Motorsports Racing News & Blog Articles

While not as controversial a topic as “What oil should I put in my bike?” the question of what brake pads to use will still draw up tons of varying opinions from every corner of the internet. Yes, we know we’re another corner of the internet, but this post isn’t here to tell you which pads to put in your motorcycle. Instead, we’re here to inform you about the different options you have and why they are the way they are. Knowledge is power, and if you’re informed on your options, then you can make the right choice for your needs. 

Besides, if you end up not liking whatever pads you chose, just chuck’em and try another pair. They’re relatively cheap and easy to install.

Brake Pads 101

If you want to take a deep dive into the details of brake pads, the specific formulas and ingredients used to make them, coefficients of friction, and the chemistry behind their performance, look elsewhere. There is a fair bit of literature from reputable sources that can explain all of these things much better than we can. Here, we’ll go over the three most common types of pads, give a brief overview of what they are, then give the pros and cons of each. This should get you started on your journey towards picking the right pads for your application.

In general, brake pads, like other consumables on your bike, present a compromise. Longevity, performance, and feel are but a few of the factors to consider. So, without further ado, let’s get into it. First up…

In essence, an internal combustion engine is just a big air pump. Air comes in, then air goes out again. In a perfect world, engines wouldn’t even need air filters, but as we all know, there’s a ton of dirt, grime, and other airborne crud on the roads (or off the roads!) which, if ingested by your engine, could spell terminal damage. Or at least a lofty repair bill. Many of today’s motorcycles have well-designed intake paths and airboxes, but in many cases the stock paper filter element restricts the amount of air your engine could be breathing, robbing power in the process. Here we’ve gathered some aftermarket air filter options to help your motorcycle breathe as best it can. Of course, the most obvious plus side in doing so includes gaining more power, but in some cases you can achieve better fuel mileage. You can even save money in the long run, too, as some aftermarket filters are designed to be washable and reusable. See our top picks for best motorcycle air filter below, and remember, the prices will vary depending on the application.

Few readers know that MO’s own Troy “Trizzle” Siahaan began his motorcycle career as a hard-core cruiser guy/’do-rag model before forming a successful boy band, then later becoming MO’s superbike specialist. Maybe even fewer remember Triumph’s foray into the big-inch cruiser market ten years ago. The Thunderbird and the Thunderbird Storm have left the building, but you never know when they might be back.

If there’s a piece of apparel most associated with motorcycling, it’s undoubtedly the leather motorcycle jacket. The leather jackets is part of our uniform, but even non-riders search the bins for cowhide when it’s time to dress up for Halloween. No matter what you ride, the best leather motorcycle jackets are versatile enough to look at home nearly anywhere, and on nearly anything. The beauty of the leather jacket is that it will never go out of style, and the more you wear it, the more comfortable it will feel – there’s just something about leather that other materials can’t match. Bountiful and ubiquitous, with seemingly endless options to choose from, it would be impossible for us to feature every single jacket out there. So here, we’ve gathered a small sampling of the best leather motorcycle jackets the market has to offer, listed in alphabetical order.

There are way more than ten things to look out for when you’re riding your motorcycle – probably closer to 10,000 – but these are our top ten. Look out for them, because they’re not looking out for you. And even if they were, they wouldn’t see you because you’re invisible. Remember it.

10. Crumbling infrastructure

Famed motojournalist Brian Catterson recounts how he had part of a bridge fall in front of him on the 405 freeway one day. “I called Caltrans and they said, “uh-huh.”’

Some municipalities do a better job than others of staying on top of giant potholes, sinkholes, and exposed chunks of rebar – but nearly all of them have a hard time responding in a really timely manner. Which leaves it to you to reconnoiter the way forward. If there are cars ahead of you, it’s easy enough to see them swerving and heaving up and down over bumps. If you’re on your own, be careful after dark, in bad weather, on mountain roads prone to rock slides… Heck, be careful all the time. It’s not just the other road users out to get you, it’s also the road

9. Burning Rubber

I know we’re supposed to remain neutral as motojournalists, but we’re people too, and when it comes to protective gear that could potentially save life or limb, when you find something you really like it’s hard to let it go. Such is my case with roadracing boots. I’ve tried a lot, and there are many good ones, but the boot I always come back to is the Supertech R from Alpinestars. When I’m wearing them it feels like I’m wearing my favorite pair of sneakers – that also happens to be able to protect my feet and ankles if I were to get separated from a motorcycle at ridiculous speeds.

This was the point with the Supertech boots all along. In case you didn’t know, Alpinestars made its name in footwear. Sante Mazzarolo, the founder of Alpinestars, created the first dedicated motocross boot with the legendary Roger DeCoster as his main test rider and developer. On the roadracing side, the one and only Kenny Roberts helped develop boots for that task.

Fast forward to the modern-day and we have the current Supertech R boot. Originally introduced in 2002 as just the Supertech (no R), 250cc Grand Prix World Champion Marco Melandri helped bring that boot to life. One of the goals all along was to have a highly protective boot that required zero break-in time. It needed to be comfortable immediately. We take it for granted now, but break-in periods for boots were, and still are, a real thing. Motocross riders can certainly relate.

Over the years the Supertech story has been one of continual refinement. In fact, if you’re familiar with the Supertech R boot you may look at the boot in these photos and not completely understand what’s different other than the graphics. The truth is several little details have been tweaked, amounting to one big change.

What’s New?

Instead of simply writing about the differences, this story is best told via photos of old and new together. So, let’s begin:

The AGV Pista GP-R is about as premium as it gets when it comes to motorcycle helmets and its design, materials, finish, and price all reflect that. The full carbon fiber helmet’s retail pricing begins at $1,400 and continues up to $1,600 for race replicas making it one of the most expensive helmets on the market, second perhaps only to Arai’s ultra-exclusive $4,000 Corsair X RC. Is it worth it? Read on and decide for yourself.

I’ve spent many miles on track and on the road with the Pista GP R and have found it to be an excellent track helmet, but before we get into my impressions, let’s take a look at what makes the AGV Pista GP R so speciale. 

Why is the AGV Pista GP R so expensive?

First off, the Pista GP R shell is constructed entirely of carbon fiber for maximum weight savings. More importantly, each of its four available shell sizes receives its own dedicated EPS liner for supreme fit and comfort. There are seven sizes, from XS to XXL, including MS (medium-small) and ML (medium-large), the former getting its own dedicated shell while the latter shares its shell with the standard L helmet. This allows AGV to keep the weight as low as possible for each different size.

The Pista GP R comes equipped with a long, dual-plane rear spoiler to help reduce turbulence behind the rider’s head. Computational Fluid Dynamic (CFD) simulation software was used in conjunction with wind-tunnel testing for aerodynamic purposes, not only to slice the cleanest hole through the air – AGV claims a 4% aero improvement over the Pista GP – but also to help keep the rider’s head stable even while turning their head at high speed. In the event of a crash, the spoiler is designed to snap off easily. Interestingly enough, the latest Pista, the GP RR now uses a similar design to the GP R’s predecessor, the Pista GP. 

Triumph has started teasing a new faired version of the Speed Triple across its social media channels. Details remain scarce, as Triumph seems to have planned a long teaser campaign (and we know how much our readers love those), but we can form some conclusions based on the images we’ve seen, and on the name: the Speed Triple 1200 RR.

From the name, it’s obvious the sportbike will be based on the Speed Triple 1200 RS, with a similar cast aluminum frame and 1160cc Triple which claims 177 hp at 10,750 rpm and 92 lb-ft. at 9,000 rpm. We wouldn’t be surprised if the RS’ Öhlins suspension and Brembo Stylema calipers also find their way to the Speed Triple 1200 RR.

The rider in the teaser images is crouched forward aggressively, and the hand controls are likely clip-ons instead of the raised handlebar on the RS. The rider appears to be wearing Triumph’s Triple Leather Jacket and not full race leathers, suggesting the Speed Triple RR is still a road-focused motorcycle and not a full-on supersport.

The teasers show a single round headlight in the front fairing. At around the 17-second mark of the teaser video, we spy a part of the frame below the fuel tank, with a strip of carbon fiber in between. We can also make out the Speed Triple name on a piece of bodywork that resembles a similar part on the RS that covers the top of the cylinder head and the radiator. The exposed frame suggests the RR may not be a fully-faired sportbike, but rather a partially-faired model like the Aprilia Tuono V4.

2022 Triumph Speed Twin

It was just about a year ago when we sampled Triumph’s reborn Speed Twin for the first time on home soil, in a two-bike standoff against a way-more-expensive optioned-out BMW R nineT. At the time, we were slightly underwhelmed and had to rate the new Speed Twin second, by a hair.

It was mostly a suspension thing; the Triumph’s old-timey 41mm cartridge fork and twin rear shocks couldn’t compete with the R nineT’s plush, adjustable setup. We expected more from a bike Triumph attaches its most famous name to, maybe unjustifiably, since the original 1938 Speed Twin was itself more a parts-bin lashup designed to save the company from insolvency. It worked, in 1938. But Triumph is nowhere near insolvent now: As a package, the new 2020 ST was a swell motorcycle, but there just wasn’t much component-wise for us to get lathered up about. Then again, maybe Triumph surmised fork gaiters were more appropriate?

2020 BMW R NineT Vs Triumph Speed Twin

Not to worry, we said: There’s bound to be a Speed Twin R or S or RS on the way! Wrong again! But that’s OK, because Triumph went ahead and addressed most of our concerns on the 2022 base model ST, and even lowered the price $499 in the process – now at $12,500. When does that happen? (Our “Red Hopper” paint adds $300, making this one only $199 less than our 2020 ST test unit.)

Adding a motorcycle GPS to your riding repertoire can expand your horizons beyond your imagination. There are products on the market to suit every rider’s needs, whether off-road, on-road, or adventure. All the units covered here are specific motorcycle GPS products or units otherwise lend themselves very well to use on a bike. Your typical automotive GPS units aren’t built to the same standard as motorcycle GPS units and the often harsh environments we find ourselves in. While it’s important to compare features of the units themselves, two key elements to maximizing the benefit of motorcycle GPS units are the mapping products available and the computer or mobile device user interface. As you get deeper into this technology, you will find yourself spending more time on your mobile device or computer laying out your next ride, exploring with Google Earth, and ultimately, downloading and editing tracks you’ve actually recorded on the ground. Choosing a motorcycle GPS with the type of maps you want and the pre- and post-ride user environment are key considerations before purchasing a specific unit.

Saying that these moto-minded bits of tech have come a long way since their inception would be an understatement. Some of these units do much more than just point you in the right direction like syncing via Bluetooth to your helmet, phone and even to accessory tire pressure monitors. As they say (maybe too often), it’s a good time to be a motorcyclist.

Here’s Motorcycle.com’s list of the best motorcycle GPS units.

Years later, we learned that the 984 cc Sportster-based engine in the Buell XB9R was supposed to have been turbocharged to the tune of 150 horsepower. A last-minute Harley-Davidson-induced change of plan scuttled that, but if  the turbo had happened, the whole arc of Buell would’ve bent much more toward justice. As she stood, the 9R never quite caught on. But we’d still give our left ventricle for a clean XB9S, preferably with blue translucent gas tank cover… 

Don’t look now, but the field of naked bikes slotting in just below the 1000cc mark is starting to rise – and we’re all the better for it. Maybe the OEMs have figured out that those big beasts in the upper echelons of naked bike performance are just too much for the more sensible among us. They’re too big, too fast, too powerful, with too much electronics, and too much of a price tag. For those of us still with a desire for naked bike fun, but at a slightly more moderate pace, we bring you the assembly of motorcycling you see before you.



Two months ago we brought together six middleweight naked bikes – the Aprilia Tuono 660, Honda CB650R, Kawasaki Z650, Suzuki SV650, Triumph Trident 660, and Yamaha MT-07 – for a good old fashioned shootout – with the Triumph coming out on top. Normally your humble MO staff phones it in after a test of this magnitude. I mean, c’mon. Big tests like these take a lot out of us. This time, however, you, the readers, wanted more. And so did boss-man Brasfield. Next in the crosshairs was a test you and us alike have wanted to put together for a long time. We just didn’t think it would be so soon after our last one. 

Nonetheless, what we have here is another sextet. What you get from the BMW F900R, Ducati Monster, Kawasaki Z900, KTM 890 Duke, Triumph Street Triple R, and Yamaha MT-09 are six of the hottest bikes in the sub-1000cc category today, and a nice step up from the middleweights we recently tested. And before any Suzuki fanboys (or girls) grill us, yes, we extended an invitation for the GSX-S750. Unfortunately, one couldn’t be provided for us in time. In all honesty, its inclusion wouldn’t have made an impact on the overall winner, but we’re getting a bit ahead of ourselves.

How It’s Going Down

Like we did with the middleweight twins, your esteemed trio of John Burns, Ryan Adams, and I spent a few days riding all six bikes through one of our favorite testing loops through a series of SoCal’s famous back roads. The asphalt was often twisty, but also characteristically bumpy in spots, giving the suspension and chassis components a nice workout. Freeway droning and normal riding is par for the course, too, so we got a good idea of how the engines fare during the everyday humdrum. Speaking of engines, each of these bikes spun the dyno drum at Mickey Cohen Motorsports to get rear-wheel power and torque numbers, and Mr. Adams put each bike on MO’s digital scales – tanks fully fueled – to get curb weights prior to our testing. 

Congratulations. You’ve made the decision to go to a trackday (or even a race). We think that’s one of the best decisions you can make with your motorcycle. Not only is track riding fun and addictive, but it’s also a great environment to improve your skills. But there’s a lot to do to get ready, like getting all your gear in order. Most important, of course, is your helmet.

Do you have a proper track helmet? Generally speaking, a good helmet for the track is full-face, with a double D-ring closure, that meets or exceeds all federal safety guidelines. You’ll have to consult with your local track or track/race organization for the specific helmet regulations they require, but the following selections are helmets we know will easily pass any tech inspection held anywhere in the US of A, and probably the rest of the world, too. A really good track helmet will have all of that, along with a bigger eye port that lets you see ahead when you’re prone on the gas tank, as aerodynamic and light a shell as possible, and great venting so you can keep a cool head.

There are many reputable helmet manufacturers out there, going about the task of head protection in their own unique ways, and there’s no way for us to sample all of them. But the helmets presented here all come from manufacturers we’d trust with our heads. Hours upon hours of time, money, and resources go into the science of making helmets as effective as possible – not just from an impact perspective, but lately, some manufacturers have poured resources into minimizing the effects of brain rotation during a crash as well. Those resources don’t come for free, however, so if you’ve wondered why top-shelf helmets cost so much, it’s because innovation has a price.

August 11, 2021

You’ve already got the jacket, and hopefully it’s a nice, warm one as Fall will once again begin reasserting itself across the land in a month or two. Or, we hope Fall reasserts itself. Now that you’re sophisticated enough to have gotten that far, maybe it’s time to think about completing the ensemble with one of our picks for best motorcycle overpants. You can get them to add warmth and protection your jeans can’t provide. Or you can get overpants that flow air to keep your lower body cool while adding protection. Or you can get both, via the miracle of removable liners. We rounded up a quick assortment of some nice ones.

Motorcycle wheel chocks can come in handy for a variety of purposes whether it be in your garage, truck, or trailer. Not only do they allow you to store the bike upright which saves space, they’re also great to use while working on your motorcycle or to more securely fasten your bike during transport. Wheel chocks come in a variety of materials, sizes, and styles. There are a few things you’ll want to consider when purchasing a wheel chock. 

First, what kind of motorcycle will you be storing? Wheel sizes and fender placement vary quite a bit between dirtbikes, sportbikes, and cruisers. Aside from your motorcycle’s specifics, where you plan to use the wheel chock will play a part in your buying decision too. If you’re planning to simply use a wheel chock in your garage, anti-corrosion coatings may not factor into your decision as much as it would if you were planning to mount one in your truck bed. You’ll also want to decide whether you want the stand bolted down or plan to use it in a variety of locations. To make your decision easier we’ve put together a list of some of the best wheel chocks on the market below.