Yamaha Motor Corporation USA once again gets creative in bringing two superstar Yamaha champions from different eras together for the first time on video. Reigning World Superbike Champion (and now MotoGP rising star) Ben Spies and legendary four-time World 500cc Grand Prix champion Eddie Lawson meet for the first time and talk about various topics including racing technology, training, bike setup, team/manufacturer support, racing in general, and most importantly, what it takes to be a world four-time World 500cc Grand Prix champion Eddie Lawson rarely grants interviews, so this creative promotional video series by Yamaha Motor Corp USA is definitely a treat.27072770/features/146_1003_ben_spies_eddie_lawson_yamaha_video_part_one146_1003_+ben_spies_eddie_lawson_yamaha_video_2+.jpgTrue

I like to think one of THE reasons I'm an effective riding instructor is that I'm not blessed with much natural talent. Consequently I've had to learn nearly every aspect of high-performance riding firsthand and often from my mistakes. It's good to learn from your mistakes, but it's even better-and often less painful-to learn from those of others whenever possible.

Aprilia's much heralded return to the World Superbike arena this past season for the first time since 2002 with the all-new RSV4 must have brought great satisfaction for them, with fourth place in the final points table for prodigal son Max Biaggi, riding once again for the factory he won a hat-trick of 250GP World titles for in 1994-96. This came on the back of a debut race victory for the RSV4 at his favourite Brno track, and a total of nine visits to the rostrum during the course of the season.

In Part 11 of the OTT video interview series with seven-time AMA Superbike champion Mat Mladin, the always outspoken Australian gives his views on the concept of hanging off while cornering a motorcycle—and how some riding schools may be pushing the concept too far. He also gives his frank assessment on what was really wrong with the old AMA Pro Racing regime, in order to put what has happened in the past year or so in better context.

The sweetest Grand Prix racing machines ever built are no more. Starting in 2010, the 250cc two-strokes that honed the skills of world champions such as Kenny Roberts, Wayne Rainey, Freddie Spencer, Valentino Rossi, and Casey Stoner will be replaced by "Moto2" machines, a much cheaper 600cc four-stroke alternative stepping stone to MotoGP. And as much as 250s will be missed, it was clear that they were an anachronism in a changing /> Photo Gallery: Pit Pass: MotoGP Moto2 Machines - Sport Rider Magazine

Photo Gallery: Pit Pass: MotoGP Moto2 Machines - Sport Rider Magazine

In Ama Pro Racing, World Superbike And MotoGP there's been a shift in riding styles. From the days of '80s and '90s heroes like Kevin Schwantz and Mick Doohan who were forced to wrestle powerful, unruly beasts to their will, a younger generation of riders typified by Valentino Rossi and Casey Stoner took over, rising from the high-corner speed ranks of 125cc and 250cc Grand Prix machinery to the more refined, better-behaved MotoGP bikes of today with their complex engine-management software and traction control. Actually Rossi's career dates from the final days of fire-breathing 500cc two-strokes (he won the last 500CC World Championship in 2001, then piled up consecutive MotoGP championships from 2002 to 2005), which likely contributes to making him the most versatile and perhaps most talented roadracer of all time.

Odd as it sounds, sometimes the most beneficial riding practice takes place between your ears with your eyes shut and the ignition switch turned off. Mental visualization is used in many sports, and I actually picked it up from a coach while shooting small-bore rifle competition in college. The benefits were immediate and obvious, so I quickly applied it to my roadracing as well.

As part of the Z1000 road test in our next issue, we took our 2010 test unit of Kawasaki's new naked bike to our Superflow WinDyn dyno. The new bike pumps out almost 15 more horsepower than the previous version, along with a healthy increase in torque. Check out the dyno chart here, and look for the full test of the Z1000 in the next issue of Sport Rider.

More Technology and Refinement for This Multiple Award Winner

Performance touring comes naturally to Kawasaki, seeing as how we already had the performance part of the equation nailed with the incredible Ninja® ZX™-14 sportbike. That bike’s amazing 1,352cc engine and unique monocoque frame lent themselves perfectly to this exciting new class of transcontinental sport touring motorcycles, and the original Kawasaki Concours™ 14 and Concours 14 ABS rose immediately to the top of the critics’ lists just two short years ago. But the people who ride these motorcycles are not known for their patience. Two years on, the nextgeneration Concours 14 benefits from an entire laundry list of comfort, convenience and safety items carefully engineered to surpass all expectations of what a perfect sport tourer should be.

The biggest change is immediately apparent: All-new bodywork not only gives the new Concours 14 an even more aggressive demeanor, it’s also designed to channel more heat away from the rider for increased comfort. Meanwhile, a 2.75-inch taller, electric-adjustable windscreen creates a bigger still-air pocket for the rider and passenger, and new ducts above the instrument panel relieve the low pressure area behind the windscreen for an even smoother, quieter cruise. When the weather turns cooler, the new bike’s got your hands covered, with standard grip heaters that are easily adjustable via a control right next to the new, lockable storage compartment in the left inner fairing. Connoisseurs of fine cruising will note that all the redesigned body and trim pieces fit together with a level of precision and quality normally found on motorcycles costing thousands of dollars /> Photo Gallery: 2010 Kawasaki Concours 14 and Concours 14 ABS - Sport Rider Magazine

Photo Gallery: 2010 Kawasaki Concours 14 and Concours 14 ABS - Sport Rider Magazine

Learn to ride by taking an MSF Basic Rider Course or Experienced Rider Course.

Visit www.msf-usa.org to find the schools in your state.

Back in 1988 Honda introduced the Hawk GT in America. For its day it was a pretty trick little motorcycle. It's 52-degree, single overhead cam V-twin engine only had three valves per cyclinder and bore and stroke measurements of 79.0 x 66.0mm, respectively, making for a total displacement of 647cc. It was housed in a twin-spar aluminum frame, which doubled as a stressed member. Aside from its spartan exterior, a single-sided swingarm drew attention to the bike as a naked standard that could rip up the local twisties. As neat as it was, unfortunately it didn't sell too well, with 1991 being the final year of production. But the Hawk quickly gained a cult following, with loyal owners transforming these bikes into wicked customs or dedicated club racing machines with custom bodywork, transplanted front ends from other models and power upgrades to wring out the most from the /> Photo Gallery: First Ride: 2010 Honda NT700V/C-ABS - Sport Rider Magazine

Photo Gallery: First Ride: 2010 Honda NT700V/C-ABS - Sport Rider Magazine