The little guy will show up around 2:03. Either skip to there, or watch the whole video. Matt Osman rides really well here: smooth and over 100 km/hr (60 MPH) in some corners. It’s a good video with or without the gecko, so I would vote for “watch the whole video”.
I used to catch geckos and pretend that they were my pets when I was a kid in Florida. They can see quick movements from pretty far away. It’s likely that he is experiencing the movement visually. That said: obviously I have no idea what it actually looks like to a gecko.
Thanks for posting those beautiful sequences of sync moto-riding. Only, I would like to be pedantic and point out that at 0:11 you can see some officials looking solemnly on, and the third from the left I believe is Giovanni Leone, at the time presidente della Repubblica. If correct, this would date the video between 1971 and 1978, Mr Leone’s period of office.
I dare say the Corazzieri guards (tall fellows with ornate uniforms, you can see one in the background at 0:11) confirm the presence of a president, and at 0:57 Mr Leone appears again right in the middle of the image, a focus of attention. Not as much as the riders anyway…
Best regards,
Ernesto Fontana (not anonymous-just too lazy to register right now)
Mavizen was created to support electric-vehicle motorcycle racing teams. (I believe that Mavizen is also the name of Azhar Hussain’s iPod accessory company.) Mr. Hussain founded TTXGP: a motorcycle race that took place at the Isle of Man TT in 2009.
Mavizen will be producing the Mavizen TTX02 electric racing motorcycle. The powertrain includes twin Agni motors, and a computer (Linux or Windows). The motorcycle will cost £25,000 (about $41,500 USD) with the Circuit Pack battery pack. Here are the battery pack options:
Circuit Pack: 6kw/h, 25 miles track use, 38/60 miles hard/gentle road use
Snaefell Pack: 11kw/h pack, 40 miles road racing, 75/130 miles hard/gentle road use, hot swappable power packs
Sprint Pack TBA. 3kw/h, 6 miles track use.
Click on the thumbnail images to see larger versions. Click on the larger versions to close them.
This looks like a great project, and we hope for this company’s success. We are suspicious about some of the claims though:
The winning bike, the AGNI X01, was produced by Agni Motors. The AGNI X01 was a converted Suzuki GSX-R 600. The Mavizen TTX02 is a converted KTM RC8 1190. Claims that the TTX02 is based on the winning-bike are potentially unfair to Suzuki and KTM. Apparently Mr. Hussain is making the claim based on the fact that both bikes have twin Agni motors. (sources: mavizen.com, egrandprix.com, agnimotors.com)
Mr. Hussain claimed that the bike makes 90 horsepower. Agni Motors claims that the twin-motor AGNI X01 made less-than 50 HP max, and only 12HP-per-motor at peak efficiency (source: agnimotors.com).
Top speed is claimed to be 130+MPH. Rob Barber, the TTXGP winner, and an experienced racer, only averaged 85 MPH at the TTXGP. He was clocked at 102MPH at the end of a downhill segment. We have to assume that Mavizen’s 130+MPH claims are based on a very different gearing ratio. EVs are not geared for high speeds, because that would either make them too difficult to control at lower speeds, or make them too inefficient to reach their destination. Speeds over 100MPH could be obtained via a transmission that was designed to keep RPMs relatively low. Modern motorcycle and automotive engines are designed to keep RPMs relatively high. This motorcycle does not have a transmission.
Here are eGrandPrix’s goals for 2010:
TTXGP UK Championship 2010 (four round goal)
TTXGP at the Isle of Man TT, May 29 2010 – June 11 2010
TTXGP USA Championship 2010 (four round goal): May 14-16, 2010 (AMA Pro weekend)
The much heralded Mavizen TTX02 came out from under the covers today to meet the brave new world
The bike has been nicknamed a ‘laptop on wheels’ and is being produced by TTXGP founder, Azhar Hussain, an entrepreneur with a background in consumer electronics. “We are living in a click culture and connectivity is the key, across the board. Our approach was to find how we could make a laptop go racing. We think electric vehicles have more in common with consumer electronics than traditional automotive.”
TTX02 is the first factory production vehicle to be delivered with a dedicated IP access and connectivity to the network. Each bike can be connected from any browser through an on board web server and WiFi.
Hussain continued, “By building on the open standards of the internet and the PC, we unlock the creativity and lower the costs of innovation for teams, enthusiasts and riders. TTX02 is a development platform that invites the potential for success previously seen in electronic hardware and software, into the automotive industry. We need to pick up the pace of innovation and make it real fast; TTX02 is a key marker in that journey”
Azhar Hussain founded TTXGP, the world’s first zero carbon, zero emission motorcycle race which took place at the Isle of Man TT in June this year. The TTX02 is inspired by the winning bike, the Agni X01. It has been built by TTXGP’s manufacturing arm, Mavizen, on a chassis supplied from the factory of one the world’s leading motorcycle manufacturers.
Hussain continued, “The limited production bike, the Mavizen TTX02, gives potential participants a chance to acquire a bike that they can develop themselves to make it competitive and unique to them. Racing is brutal but at least with the Mavizen TTX02, the racers can start with a proven platform. Mavizen is about growing the grid by being an enabler by those who want to take part.”
The Mavizen TTX02 uses the rolling chassis of an FIM homologated and road legal bike. A world class manufacturer is supporting Mavizen by supplying direct from the factory, frames ready to be worked over by the Mavizen engineers.
Every owner will have the option to apply to their national vehicle licensing agency under various single vehicle type approval regimes.
Mavizen TTX02 will be available for delivery in Q1/2010 with a limited production of 50 units. Target price for complete bike with a Circuit Pack is £25,000. This will be a complete platform to take part in any national or FIM championship. To place your deposit and discuss options, please log onto www.mavizen.com.
We like the new Z1000’s looks better than the old Z1000’s looks. We saw the videos on HellForLeather.com. The pics videos, and words come from kawasaki.com.
One of the European Z1000s gets a snakeskin seat which is just-as-tacky as our etched dragon windscreen. We would love to see bikes wear it. We don’t like the exhaust pipes though; they are tacky without irony.
The words-below were copied from various www.kawasaki.com Web pages, and put together here. We also replaced the word “we” below with the words “Kawasaki” and “riders”, where appropriate. dangerismymiddlename.com is not related to Kawasaki.
2010 KAWASAKI Z1000 For USA Pics (Click on images for larger versions)
2010 KAWASAKI Z1000 Words
MSRP $10,499 as of 2009-10-07
Ergonomics
With its smooth frame, sculpted tank and seat and upright ergoes, the Z1000 is just asking to be ridden hard.
A dynamically designed steel gas tank, flared on the sides to let you grab it with your knees and trim at the rear for a snug fit, flows gracefully into a seat that’s low and narrow at the front to make ground contact easy, and wide and plush at the rear for a comfortable ride over uncomfortable pavement.
All-New Engine
Liquid-cooled, DOHC, 16-valve 1,043cc inline-four offers greater torque and a stronger top-end rush than previous Z1000 models
Bore and stroke of 77.0 x 56.0 mm were chosen to achieve the desired engine character —strong in the everyday rpm range most used by naked super bikes
38mm downdraft throttle bodies allow intake air to travel to the engine in the shortest possible distance
Oval sub-throttles help keep the engine slim — a good thing since the throttle bodies are positioned between the rider’s knees
Soft rev limiter provides good overrev; power doesn’t drop off suddenly at high rpm
Crankshaft and transmission shafts are arranged in a straight line instead of a triangular layout, to maintain the design from the previous Z1000 — a design that offers the best look for a naked model
The crankshaft was lowered to allow for a longer stroke without adding engine height
A secondary balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration
Mass Centralization
Moving heavy components as close as possible to the motorcycle’s center of mass makes it easier to turn.
The Z1000’s mufflers, rear suspension, battery and rider are all packaged as near to each other as possible. With its wide handlebar and naturally positioned footpegs, it places the rider in a position of maximum command.
Cool Air Intake System
• The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
• Positioning the ducts close to the rider allows the intake sound to be enjoyed by the rider
• A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm
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• The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
• Main and pre-catalyzers ensure emissions are clean
• Thanks to the under-engine pre-chamber, silencer volume could be reduced. The silencers are also lighter. Overall exhaust system weight is about the same, but the new system offers much better mass centralization and contributes to a lower center of gravity
Expand
• Slim-type fuel pump features an integral fuel gauge
• With revised fuel tank design and the slim-type fuel pump, dead volume inside the tank is minimized; fuel capacity is 4.1 gallons
Expand
• An aluminum backbone frame designed specifically for the Z1000, and similar in concept to the frame of the Ninja ZX-10R, allows a narrow construction that is easy to grip with the knees
• Lightweight and highly rigid, the frame uses the engine as a stressed member, for a firm, planted feeling and enhanced stability
• Frame is tuned to transmit the ideal level of engine feedback directly to the rider
• The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
• As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces
• The new frame uses four engine mounts; three mounts are rigid, the upper rear crankcase mount is rubber
• The rear sub-frame is a three-piece aluminum die-casting construction, light, strong and good for mass centralization
• The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground
Expand
• New rear suspension positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
• Visible from the outside, the horizontal monoshock contributes to the aggressive appearance of the new Z1000
• Linkage characteristics are the same as those of a standard UNI-TRAK rear suspension: Wheel movement versus shock stroke is the same ratio
• The shock features rebound damping and spring preload adjustability
Expand
• The Z1000’s 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload — and it’s protected from harm by a cool-looking shroud
• Settings are designed for both sporty back road performance and excellent comfort on the street
Expand
• The tubular handlebar is rigid-mounted, contributing to sharp, direct handling
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• The Z1000’s 300mm front petal brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4×30 mm)
• A radial-pump front brake master cylinder contributes to the superb control and feel offered by the new calipers
• The rear brake is a single piston, pin-slide caliper gripping a 250mm petal disc. The caliper is mounted below the swingarm, and located by a torque rod
Expand
• A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems
*Note: Specifications and pricing are subject to change.
The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
Positioning the ducts close to the rider allows the intake sound to be enjoyed by the rider
A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm
Exhaust System
The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
Main and pre-catalyzers ensure emissions are clean
Thanks to the under-engine pre-chamber, silencer volume could be reduced. The silencers are also lighter. Overall exhaust system weight is about the same, but the new system offers much better mass centralization and contributes to a lower center of gravity
Kawasaki carried forward the quad-pipe theme from the last Z1000 (and the first Z1), but an under-engine pre-chamber let the engineers use shorter mufflers for great looks, better mass centralization and light, quick handling.
Fuel Pump
Slim-type fuel pump features an integral fuel gauge
With revised fuel tank design and the slim-type fuel pump, dead volume inside the tank is minimized; fuel capacity is 4.1 gallons
All-New Over-the-Engine Aluminum Backbone Frame
An aluminum twin tube frame designed specifically for the Z1000, similar in concept to the ZX™-10R unit, helps make the Z1000 a narrow, compact motorcycle that is easy to grip with the knees.
Lightweight and highly rigid, the frame uses the engine as a stressed member, for a firm, planted feel and enhanced stability. The frame is tuned to transmit the ideal level of engine feedback directly to the rider. The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open, C-shaped cross sections. As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces. The new frame uses four engine mounts; three mounts are rigid, the upper rear crankcase mount is rubber.
The rear sub-frame is a three-piece aluminum die-casting construction, light, strong and good for mass centralization
The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground
Line-beam Headlight
A sharp new front cowl sloped back at an acute angle highlights the Z1000’s new nose, above a narrow headlight which represents Kawasaki’s first use of a line-beam unit.
The Z1000’s high-tech line-beam headlight provides outstanding illumination, and together with its flyscreen fairing, bores a nicely shaped pilot hole in the atmosphere for the rest of the bike to flow smoothly through.
Clean Rear End And LED Taillights
The sub-frame is a three-piece aluminum die casting, light, smooth and beautiful.
With its vestigial tail light bracket, spidery passenger peg brackets and smooth tail section, the Z1000 looks totally custom. At the same time, that wide radial tire out back and 5.4 full inches of plush and controlled rear-wheel travel serve up an outstandingly sweet ride.
Red lights behind a red lens give the Z1000 excellent rear visibility.
Its smooth, organic frame and plenty of negative space between the rear wheel and tailsection give it a fantastic, exotic bike look too. A fat, 190/50-17 radial tire backs up the take-no-prisoners image.
All-New Horizontal Rear Monoshock
Visible from the outside, the horizontal monoshock rear suspension contributes to the aggressive appearance of the new Z1000. The Z1000’s new rear suspension positions the shock and linkage above the swingarm, where it’s less exposed to exhaust heat, and contributes to mass centralization. Linkage characteristics are the same as those of a standard UNI-TRAK® rear suspension, with a similar wheel movement to shock stroke ratio. The shock features rebound damping and spring preload adjustability, with overall wheel travel of 5.4 inches.
Inverted 41mm Fully Adjustable Front Fork
The Z1000’s 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload — and it’s semi-protected from the elements by a cool-looking shroud.
Calibrated for a mix of sporty backroad performance and excellent comfort on the street, the inverted cartridge fork provides stepless compression and rebound damping adjustment, along with spring preload adjustment. Wheel travel is 4.7 inches.
Tubular Handlebar
A rigid-mount honest-to-goodness handlebar provides plenty of leverage over the Z1000, contributing greatly to the bike’s sharp, direct handling.
The bar’s wide, flat bend offers a design similar to those on off-road bikes, for excellent comfort and control. Tapered-type grips, like those used on supersport models, also provide direct feel.
Eccentric Chain Adjuster
The eccentric axle is how riders adjusted Kawasaki drive chains back in the day, and the rear-caliper torque arm is how Kawasaki fed braking forces back into the frame. On the other hand, the petal rear disc and the fat 190/50-17 radial tire out back are cutting-edge current technology, adding both style and performance.
Brakes
A radial-pump front brake master cylinder contributes superb control and feel to go with the outright braking power provided by those big discs and calipers. At the rear, a single-piston pin-slide caliper gripping a 250mm petal disc is mounted below the swingarm, where it’s located by a torque rod for a little vintage flair.
The Z1000’s 300mm front petal brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4×30 mm)
The rear brake is a single piston, pin-slide caliper gripping a 250mm petal disc. The caliper is mounted below the swingarm, and located by a torque rod
Instruments
A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems
The instrument panel can be angled in three positions to suit rider preference, without tools, using an adjuster knob on the left side. Meter functions include digital speedometer, bar-style digital tachometer, odometer, two trip meters, fuel gauge and clock.
Vernice Miller, a Gold Wing rider that we know from facebook, sent us information about Wide Open Motorcycle Magazine’s Bike Show. We don’t have experience with this show, and we doubt the roads will be clear enough to ride in Kansas City, but go ahead and go. What else is going on motorcycle wise this time of year? (I know, I know, for those of us with garages the name of the game is “maintenance”.)
Here is what Vernice said about the Kansas City show:
“This weekend, January 9 and 10, is the Wide Open Bike Show at Metropolitan Community College Exhibit Hall, Prizes including cash, gas, Sturgis trip & H-D bike, 1775 Universal Ave, Kansas City, MO, 800-792-9029. There are 27 categories and is sponsored by Gail’s Harley at Grandview, MO., Wide Open Magazine. This is a…”
January’s http://www.wideopenmag.net/ entry tells us that the shows are “family friendly” (and kids under 12 get in free), a “resounding success”, and that one person at each show will go home with a Harley Davidson Super Glide! It appears that they may also include indoor biker games. Read January’s http://www.wideopenmag.net/ entry for more information.
For more information please call: 800-792-9029 (copied from the poster below).
His responsibilities will be handled by David Atlas, Tom Bledsoe, and Chris Harris.
According to David Atlas COO: “Roger’s health is first and foremost in our minds. Roger’s significant, multi-decade contribution to motorcycle racing is well known but nothing is more important than his health.”
These tweets are being read from their publicly-available-rss-feeds at the moment that you load this Web page. We will never copy a protected Twitter feed to this, or any other, location. I did ask each rider, but only two chose to comment.
Scott Harwood had this to say about finding his tweets here:
"Btw I also like how you post tweets from racers on your site-- cool idea to get a more personal connection between race fan and racer-- keep up the good work :-)".
Paul James had this to say about finding his tweets here:
"...thanks for including my tweets on your website. Meat in the sandwich between Hayes and Mladin! I'm not worthy!!".
Gr8 weekend at Firebird! We cut 3 seconds off our lap times & battled for the podium. 4th in SS,5th in Superbike! http://twitpic.com/120ka218 hours ago
@TheKingDre Yes, I know Speedy! Great guy. Looking forward to doing a few CCS races this season as we'll be running a limited AMA schedule. 17 hours ago
RT @frankyluckman "If you work harder than somebody else, chances are you'll beat him though he has more talent than you." Bart Starr 1 day ago
@TheKingDre Hope to see you at Road America AMA Superbike races this summer, or maybe Blackhawk CCS weekend? Where do you go for track days? 1 day ago
@XB12R_Firebolt Yup, the cage racers really make a mess. Fresh painted fairing will be chipped + pitted from grit, bits of tire, rocks, etc. 1 day ago
@mikegreenwald LOL. So true. Daytona will be dirty and slippery as usual when we get there in 3 weeks. 1 day ago
Segment 1: Cycle World Radio from SEMA, Segment 2: Famous Rhodes, Director of Ebay Motors Parts and Accessories, Segment 3: Steve talks about lubrication with Patrick Burris of Royal Purple synthetic Oil, Segment 4:More with Royal Purple Segment 5: Craig Fraser about his technique and his past with Jesse James and the "Hellion"bike. Segment 6: Stev […]
Segment 1: Steve Broadcasts from SEMA- the Specialty Equipment Marketing Association and talks motorcycles with car guys, Segment 2: The politics of motorcycles with Montana State Senator John Bruggeman, Segment 3:More with State Senator John Bruggeman, Segment 4: Steve talks with Todd Arey of E3 Spark Plugs, Segment 5: Cameron Evans of Red Line Oil, Segment […]
Segment 1: Guido Ebert from Power Ind. Press and Glen Hanson, Segment 2: Steve will participate in the Pomona Mile event, Segment 3: How gas prices and the economy have affected the bike culture, Segment 4: Revisiting the demise of Buell, who's next? Segment 5: Kawasaki misses the Tokyo Motor show this year, Segment 6: An upcoming show about The Bouncin […]
Segment 1: Indian trying to reinvent itself, Steve reviews the Kawasaki ZX6R at Willow, Segment 2: The Exile Cycles website, Segment 3: Exile Cycles today, Russell's choice between racing and customizing Segment 4: Steve recounts when Russell started Exile Cycles, Segment 5: A rear tire on the front axle? what a Fat Boy that must be, Russell's isol […]
Segment 1: Kevin talks about his backgound from Ford to Piaggio, Segment 2: The Piaggio MP3 series 250, 400 and 500 models, Segment 3: The price of running a car vs. a scooter, Segment 4: Steve talks with Glen Bator about this year's Barber Vintage Auction Segment 5: More on the Barber Vintage Auction, Segment 6: How to participate in the Barber Vintage […]
Segment 1: Harley-Davidson announces they are shutting down Buell Motorcycles, Segment 2: The death of Buell, New CycleWorld Editor , Segment 3: Cycle World app on the iPhone, Segment 4: Improvements to Cycle World Magazine, Segment 5: The magazine's new look and writer Paul Dean's background, Segment 6: Steve pitches his articles to the new editor […]
Segment 1: The Indy Mile event at Indianapolis Motor Speedway Segment 2: Steve catches up with Joe Kopp, Segment 3: David Lloyd about the Italian connection, Segment 4: Cal Caruthers, a coach and mentor to Kenny Roberts, Segment 5: Kenny Roberts and Ben Bostrum, Segment 6: Bob Star about bringing Kenny Roberts together with the vintage Yamaha TZ 750 […]
Segment 1: On location at the Moto Grand Prix at Indianapolis Motor Speedway, Segment 2: Kevin Schwanz about bringing his bike out of moth balls, Segment 3: Steve talks to Midori Moriwaki, Segment 4: More of the Midori Moriwaki interiview, Segment 5: Jeremy Appleton of Alpine Stars, Segment 6: Blake Young and Ricky Charmichael […]
Segment 1: Live at Indianapolis Motor Speedway, Segment 2: At the Moto GP event with Tomas Shultz, Segment 3:Tony Elias who talks about the current race season, Segment 4: Steve visits the Yamaha Tech 3 Garage, Segment 5: The post race press conference, Segment 6: Steve describes the highlights of the race, […]
Segment 1: on location at Willow Springs, Segment 2: Carry Andrew from Hypercycle, his racing career and corporate experience, Segment 3: Aftermarket cycle tuners, Improving performance and how much can be acheived, Segment 4: Aftermarket options for Kawasaki and other brands, Segment 5: Jaret Ramirez on the Track days that Hypercycle promotes, Segment 6: 20 […]
Racer Jason DiSalvo woke up one day last week to a nice piece of providence. He learned that he would be a Triumph rider in World Supersport in 2010 and that he'd be testing the triple this week in Portugal. Afterwards, SoupKast spoke to him while he waited for his return flight in Lisbon. […]
A short Soup-o-kast with American GP rookie Ben Spies, who hits the MotoGP series in 2010 with his eyes wide open. He talks about MotoGP bikes and WSBK bikes and how they're really so different they can't be compared, how the lack of a dirt track background may not be a hindrance in 2010 MotoGP and the Texan also gives an impromptu riding tip for t […]
In this, the first Soupkast of Twenty-Ten, or the last one of 2009, we begin by looking back. Your intrepid Soupsters name their Top Ten Stories of 2009. We leave no stone (or Stoner) unturned as we reminisce about the past 12 months and all that happened in motorcycle roadracing around the globe. Rookie sensations, mysterious illnesses, and the devilish mac […]
Soupkast by Honda 95 features Julian Ryder giving his thoughts on the Valenica MotoGP race, with a focus on Ben Spies, who he said "rattled the cages of a few aliens". Other topics discussed: Valentino Rossi impressed by Ben Spies at Valencia. Pedrosa wins from the non-pole at V-town. And where Casey landed. Pre-race betting favored Ben Spies, and […]
A passing thought that we've had is that we could have Ron ten Kate as a guest on every Soupkast and all would be well. The Honda WSBK Team Manager is articulate, honest and a great interview - this is at least his second Soupkast audio appearance. We got him off truck-loading duty Sunday night at Imola and asked him a variety of questions, including […]
Ten minutes with newly-crowned World Superbike champion Ben Spies' crewchief, Tom Houseworth, on the morning after he and Spies won the WSBK title. Soup' thanks Tom Houseworth's sympathetic to the Soup cause wife Suzie, who instead of enjoying a morning walking around the Algarve with her rarely-seen this season husband, had to instead walk ar […]
Submitted for your approval: a short Troy Bayliss interview, recorded at Autodromo Enzo & Dino Ferrari, one interspersed with various sounds from Imola World Superbike 2009. […]
Soup's MotoGP columnist Julian Ryder, who we actually introduced to Mexican food, is the guest on this Soupkast. Jules talks about the Estoril MotoGP event and how it's not Stoner's fault he missed some races, it's YOUR fault. Moto2, Ben Spies, Rossi being "off" and other topics get a mention as well. Also, we're going to t […]
It was announced this morning that current World Superbike title rival Ben Spies will make the leap to MotoGP in 2010 on the Tech Three Yamaha team. It'll be two Texans on the Tech Three team - Spies will be teamed with Colin Edwards II. Soupkast by Honda was able to log some time with Spies on the telephone this morning and ask him the really important […]
SoupKast by Honda 89 is an interview conducted at the Imola WSBK event with the white-shirted shadow of the World Superbike championship, Julian Thomas. We ask him how the Euros have acclimated to a fast Texan tearing up their series. Also, what about that Brands Hatch place ... More Imola SoupKasts to come, check iTunes ... […]
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