when the rear end steps out into a nasty slide

Ask The Pro - Motorcycle Riding Technique

From the September, 2007 issue of Motorcyclist

Keith Code has been helping people come to grips with fast-moving motorcycles for three decades. Shortly after retiring from AMA Superbike racing in 1979, he founded the California Superbike School. As the author of A Twist of the Wrist 1 & 2 and The Soft Science of Road Racing Motorcycles, this two-wheeled Obi-Wan Kenobi has forgotten more than most riders know. Here's his take.

Q. What's the best thing to do if/when the rear end steps out into a nasty slide? Conventional wisdom says steer into it, but that doesn't make any sense to me. Bikes are all about countersteering, right? Which is essentially opposite of what you do in a car, correct? So how does turning into the slide the way they teach you in Drivers Ed. do any good?

Say the rear steps out in a left-hander. Any sort of right-hand steering input just cranks the bike over more to the left, calling for rear grip that obviously isn't there. I'd rather make the tire's job easier and turn right before the slide goes too far and I run out of steering lock. If it goes that far, the front will go the wrong way and I'm liable to get spat over the high-side into the weeds. Apologies for all the creative visualization required here, but I'd really like to know what you think.
Name withheld by request

A. On a motorcycle, the fork rotation in a slide is automatic. The rider doesn't have to turn the bars in the direction of the slide. It is done for him by the machine, which is trying to maintain its own stability due to its trail. Whatever direction the bike is pointed-in the case of a slide, it's to the outside of the corner-the trail maintains the bike's directional stability by pointing the front wheel in that direction. That is a good thing.

If a rider successfully turned the bars to the right in a left-hand corner slide, the bike would pivot at the front contact patch, increasing the slide dramatically or high-siding bike and rider. Allowing the front end to turn left away from the slide-toward the inside of the corner-pushes the front contact patch. That is a bad thing.

A rider can countersteer out of a minor slide provided he doesn't chop the throttle. Throttle is key: Reducing throttle input without chopping it gets the bike through most slides safely, with or without countersteering. I developed my Slide Bike trainer to train riders not to chop the gas.

In a nutshell, most slides are best left alone. The bike will handle its own stability. Saving it is more difficult once the steering hits the lock, but chop the throttle and you won't save it at all. If you get the slide to the lock but keep the power on, the rear tire will stay loose. You can hold a slide like that for a long time given the space, horsepower and rpm.

Origin of the Motard

Supermoto is a cross-over or evolution of motocross and road racing. Races are commonly held on road racing or medium sized go-kart tracks with an off-road section in the infield. Most supermoto race tracks are typically configured with approximately 70% tarmac and 30% dirt with small jumps but a dirt section is not required. The motorcycles used are frequently custom-created combinations of off-road motorcycles and road-racing rims/tires, known as 'supermotard' bikes. Riders also wear a combination of road race and offroad equipment, normally leathers and a motocross helmet and boots. Unlike normal motorcycle racing, the emphasis lies on slower speeds—typically less than 100 mph (160 km/h)—short and twisty tracks, where rider skill matters far more than outright machine performance.

Supermoto has its origins in the 1970s where ABC’s Wide World of Sports was the highest-rated sports show in the United States. In 1979, ABC commissioned a made-for-TV event to be included in the series, named Superbikers, whose intention was to find the ultimate all-around motorcycle racer. Superbikers was then manifested as a yearly event run at southern California's Carlsbad Raceway. The show's tarmac-and-dirt courses were intended to draw on talent from the world's of off-road, flat-track and road-racing. World and National Championship-winning motorcycling greats such as Kenny Roberts and Jeff Ward, whose respective sports at the time were road-racing and motocross, participated in the races. The Superbikers quickly became a huge Nielsen ratings contender, running until 1985, at which point ABC was forced to cancel the show due to new management and cuts; its cancellation also initiated a long sabbatical of the sport in the USA. The European racers who participated in the sport at Carlsbad, however, brought it back to Europe with them, where it quickly gained popularity in countries such as France.

2003 signalled the resurrection of the sport in the United States with the birth of the AMA Supermoto championship and with the ESPN X-Games Supermoto championship.

Prior to the 1990s, supermoto bikes, including the precursor motorcycles used in Superbikers, were converted open-class two-stroke motocross or enduro bikes desired for their light weight and jumping abilities. The motorcycles currently used for Supermoto racing are predominantly single-cylinder four-stroke powered dirtbikes with 17 inch or 16.5 inch wheels. The 17 inch wheels allow the use of up to 5.5 inch wide superbike road racing slick tires. These are often hand grooved on the rear tire to facilitate slightly better acceleration on the dirt stretches of a supermoto course. Suspension is lowered and slightly stiffened in comparison with a stock dirt bike, and braking power is improved with oversize front brake rotors and calipers. Despite the lack of trees on supermoto courses, 'bark busters' (hand guards) are frequently added to supermoto bikes due the extreme cornering angles achieved by riders. Hand guards also greatly improve survivability of the brake & clutch levers during a fall making supermoto bikes highly crash resistant and often able to quickly re-enter the fray during a race following a crash.

In 1991, Italian manufacturer Gilera released the 'Nordwest' model, the first factory produced supermoto. Other European manufactures quickly followed suit, among them KTM, Husqvarna, Husaberg and CCM; all manufacturers whose emphasis were off-road models at the time. Models were developed for both track and road use. It took another ten years, until the mid 2000s for Japanese manufacturers, such as Yamaha (2004), Honda (2005) and Suzuki (2005) to start introducing supermoto models in the European market. Most of the supermoto bikes sold to the public are more domesticated models for road use rather than outright racing, for example the Suzuki DR-Z400SM. Slower and heavier but rock solid dual-purpose motorcycles such as the Kawasaki KLR650 are good examples of this. In the spring of 2006, Italian bike manufacturer Ducati announced their entry in the class with the Hypermotard machine, which has more in common with streetfighter-type motorcycles than realistically being considered a true supermoto bike capable of surviving jumps and crashes. KTM currently has available a 990 cc V-twin that could be described as the ultimate road going Hypermoto, and a brand new (and well appreciated) the single cylinder KTM690SM. Aprilia also has two 450 cc and 550 cc SXV V-twin track oriented supermotos for sale.

Due to the popularity, versatility, excitement and durability of these motorcycles, some owners modify them for street use. In order to do this, headlights, tail lights, horn, mirrors and street-legal tires among other occasional modifications are needed. Some state motor vehicle departments take a dim view of turning off-road bikes into street legal bikes. In Europe most Supermotos are sold street legal from the factory and later tuned for race use. Supermoto type bikes make excellent city-goers as their upright seating position provides great visibility in traffic. Their narrow frames and light weight also make them incredibly maneuverable, as well as easier to ride in twisty or less than ideal road conditions that make most sportbikes have to slow down.

Voted the Best Road in the World

The Transfăgărăşan (trans (over, across) + Făgăraş) or DN7C is the highest and most dramatic paved road in Romania. Built as a strategic military route, the 90 km of twists and turns run North to South across the tallest sections of the Carpathian Mountains, between the highest peak in the country, Moldoveanu, and the second highest, Negoiu. The road connects the historic regions of Transylvania and Wallachia, and the cities of Sibiu and Piteşti.

The road was constructed between 1970 and 1974, during the rule of Nicolae Ceauşescu. It came as a response to the 1968 invasion of Czechoslovakia by the Soviet Union. Ceauşescu wanted to ensure quick military access across the mountains in the event the Soviets attempted a similar move into Romania. Consequently, the road was built mainly with military forces, at a high cost both financially and from a human standpoint—roughly 6 million kilograms of dynamite were used on the northern face, and about 40 soldiers lost their lives in building accidents. Due to this, the road is referred to as "Ceauşescu's folly".

The road climbs to 2,034 metres altitude. The most spectacular route is from the North. It is a winding road, dotted with steep hairpin turns, long S-curves, and sharp descents. The Transfăgărăşan is both an attraction and a challenge for hikers, cyclists, drivers and motorcycle enthusiasts alike. Due to the topography, the average speed is around 40 km/h. The road also provides access to Bâlea Lake and Bâlea Waterfall.

The road is usually closed from late October until late June because of snow. Depending on the weather, it may remain open until as late as November. It may also be closed, at times, because of weather conditions (it occasionally snows even in August). There is a sign at the town of Curtea de Argeş that provides information on the passage. Travellers can find food and lodging at several hotels or chalets (cabane) along the way.

It has more tunnels (a total of 5)^[1] and viaducts than any other road in Romania. Near the highest point, at Bâlea Lake, the road passes through the longest road tunnel in Romania (884 m).

Among the attractions along the southern section of the road, near the village of Arefu, is the Poienari fortress. The castle served as the residence of Vlad III the Impaler, the prince who inspired Bram Stoker’s Dracula character. There is a parking area and a path to the ruins.

The northern section is used as a part of yearly cyclist competitions Tour of Romania (Romanian: Turul României). The difficulty of this section is considered to be very similar to Hors Categorie climb (literally beyond categorization) in Tour de France.

Would it be nice if DPMC can ride those twisties :)

DPMC Hardcore Boys does Baler - Sagada - Mt Data

Last friday, DPMC rider's BOSERO and odentek with two other riding buddies went on an epic ride covering Baler - Sagada - Mt. Data route. They covered both asphalt and rough road terrain, the best of both worlds on what I would call a perfect ride. The group braved landslides, river crossings and twisties that would make most of us wet our pants and craved for that 2nd bike dream or finally giving in to a dual sport configuration. I'm sure pictures won't do justice on the breathtaking scenery and for the joy and excitement you guys felt during the ride. From all of us, Congratulations to DAN and JOJO

Service Intervals for track bikes vs road use

This is one of those subjects where there is no right or wrong; no black or white, just an ever-varying shade of grey. What follows is an attempt to put some structure on the reasons for certain maintenance schedules and the way in which you should measure your use of your Ducati.

The manufacturer of any product sets a considered period for its maintenance, the paint on my conservatory is up for about five years, if I don't paint it by then the structure can start to suffer damage from the elements. It will stay up and perform adequately for many years however, just not as long or nicely as if I give it the required maintenance. The Swatch on my wrist will go around five years on one battery, if I fit a new battery then the next thing that happens is that the strap breaks or it dies any way because it is designed to last only so long, and its time is now up.

A motorcycle is just the same; some will last for a very long time, especially if they get regular maintenance; some have a lifespan in mind. Ducati's are firmly in the first category; my little 50cc scooter, I rather suspect, is in the latter.

The paint analogy is quite robust, if you had a conservatory in particularly unpleasant conditions you would want to repaint it more often than if you lived in the south of France where as far as I can see the paint gets redone every third millennium.

Preventative maintenance schedules for the Street.

Ducati's have come a long way in the last ten years, after nearly twenty years on all sorts of bikes I caught the Ducati bug from a 907ie Paso, this really makes me one of the new guys. But it also means that I have been around long enough to see some pretty major changes to the build quality and the attitudes of both the guys selling bikes as well as the people buying them. The 900 two-valve service book I have in front of me is dated 1991; it is the service manual for that first 907ie. The scanned first page is alongside, you will note that the service interval is a bit shorter than we have come used to over the last few years, 1860 miles (3000 km) for a belt tension and. valve clearance check, oil as well. The clearance that are recommended are also quite interesting, opening clearances were set at 0.10mm (4 thou), closers though are at a much more challenging Nil to 0.02mm (that's nothing to .07 thou for you rednecks out there.). The combination of close clearances and regular maintenance lead to machines that ran really sweet down at low revs (at higher revs the faster rising gas pressure in the combustion chamber finishes the process of closing a desmo valve in any event), unfortunately it also put off a lot of people because of the cost and hassle of ownership.

Getting the mileage

Picture yourself as a Cagiva employee or consultant in the early nineties charged with selling more bikes one thing you can do to help the salesmen is look at the cost of ownership, and reduce it. The new schedules have been out for a few years now, regular services are now at 6000 miles, the acceptable clearances are wider, now you can have Intake openers at 0.10mm to 0.12 when the bike is built but anything between 0.05 and 0.12 is OK at a service. On the closer it is even more generous, 0.03 to 0.05 when the bike is built, but 0 .03 to 0.20 (!) in a service. Its no wonder the bikes never need their valves adjusting, and its no wonder why you get a 'they all do that sir' response when you complain about the quality of the low RPM running, the valves are flapping all over the place.

Don't get me wrong, the service schedule, as set now is adequate, for every day road use. It is described by the factory as a preventative maintenance schedule, its not dangerous or unacceptable, indeed it's financially excellent. It's just that some of the perfectionists (er, that'll be us then!) think it is too generous in terms of acceptable clearances. Progress with the quality of oils and filters and some materials undoubtedly have helped the factory decide that 6000 miles is a reasonable distance between services for wear purposes, and I am not going to tell them they are wrong. Its just that if you are going to wait that long it would be nice to get that 'crisp and responsive' feeling you had when it was new back again when it is serviced. As there is no one to stop me making a small commercial plug now I will just point out that the 2V Full Monty and the Monster tune-up both send you away with your bikes clearances down near the old settings, which is what I would hope you would expect from us. The same considerations are true for the 4 valve motors, different clearances and mileages but the same extension of time and a commensurate increase in the range of acceptable clearances. The 1992 888 manual sets the minor service at 3000 miles, or 5000 kms for the metrically minded; at that service you are supposed to do the valves, belt adjustment and oil and filter, you are even suppose to check the cylinder head nuts… These days the work for an 'on the road' service is the same, but at 6000 miles.

Again the tolerances are much tighter in the early years, for the original 888 (same cams as a current Biposto mind) the openers were supposed to be maintained around 5 thou on the 888 and closers between 2 to 3 thou. On the 4 valves stronger hairsprings have been fitted in the later years (emissions and noise being the reasons) and clearances are again allowed to be larger, I cannot imagine why. The 2001 officially acceptable clearances for the 4 valve motors (pre Testatretta) allow an intake closer to have a clearance of 0 .25mm (that's 10 thou), and an exhaust closer to be 0.20mm (9 thou) and be called within spec. Again the way we think means that when we first see a bike we want to prepare it properly, i.e. a Full Monty and once that is done we just need to keep the bike maintained with one of our 4V services at every appropriate period. For all of our 4V services we take the heads off, we clean the seats and reshim them properly. The only question in our minds is 'what is the appropriate period?'

Track use, or thrashing it

Now, the sharp eyed amongst you will have noticed the 'on the road' qualifications above. This brings us to the second part of the story. As noted at the start, the conservatory analogy allowed for shorter periods between maintenance when conditions are less pleasant. If we accept the 6000 mile road use service intervals are OK, (even if, as a company, we would then like to put the clearances back down to a more accurate spec than the one held out officially as 'acceptable') we have to then ask what conditions can be considered worthy of additional attention and therefore shorter service periods.

The answer is track use; the more you thrash it the quicker any machine is going to need attention, Ducati may have increased the service intervals to 6000 miles but I absolutely refuse to believe they thought 6000 miles between services was a good idea if the owner was flailing it round a racetrack. For an example we can show you the various factory approved service intervals for a 748R in its various guises. This bike is sold as a roadster, albeit with pretty hot cams and very big valves for its size, it can also rev, 11400 rpm on the road, 12400 rpm on the RS racer version. As far as engine reliability is concerned the RS has higher quality valves, and cams with the most aggressive opening and closing ramps of any Ducati ever made, the rest of the bike is very standard. ou will note the way in which the standard 748R and 748R production racing schedules differ, for road use the services are the standard 600-mile. For serious racing use though the oil, filters spark plugs and belts are to be changed every 1000Km (650 track miles), the engine opened and the conrod bearings, rockers and valves checked and changed every 2000 km (1300 track miles), at 4000 km the list is so long it is cheaper to bin the engine.

A bit of perspective.

Now, having scared the pants off everyone who rides their Ducati on a track lets consider this a little closer; Ducati wants to have a reputation for not breaking down, for racing therefore, in true aerospace fashion they therefore issue a maintenance schedule that absolutely ensures no Ducati ever breaks down 'on track'. Each component in an engine is examined and given an estimated 'life', the schedule is designed to ensure no component gets to the point at which it might break before it is replaced. It is the reason why there are a lot of perfectly good looking but completely knackered second hand racing parts in every tuners bin. For the sake of argument (and this is not a recommendation, lawyers please note!!) lets say we could go another 50% on some of the items in the schedule mileages in racing with minimal (but nevertheless some) risk. The schedules do not mention the regular belt tension checks and oil changes (when we are racing every 200 miles for both).

It has also to be said that some riders can be more abusive than others, especially when a slower rider is using the engines power to make up for their lack of riding skill (now don't get upset about this, how do you think I started getting in to engine preparation!?!).

Don't forget though that while we were doing 200 miles in practice and race every British Supersport Championship meeting in 2000, a more typical club meet will give you ten minutes of practice and three 10 minute races, lets assume a generous average speed of 100 mph and we are looking at 40 minutes per outing; or 100km (66miles). That means that you would have to do ten rounds to get to Ducati's very pessimistic first maintenance point. With either longer races or 20 race meetings per year (which from experience takes some doing) you would need the 2000 km serious strip and check every winter. To get to the recommended 'throw the engine away' stage you would have had to have done 4 years of pretty committed club racing, that's one year longer than the average racers amateur career in this country.

Track Day use.

Track days are not usually as abusive as racing, most riders are just trying to have a good time, to ride fast with their friends, I do. Although if you are always at the front of the fast group and all the people you meet say you should be racing then maybe you should look at the production racing service schedule again. For the rest of us lets just think about how long we are actually on track, lets say 80mph average at most serious tracks, lets say seven 15 minute sessions; lets also say we double the pessimistic Ducati racing schedule because we don't thrash it that much. A quick total shows 140 miles, or 225 km per track day, max, and we should get worried about a good service at somewhere around 2000 km/1400 miles of regular track use. Personally I think that's about right, although I would change the oil and check belt tensions every 3 or 4 track outings regardless of anything else, its relatively cheap and its good insurance.

For the less committed lets not get all nervous, going on track is not going to trash your bike (as long as you stay on it that is!), if your oil has already done 2000 miles I guess new fresh stuff in the bike the night before would make sure there is less wear, and a couple of track days every 6000 mile maintenance period shouldn't be a problem, but 100% track day use should realistically mean a good service around the 1500 mile mark.

Some of the bikes in the range are particularly easy going on their componentry, we like to build 853 Bip's because you need to rev them less than 748's for the same speed and our 94mm 853 pistons weigh the same as the factory 748 ones; the Biposto cams profile is really gentle on the valves and rockers too. Be wary of over revving 996 Bips; with their big 98mm pistons and steel rods they don't like it. 748R's rev harder than 996SPS's so the heads need more TLC than the 996SPS.

Its all about shades of grey, being honest with yourself about the way you use/abuse the machine and the mileages you do. Regular high revs mean higher wear rates. Its also about deciding whether the service you want is one of those 'we can make it last 6000 miles between services' style preventative maintenance checks or a more serious inspection of the machine. We are happy to say we will do the latter, for those of you happy to take the former you are reading the wrong website, please go to your normal streetbike dealer.

As a bit of a postscript however I thought I would show you the official 2000 racing maintenance schedule for the 748RS, this is with world and top national championship racing in mind. Supersport (as my wallet found out to its cost) is very abusive to the machinery, the rules allow higher revs and tuning for power but do not allow parts to be uprated to cope with it. Ducati's Supersport RS service schedule is therefore more severe than the 996RS Corsa one (Superbike rules allow for the replacement of major engine components with stronger 'racing only' parts) and is the sort of schedule that one of the new MotoGP four stroke GP racers would be expected to follow. A typical race meeting would involve 200 miles using the revlimiter as a shift point, feeding the clutch out at the start with the throttle at 12000 rpm, then having three gears kicked out without the clutch, every slow corner.

There are a lot of things to think about, and few of them are set in stone, but to summarise:

• The Standard Ducati 6000 mile service intervals are perfectly acceptable for regular road only use.
  
• We believe the bikes run better with more accurately maintained valve clearances.
  
• We know the bikes run better after they have been correctly set up.
  
• For the occasional track day give the bike a chance and go out with fresh (15w/50 Fully Synthetic) oil in the engine.
  
• For regular track day use a serious service such as the 'Full Monty' will ensure it is in good condition before being asked to perform at its best.
  
• For regular track days consider shortening the service periods.
  
• For 100% track day use we think that a service every 1500 miles with oils changed and belts inspected at half that is a good idea.
  
• For real race use the Ducati Production racing service schedule is one that will keep your bike in 100% good condition, it is based on aerospace 'replace it before it deteriorates' logic, some mileages could be stretched but this is very much at your own risk. Regardless of this schedule we would inspect and adjust the belts, check and adjust valve clearances and change the oil every 250 racing miles for optimum performance and reliability.

Sample of Service Check list

Know your Tires

The only things keeping you from a really bad day when you are riding are your motorcycle's tires and the air in them. Here is what you should know past the round-and-black points.

Most riders realize their bike's sole connection to the unforgiving asphalt is a thin, pliable hoop of rubber encircling the wheel. What many bikers don't realize though, is how crucial their motorcycle's relationship with this rubber really is. "Co-dependent" would not be an understatement here.

Essential as these rubber hoops are, plenty of riders still can't offer up much insight into their tires' construction or duties. And as any tire company rep will readily admit, many riders buy tires based primarily on appearance rather than performance. But even though rubber has very much become a styling element of cruisers, a tire's beauty is deeper than its tread pattern--and what you don't know can hurt you.

Hoop Anatomy 101

Nice Carcass: The backbone of a tire is called the carcass. This interior layer consists of overlapping synthetic cords called plies. The angle of these plies will largely determine a tire's strength and flexibility in action, while the entire carcass construction will affect a tire's performance and wear. Bias-ply tires, which most cruisers wear, have plies running diagonally from one bead to the other, with alternating plies angled in opposite directions. If you could see through the plies...well, you'd be Superman, but you'd also notice that the cords form an X.

Do We Have Contact?: When a tire rolls, the part that hits the pavement flattens out, becoming the contact patch. As forward motion continues, the contact patch travels away from the pavement and returns to its rounded shape. This constant flexing from round to flat causes plies to rub against each other, generating heat. Unfortunately, not many cruisers are built to use radials, which heat up less and wear better, but improvements in bias-ply technology have produced bias tires which are as good as radials for cruising.

Don't Tread on Me: The tire section motorcyclists are most familiar with is the tread--it's the outermost region of the tire pressing against the road. Molded from tough rubber, the surface of the tread is crisscrossed with grooves called sipes, which channel water away from the contact patch to prevent hydroplaning. The entire tread affects cooling, wear and stability, and the big daddy of them all--traction.

Get a Bead On: The bead is the inner diameter edge of the tire, comprised of high tensile steel wires. It's the edge of the sidewall where the tire seats against the rim, providing an airtight fit, and it acts as an anchor to the plies.

Up the Wall: The tire's sidewall is the portion of the tire between the bead and the tread. It's flexible enough to soak up bumps, yet stiff enough to limit rollover and protect the side of the tire from road damage. It's also the place cruiser tires showcase styling conceits such as whitewalls and fat lettered model names.

Another important consideration to remember is that bikes with spoked wheels almost always use tube-type tires to keep air from leaking out around the spoke nipples, while bikes with solid or cast wheels are usually shod with tubeless tires. In tubeless applications the inside of the tire is sealed, as is the rim.

The alphanumeric hieroglyphics on a tire's sidewall offer a variety of info. Size can appear in inch, metric and/or alphanumeric denominations. All three interpret the size in terms of its width, aspect ratio and diameter of the intended rim. Here 160 is the cross-section width in mm; 90 is the aspect ratio (the relationship of the tire's height from the rim to the road to its width, expressed as a percentage of section width); H is the speed rating. An S-rated tire is designed to cope with sustained speeds up to 112 mph. An H-rated goes up to 130 mph, a V rated is to 150 mph, and a Z-rated tire is will go more than 150 mph.

TOP 10 TIRE TIPS

Now that you understand the language of rubber, it doesn't mean you shouldn't keep practicing. A neglected tire can be a deadly one.

1. Air It Out: Check tire pressure every chance you get. There's probably no simpler procedure that's more important and more ignored by bikers of every stripe. The air, not the carcass, supports the bike, and underinflation is a tire's number one enemy. (Make sure the tires are cool when you take the reading.) For a better tractrion in wet conditions, increase pressures by about 10 percent. Unsure of what the pressure is supposed to be? Look for a sticker somewhre on the bike. It is also probably on the VIN (serial number) plate hear the steering head with the gross vehicle weight rating (GVWR) and gross axle weight ratings (GAWR) information.

2. Step in Line: Pay close attention to alignment--shaft drive bikes have no adjustment, but if you have a chain or belt, check the position of your tires. Proper alignment ensures better handling and longer wear.

3. Steady, Now: Although it primarily affects handling, improper balance can also shorten a tire's life. Check it after 500 or 1000 miles of use.

4. Top It Off: The valve stem cap should be securely fastened on the stem, because it's an important part of your tire's sealing system. It'll give you extra security at high speeds, when centrifugal force can conspire to open the valve inside the stem.

5. Soap It Up: Most tire manufacturers recommend that the only substance used to keep rubber shiny should be good old soap and water. Many alleged protectants actually promote premature cracking and finish deterioration. Make sure you wipe off any lube, brake fluid or gas promptly, too.

6. Look Before You Crank: Before you saddle up, take a moment to visually inspect your tires. We can't tell you how many times we've pulled out screws or nails before a ride, thus preventing almost certain tire failure. Once you're on the road, it'll be too late. 7. Stay Smooth: This is common sense--avoid potholes and sharp objects on the road that can compromise your tire's integrity. The same goes for curbs.

8. Don't Mix and Match: Never run two tires of differing construction. We can't stress this enough, and this rule applies to bias-plies vs. radials as well as tubeless and tube-type tires--even bias-ply vs. bias-belted tires. The results can be disastrous.

9. Scuff 'Em Up: Optimal grip is obtained only after the tread surface has been ridden on, so go into those first few twisties with a bit of caution. The suggested break-in distance is usually 100 or so miles. After that, check the tire's pressure again!

10. Don't Scrimp: If you replace your tires, make sure you replace the tubes, too. Some manufacturers even recommend that you change both tires at the same time, even if they wear differently.

DPMC Banue - Mt Data ride

Photos and words by joelbrets:

DPMC yet again embarked on an epic ride taking them from Manila to Banue Rice Terraces, Mt. Data, Bagiuo and Back. Here are some photos and accounts as told by rider Joelbrets :)

The Banaue to Bontoc road has got to be, arguably, one of the most scenic routes I have taken, but it is definitely one of God's places on earth. Seeing them up close, it's easy to understand why the Banaue Rice Terraces were declared a UNESCO World Heritage Site

Breakfast is served. Porksilog (Fried pork and egg with wild mountain rice)

Emperador Brandy, P70. SMB Pale Pilsen, P20. Chichirya (snacks), P200. Drinking in the nippy mountain air with PiDOphiles, priceless!

We surely missed this epic ride.... but there's always a next year :)

Rossi wins Qatar thriller, Stoner falls

Casey Stoner's hopes of a fourth consecutive Qatar Grand Prix victory came to an abrupt end when the Australian crashed out of the lead early in Sunday's 2010 season-opener.

Few will be surprised to read that world champion Valentino Rossi subsequently won the race - his 104th in grand prix competition - but only after a thrilling race that finished with the top four riders covered by just 1.8sec.

Unbeaten in all four track sessions prior to the race, Stoner had slipped back to fourth at turn one before picking off Ducati team-mate Nicky Hayden, Rossi and the fast-starting Dani Pedrosa to take the lead on lap four of 22.

Rossi was slower to negotiate Pedrosa and by the time he took second, on lap six, Stoner was already over two-seconds clear - but that counted for nothing when the 2007 world champion lost the front of his Desmosedici at turn four and crashed out.

It marked the third time that Stoner has crashed out while leading a MotoGP race, after Brno and Misano in 2008.

That mistake should have handed Rossi a simple win, but the Fiat Yamaha star found 2006 title rival Hayden - who had qualified just ninth - stubbornly sticking with him, while Pedrosa's Repsol Honda was replaced at the front by team-mate Andrea Dovizioso.

The trio were less than a second apart as the halfway point of the 22 laps came and went, with Dovizioso taking over from Hayden as Rossi's biggest threat soon after.

With seven laps remaining Dovizioso was actively looking to pass the reigning seven time MotoGP champion - and briefly took the lead by pulling out of the #46's slipstream at the start of lap 16.

Rossi got him back on the brakes and seemed to be stung into action as he promptly pulled a slight gap on Dovizioso - who was momentarily passed by the ever-present Hayden later in the lap.

The closing laps saw Rossi finally gain breathing room up front, while Dovizioso, Hayden and a charging Jorge Lorenzo were nose-to-tail in the fight for the reaming podiums positions. Lorenzo, was now the man of the moment, taking third from Hayden at turn one with two laps to go, then muscling Dovizioso out of second later in the lap for a Fiat Yamaha one-two.

Dovizioso's Honda had fearsome top speed, but Lorenzo defied his hand injury to hold off Dovi under braking for turn one - while Hayden snatched third from the Italian, who replaced him at Repsol Honda at the end of 2008, with just a few turns to go.

But Dovizioso held his nerve, got a smooth exit of the final turn then drafted past Hayden on the run to the line to take the final podium place by just 0.011sec.

Ben Spies fought his way forward from eleventh on the grid to claim a commendable fifth position - making him the top rookie and satellite rider - as the reigning World Superbike champion got to within 3.9sec of victory for Monster Yamaha Tech 3.

LCR Honda's Randy de Puniet dropped from fourth to ninth on lap one, before climbing back up the order to sixth, while Pedrosa deserved better than seventh after his early heroics.

Colin Edwards dropped to eleventh at the start and could only recover to eighth on the second Tech 3 machine, while Loris Capirossi – riding with the #300 to mark his record 300th grand prix start - was the only Rizla Suzuki rider to finish, in ninth.

Second-best rookie behind Spies, and the top rider without a previous MotoGP start, was reigning 250cc world champion Hiroshi Aoyama, who repeated his tenth on the grid at the end of the 21 laps for Interwetten Honda.

Former quarter-litre rival Marco Simoncelli ten seconds further behind for San Carlo Honda Gresini, with fellow rookie Hector Barbera less than one second behind in the Aspar Ducati's team's first ever premier-class race.

A lonely 13th and last was Simoncelli's experienced team-mate Marco Melandri, whose miserable Honda comeback continued in the race.

Joining Stoner in crashing out were Pramac Ducati riders Mika Kallio and Aleix Espargaro, plus Suzuki's rookie Alvaro Bautista - who also fell in qualifying and the warm-up. The victory was Rossi's first in the opening roudn since 200 - and, to add to the drama, he ran out of fuel on the slowdown lap.

Hayden announces return to form with Losail display

Monday, 12 April 2010

The Ducati Marlboro rider finished fourth after a superb ride in Qatar, missing third place on the podium by only 0.011s.

Fourth in the opening race of the 2010 MotoGP World Championship served notice of Ducati Marlboro rider Nicky Hayden’s intentions for the forthcoming season, after he fought admirably throughout the race at the front of the field only to get beaten to third place on the finish line by Andrea Dovizioso.

Hayden was pipped across the line by a gap of just 0.011s by the Italian and was clearly gutted to have missed out on a season-opening podium finish when he reviewed the eventful race, which saw team-mate Casey Stoner crash out when leading early on.

“After qualifying in ninth I’d have taken fourth place in the race and been quite happy with it, but to have the bike working so well in the race and to get beat like that, it hurts!” admitted Hayden. “It would have been so great to start the season with at least a podium.”

“Nevertheless, we made a couple of little changes for the race which really helped the bike and I was able to ride how I wanted and push hard. It felt good to be up front, it wasn’t easy but I was pushing hard and it was achievable. I enjoyed the race, but it would be nice to have been up on the podium. I still think it’s a decent result to have gained, we have some good points and there is a long season to go. I’ll have plenty more opportunities so I’ll just have to come back and find that next bit.”

Hayden was encouraged by the level of his factory Desmosedici GP10 prototype, which he says is feeling great after round one.

He continued: “Our bike is good this year, I have no complaints. It sometimes takes me too long to get comfortable but this week we practiced and qualified in two days and it wasn’t until just before the race we made some small changes which gave me some better grip and just made the whole bike work better.”

“A big thanks to my team and everybody at Ducati as they have worked really hard to help me this winter, and we have made a lot of changes. It’s been a lot of work but I have enjoyed it and hopefully I can give them some results to repay them, and we can be up there every week.”

The American rider will now focus his energies on putting in another podium-challenging ride in Japan in just under two weeks’ time.

”Japan hasn’t been the greatest track for me over the last few years, so it’ll be hard but we’re going there to get our heads down and try to qualify well,” concluded Hayden.

Pos.	Points	Num.	Rider	Nation	Team	Bike	Km/h	Time/Gap
1	25	46	Valentino ROSSI	ITA	Fiat Yamaha Team	Yamaha	165.8	42'50.099
2	20	99	Jorge LORENZO	SPA	Fiat Yamaha Team	Yamaha	165.7	+1.022
3	16	4	Andrea DOVIZIOSO	ITA	Repsol Honda Team	Honda	165.7	+1.865
4	13	69	Nicky HAYDEN	USA	Ducati Marlboro Team	Ducati	165.7	+1.876
5	11	11	Ben SPIES	USA	Monster Yamaha Tech 3	Yamaha	165.5	+3.903
6	10	14	Randy DE PUNIET	FRA	LCR Honda MotoGP	Honda	165.2	+9.322
7	9	26	Dani PEDROSA	SPA	Repsol Honda Team	Honda	164.7	+16.508
8	8	5	Colin EDWARDS	USA	Monster Yamaha Tech 3	Yamaha	164.5	+19.867
9	7	65	Loris CAPIROSSI	ITA	Rizla Suzuki MotoGP	Suzuki	164.5	+20.893
10	6	7	Hiroshi AOYAMA	JPN	Interwetten Honda MotoGP	Honda	164.4	+21.100
11	5	58	Marco SIMONCELLI	ITA	San Carlo Honda Gresini	Honda	163.8	+31.638
12	4	40	Hector BARBERA	SPA	Paginas Amarillas Aspar	Ducati	163.7	+32.573
13	3	33	Marco MELANDRI	ITA	San Carlo Honda Gresini	Honda	163.2	+40.780
Not Classified
		19	Alvaro BAUTISTA	SPA	Rizla Suzuki MotoGP	Suzuki	163.7	1 Lap
		41	Aleix ESPARGARO	SPA	Pramac Racing Team	Ducati	162.7	15 Laps
		27	Casey STONER	AUS	Ducati Marlboro Team	Ducati	164.4	17 Laps
		36	Mika KALLIO	FIN	Pramac Racing Team	Ducati	156.1	20 Laps

Stoner laments costly error but maintains focus

Monday, 12 April 2010

A crash when leading in Qatar meant the Australian left the opening race of the season with no points, but he is already looking to the season ahead to get his title challenge back on course.

After dominating every session over the weekend at the Commercialbank Grand Prix of Qatar, a mistake when leading the race saw Casey Stoner lose the opportunity to wrap up a first win of the 2010 season.

“Once I got to the front I started to get into my rhythm but I lost the front end a couple of times in long corners so I made the decision to try to ride a bit smoother and not put so much pressure on the front tyre with the full tank. Unfortunately that is what led to the crash because looking at the telemetry I didn’t have enough load on the front, so I guess in hindsight I should have stuck to the way I’d been riding all weekend. It’s my mistake and I apologise to the team because we’d done a great job this weekend and we leave empty handed,” said Stoner.

It was a slip that has made for a testing start to the Ducati Marlboro rider’s season. Reigning World Champion, fellow title favorite and one of his main rivals Valentino Rossi went on to win the race, but Stoner is remaining philosophical about the situation.

“Having said that it’s not a complete disaster because we’ve found this weekend that the bike has improved in areas where we have struggled in the past – for example the rear grip was unbelievable - and we have a long, long way to go,” said the Australian. “I’m pleased for Nicky because he had a great race and I think we can both be confident and optimistic about the rest of the season with this bike.”