Maybe brush up on your Moto GP knowledge? Ultimate Racers: Moto GP 990 is a cool look into the world of teams, managers and crews when the bikes were 990 ccs. Ultimate Racers is a behind the scenes look into what goes on, sneaking a peek into the Fiat Yamaha,


Suzuki and Ducati Moto GP world. Valentino Rossi, Jorge Lorenzo, Casey Stoner and Nicky Hayden are featured as well as Loris Capirossi and Chris Vermeulen. Price: $24.95 Contact:

SIDI • COBRA COMPETITION SPORT BOOTS The new SIDI Cobra boots will be new for 2011 but they are hot enough to be dropped right now. The Cobra boots are a great entry level boot offering major protection and features. Your Achilles tendon is protected by SIDI’s Vertebra System while your ankles are secured by thermoplastic resin. The toe scuff pads are bolted on, adjustable and are easily replaced. Removable arch supports and replaceable heel cups are also bonuses. Did I mention that they are only $250? That’s a lot of boot for your buck! Sizes: 39-50 EURO Colors: Black, Black-White, Black-Red, Black-Blue Prices: $250.00 Contact:

CRG • ARROW BAR-END MIRROR CRG has come out with an alternative to their durable circular bar-end design with the new Arrow model. It’s aerodynamic and billet aluminum construction allows for a greater mirror viewing pane. You can actually see what is behind you, minimizing blind spots and making take overs and lane changes safer. The Arrow features a multi-position mounting system and automotive quality convex mirror glass.

CRG offers repair kits for their entire line of mirrors at reasonable prices. Most importantly, the Arrow looks cool! Its design is a better suited match for modern sportbikes. Price: $109.95 Contact:

EVR • DUCATI VENTED CLUTCH PRESSURE PLATE Sans any fluid in the clutch basket, the dry clutch on Ducatis can get pretty hot. You have a few options when it comes to accessorizing this set up but you would be doing your bike and yourself a huge favor by investing in a vented pressure plate. The CNC machined EVR vented clutch plate ventilates the clutch, lowering temperatures by 10% and increasing the lifespan of the clutch plates. It also has an increased plate height to protect the clutch hub posts in the event of a crash. A pre-installed bearing is also included. Available in 16 color combinations, EVR vented clutch pressure plates look as great as they perform. Price: Starting at $149.95 Contact: SPORTBIKESINCMAG.COM | 85

THE NEW ISH RICK’S MOTORSPORT ELECTRICS • OEM STYLE RECTIFIER/REGULATOR Being subject to the backorder list of your bike’s manufacturer for OEM parts steals time from your ride. Sometimes, it can deplete the contents of your wallet as well. So what do you do? Sit and wait at the parts counter of your local shop or dealership hoping that the UPS truck has just delivered your part? If you’re waiting for an electrical part, you now have options. Rick’s Motorsport Electrics specializes in charging, starting and ignition systems for motorcycles. Their OEM Style Rectifier/Regulator is designed for plug and play installations using your factory fittings. For a fraction of the price and a fraction of the time, Rick’s Rectifier/Regulator is affordable and sometimes ride savers. Keep a back-up Rectifier/Regulator in the kit for the race, track day, stunt session, etc. Rick’s manufactures OEM replacements for a large variety of late model bikes and all units come with a one year replacement warranty. Finally, there’s one less thing that we have to wait an unreasonable amount of time for. Price: $150 Contact:


TWO BROTHERS RACING • V.A.L.E. 4-2-1 FULL EXHAUST (2010 BMW S1000RR} Two Brothers Racing exhausts have always owned their unique “grunt” sound and distinct look. With the introduction of the “Black Series”, Two Brothers broadens their appeal to the aesthetic conscience rider. This full system is pure eye candy mounted upon the BMW S1000RR. The system offers a gain of 9.95 HP (stock 178.29 HP) and 3.23 foot pounds of torque (stock 78.75 FT-LBS) while lightening the overall weight of the bike by 13 pounds. The decibels are raised to 97 at 2000 RPM. Stock decibels are 88 at 2000 RPM. Yep, they’re gonna hear you coming! Some advocates are calling the S1000RR the most powerful, fastest, most advanced 1000 cc bike on the planet. Two Brothers may have just inflated the bike’s ego a tad bit more with this system. It may unlock the beast inside that BMW hasn’t told you about. Price: $1164.98 to $1264.98 Contact:

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staff stuff ICON • METAL GOD LEATHER JACKET Allan Lane The Icon Metal God jacket is one of those epic, once in a lifetime, articles of gear. It’s intimidating. It’s heavy. It’s hand stitched and tattooed with titanium skulls. It’s constructed of vintage black leather...One might consider it the ultimate, bad ass biker jacket. You know what? It is... God forbid if I ever go down in it...Sparks would fly like the fourth of July! But in true Icon fashion, this jacket was designed with all of the safety features and standards that Icon has made their calling card. It’s armored where you need it, has an awesome venting system and includes a full insulated removable liner. Yes, it has a hefty price tag of $1200.00. But is a true limited edition and very rare. I have yet to see someone ride by me wearing it unless I pass a large reflective surface. Only 100 were made and it is rumored that only 50 of them made it to the U.S. I was able to get my hands on number 15 of 100 before the jackets were completely sold out, never to be made again. Seeing the Metal God in person is one thing. Trying one on is an experience. Owning one gets you great customer service at the Apple Store. Rating: 6 (out of 6)

JOE ROCKET • REACTOR JACKET Leon Brittain Just as one helmet is not enough, the same is true with your jackets. You may have your everyday riding jacket, your jacket for the streets and you have to have your hot weather jacket. Living in the mid-Atlantic region the heat and humidity in the summer can be brutal. An 80 degree day can easily feel like 90+ when factoring in the oh-so sticky humidity – definitely not the time you want to don your full leathers. Even on the hottest of days, I refuse to go out without the right protection on. Hence, one of my favorite items is the Joe Rocket Reactor 2.0 Jacket. With its combination of leather and mesh with shoulder, elbow and spine protectors, I can ride out on those hot days knowing I have the protection I need to minimize the possibility of road rash while remaining stylish and comfortable. It isn’t quite the sensation of biting into a York Peppermint Patty, but it absolutely beats what I’m sure is a less enjoyable experience of flesh against hot asphalt. With its styling, protection and comfort, my Joe Rocket Reactor gets a solid 6 out of 6 gears. Rating: 6 (out of 6)



staff stuff ALPINE STARS • RC1 LEATHER JACKET Carlos Anderson The Alpine Stars RC1 is a full grain leather jacket with removeable CE armor in the arms and shoulder, along with SE protection in the chest and back. An optional upgrde is available for a full CE back protector, Even on a hot day in California, the perforated leather keeps it’s cool; and the sleek, tapered design fits me like a glove. This jacket never hampers my mobility while I’m riding and the auto-lock zippers help to ensure that it stays on my body in the event of a get-off. Whether I’m motoring down the I-5 or grabbing a bite to eat with the crew during a local bike night, when I dawn my Astars RC1, I roll in style and comfort without skimping on safety. This is, by far, my favorite daily riding jacket ...I’m sure it will remain so for some time to come. Rating: 51/2 (out of 6)

LAST MONTH’S POLL: Do you use your rear brakes?

POLL RESULTS Eric Wood gives his professional opinion:

RESULTS “Personally, it is ‘sometimes’. When I ride on the street I am not braking anywhere near the limit, so I will use the rear brake in conjunction with the front brake in most corners. When on the track, for me, the rear brake is reserved for special situations when it is needed. For the majority of the brake zone on the track my rear tire is just skimming the ground. Since there is virtually no weight on the rear tire at this point the rear brake is useless. When I settle into the corner and the weight distribution begins to even out the rear brake can be useful to tighten up the exit of a long turn and to help control mid corner chatter..... 90 | SPORTBIKESINCMAG.COM

we can expend on this concept at a later date. Finally, when riding a superbike the rear brake can be used to control wheel spin out of a tight corner. This was a valuable lesson learned exiting the final turn at Laguna Seca that allowed me to apply full throttle without lifting the front tire too quickly. You will get a variety of opinions when you ask riders about the rear brake. The thing that holds true in all cases is that it should always be applied and released smoothly. When on the racetrack, it is one of the last skills learned for many riders but there is no doubt that it is used by many riders at the highest level. Honestly, I am still working on it after 20 years on the track. If the rear brake is not natural and automatic for you to use on the track, I would recommend allocating your attention to other skills that will pay you greater dividends first.” Eric Wood Lead Instructor - Penguin Racing School President - Woodcraft Technologies Inc 20 years of racing experience

NEXTISSUE Ernie “E-Dub” Vigil 2011 Yamaha R1 Josh Hayes Holiday Gift Guide


Troy Bayliss III Time World Superbike Champion

EVERYDAY IS A RACE DAY. DIABLO ROSSO™ Corsa. Every corner is pure excitement. Stable in braking, precise in line, fast on exit and the throttle beckons to be opened again. A riding experience Pirelli brings to the road directly from the Superbike World Championship. From the rear tire’s three zone differentiated compound and EPT technology that optimizes the contact patch, exceptional performance is guaranteed both on the road and on the track. DIABLO ROSSO™ Corsa: every day is a race day.

Sportbikes Inc - November 2010  

This issue is HOT! Featured on the cover is the new 2011 Ducati 848 Evo, photographed by Elizabeth Rabb. Inside you will find roadrace cover...