Category: Random

1. From Two Wheels to Four: Why Motorsport Fans Should Experience F1 with Fanatix

   Posted on 12:00pm Thursday 27th Aug 2026

2. From Two Wheels to Four: Why Motorsport Fans Should Experience F1 with Fanatix

   Posted on 12:00pm Thursday 20th Aug 2026

   A MotoGP fan does not need an introduction to late braking, tyre limits or the tension of a rider setting up a pass several corners in advance. What makes an F1 weekend interesting is seeing those familiar ideas expressed through completely different machinery.

   Choosing Your First F1 Race

   A motorcycle racing fan can start with the circuit rather than the driver standings. Someone who enjoys fast, flowing sections may be drawn to Silverstone, while heavy braking and long straights make tracks such as Monza interesting for a different reason.

   Once that preference is clear, the Formula 1 calendar on Fanatix can be used to compare listed Grands Prix by city, circuit and date. The page currently covers events including Silverstone, Spa, Monza, Singapore, Austin and Abu Dhabi, so the first decision can remain about the type of track you want to experience.

   The familiar names can also help. Silverstone and Circuit of the Americas have hosted

    both F1 and MotoGP, giving motorcycle fans a rare chance to watch another championship attack asphalt they already understand.

   The Same Track Feels Different

   

   COTA provides one of the clearest comparisons. Autosport lists a 1m36.169s F1 lap record and a 2m03.126s MotoGP record on the current layout, a gap of almost 27 seconds.

   Top speeds alone do not explain it. Autosport points to the much higher cornering speed of an F1 car, particularly through COTA’s twisting first sector, where aerodynamic load and four large contact patches allow the car to carry speed in a way a bike cannot.

   That is what makes a shared circuit so revealing. The braking marker may look familiar, but the point where the F1 driver turns in, the speed maintained through the corner and the time needed to change direction can be completely different.

   What You Notice Trackside  

   MotoGP makes the rider’s physical work impossible to miss. Body position, lean angle and movement under braking are part of what the spectator sees, while Formula 1 shifts more of the visual drama toward the behaviour of the car itself. A motorcycle racing fan is likely to notice several things quickly:

   • F1 cars carry remarkable speed through fast corners where a bike needs a very different line.

   • Braking zones can look surprisingly short because of the car’s downforce and braking performance.

   • Different F1 cars may behave noticeably differently through the same corner.

   • Pit stops can change track position in seconds and make strategy visible to the crowd.

   • Tyre life affects when drivers attack, defend or manage their pace.

   These details make it worth watching more than the leader. A midfield battle can reveal differences in traction, braking stability and tyre condition that are easier to spot when several cars arrive at the same corner close together.

   For fans arranging several kinds of live events during a trip, the broader event catalogue reached through the F1 tickets link also includes Formula 1 alongside MotoGP, football, tennis and other categories. That makes the homepage more relevant when the weekend is being planned around more than one event rather than a single Grand Prix.

   Silverstone Shows It Clearly

   Silverstone may be the best circuit for seeing how differently the two disciplines interpret speed. A recent Motor Sport Magazine report described its 3.6-mile, 18-corner MotoGP lap as the longest of the season and highlighted the physical strain created by its flowing changes of direction.

   Sections from Maggotts through Chapel demand rhythm from a MotoGP rider because one mistake can compromise several following corners. In F1, the same sequence becomes a demonstration of aerodynamic grip, rapid direction changes and how much speed a car can preserve through linked bends.

   Autosport’s recorded lap figures underline the difference. Its comparison gives Silverstone records of 1m27.097s for F1 and 1m59.346s for MotoGP on the current layout.

   Why Watch Both?

   Watching both championships makes familiar details easier to notice. Braking technique, racing lines, tyre behaviour and overtaking preparation all become more interesting when the same problem is solved with completely different machinery.

   MotoGP and Formula 1 do not need to compete for the title of “better” motorsport. Seeing both live simply gives a fan two ways to understand how much engineering, grip and human judgement can change what is possible on the same piece of race track.

    

    

    

    

    

    

    

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3. Touratech Suspension performance parts for CFMOTO adventure bikes

   Posted on 12:00pm Wednesday 19th Aug 2026

   The carefully coordinated optimisation options offered by Touratech for CFMOTO’s adventure bikes range from minor upgrades to comprehensive suspension tuning. CFMOTO has evolved from a long-standing KTM partner into an independent motorcycle brand with a growing presence in Europe. From the 450MT, the versatile all-rounder in the entry-level segment, to the two powerful models in the upper mid-range adventure bike class – the road-oriented 800MT adventure tourer and the off-road-capable 800MT-X – the brand offers three technically developed and superbly equipped adventure bikes. Touratech offers suspension components for these models that specifically optimise the vehicle's suspension for heavy loads, sporty riding and more demanding off-road use.  CFMOTO 450MT: Premium upgrade for the front and rear For the CFMOTO 450MT, Touratech Suspension has developed a high-quality complete solution comprising the Extreme shock absorber and the Open Cartridge Kit for the fork. In addition to a particularly wide adjustment range for spring preload, the shock absorber offers extensive adjustment options for rebound and compression damping. The basic setup is tailored to a rider weighing 100 kilograms and a typical load for travelling, but can be customised to suit individual requirements. The Open Cartridge Kit is fitted as a complete unit in place of the factory-fitted hydraulics and mechanics of the KYB standard fork, without the need for any further modifications to the vehicle. This makes the performance gains offered by this high-end solution all the more impressive: all parameters, such as spring preload and rebound and compression damping, can be conveniently adjusted from the top. The Open Cartridge Kit excels with its sensitive response to even the slightest road irregularities and offers enormous reserves of performance during tough off-road use. An integrated hydraulic end stop reliably prevents bottoming out under extreme loads. For riders who demand the very best off-road performance from their CFMOTO 450MT, Touratech Suspension has developed a set comprising an Extreme shock absorber and an Open Cartridge Kit, offering 25 millimetres of additional spring travel. CFMOTO 800MT and 800MT-X: The full range of chassis optimisation Touratech Suspension offers an affordable yet effective entry-level solution for the CFMOTO 800MT: progressive replacement springs for the front fork and rear shock absorber, as well as progressive front fork springs sold as individual components. This solution is aimed at riders who wish to optimise the suspension of their 800MT with a manageable amount of effort, without having to invest directly in a complete premium system. For the 800MT-X, which is designed for off-road and long-distance riding, an Extreme shock absorber is also available. The model-specific monoshock offers the same extensive adjustment options as its counterpart for the smaller sister model, the CFMOTO 450MT. A technically identical version of the shock absorber is also available, designed to lower the seat height by 25 millimetres. Further information is available in the Touratech online shop

4. The all new Touratech Aventuro Gravel Carbon – a premium helmet for discerning adventure riders

   Posted on 12:00pm Monday 27th Jul 2026

   The all new Touratech Aventuro Gravel Carbon – a premium helmet for discerning adventure riders   The new Touratech Aventuro Gravel Carbon combines state-of-the-art materials with a design concept tailored specifically to the demands of combined on- and off-road travels. This ambitious new development focuses on achieving the best possible performance in terms of weight, strength, comfort and functionality. Anyone who travels on an adventure bike knows the demands involved: long days in the saddle on narrow roads, gravel tracks and challenging trails. Changing weather conditions, ranging from dry and hot to wet and cold. Dust, mud, blazing sun and persistent rain. This calls for a helmet that not only meets the highest safety standards, but is also lightweight, comfortable, functional and – exceptionally versatile. Purpose-built for this complex scenario, the new Touratech Aventuro Gravel Carbon is the first choice for ambitious motorcycle adventurers.  PRO Carbon Technology: Lightweight x high strength The shell of the Touratech Aventuro Gravel Carbon is made from X-PRO Carbon, a carbon fibre composite with a fibre content of over 60 per cent. The result is a construction that is both exceptionally light and highly robust. Weighing just under 1,500 grams in size L (including the peak and visor), the Aventuro Gravel Carbon is one of the lightest helmets in its class. Three different shell sizes ensure that the thickness of the EPS calotte is always optimally matched to the respective helmet size. The weight optimisation is particularly noticeable during long stages of a journey, as it ensures a high level of comfort. When it comes to safety, the Aventuro Gravel Carbon not only complies with the current European standard ECE 22.06, but also has DOT approval. This means the helmet also meets the requirements of the rigorous US standard. A pleasant sense of calm, even at high speeds One of the advanced technical features of the Touratech Aventuro Gravel Carbon is the Anti-Vibration EPS System. A flexible rubber strip is integrated between the EPS layers of the shell, allowing for minimal movement within the helmet structure. This reduces vibrations caused by air turbulence. This ensures a quieter wearing experience, particularly at higher speeds, and reduces strain on the neck muscles during long stages. The specialist for all your needs The Aventuro Gravel Carbon is not an all-rounder; it is the specialist for all the requirements that adventure riders place on their head protection. To this end, the helmet can be used in various configurations: as an adventure helmet with a visor and shield, as an aerodynamic road helmet with a visor but without a shield, and as a sporty motocross helmet with a shield but without a visor. The extra-large face cutout not only offers a wide field of vision but also allows the use of virtually all motocross goggles. Switching between configurations takes no time at all and requires no tools.   From the desert to the North Cape – always the perfect airflow Adventure riders are exposed to a wide variety of weather conditions – from cool mornings in the mountains to the midday heat on dusty tracks. The Aventuro Gravel Carbon’s ventilation system is designed to be equally flexible. The chin section allows the air flow to be precisely controlled. In cold conditions, fresh air can be directed exclusively to the visor to reduce misting without causing the rider to feel any colder. As temperatures rise, the air is channelled directly to the face. The system is complemented by side ventilation openings in the cheek area, as well as large exhaust vents at the back of the head and in the nape of the neck. The result is a ventilation system that not only works effectively in very hot weather, but can also be adapted to cool and changeable conditions.   Comfort and utility for long travels The interior design is also consistently tailored to the needs of discerning adventure riders. The 3D mesh material used promotes air circulation right down to the scalp, whilst the skin-friendly X-mart Dry fabric lining ensures a high level of comfort during long, sweat-inducing stages. All padding is removable and washable. For riding in cold weather, a nose and wind guard can be fitted, which largely covers the helmet opening right down to the neck. The cheek pads are also designed to accommodate a hydration system – a feature that offers valuable benefits, particularly on strenuous off-road sections or long-distance rides. An adjustable peak extension improves protection against glare when the sun is low in the sky. Secure fastening and quick removal of the helmet in case of an emergency For the fastening, Touratech uses the X-Lock system made from Peraluman, a particularly lightweight and high-strength aluminium alloy. The system is based on the double-D-ring principle, which is well established in motorcycle racing, and is complemented by a magnetic button that provides additional fixing for the strap. The Aventuro Gravel Carbon is equipped with an Emergency Quick Release System for use in emergency situations. The cheek pads can be removed using special pull tabs, enabling first aiders to remove the helmet gently. Ready for modern multimedia gadgets Standard features include an integrated mount for action cameras and an additional camera mount that can be fitted to the chin guard. This mount can be locked into four positions and rotated through 360 degrees. The helmet also features pre-fitted interfaces for common intercom systems.  Designed for adventures big and small The Aventuro Gravel Carbon is designed for riders who use their motorbike not just for commuting to work, but for adventures both big and small. Whether it’s a long-distance trip, a crossing of the Alps, a gravel ride or a weekend getaway: the new premium adventure helmet combines low weight, high levels of protection, well-thought-out functionality and outstanding long-distance comfort in an all-round design that is consistently tailored to the needs of modern adventure motorcyclists. Aventuro Gravel Carbon | The highlights •    High-strength helmet shell made from X-PRO carbon •    Lightweight: just 1500 grams (size L, with peak and visor) •    Certification: ECE 22.06 and DOT •    Three configurations: adventure helmet, full-face helmet, motocross helmet •    Tool-free conversion •    Three shell sizes •    Helmet sizes: S to 3XL •    Safe and comfortable: X-Lock fastening system •    Anti-Vibration EPS system reduces vibrations •    Effective and precisely adjustable ventilation system •    Interior lining with 3D mesh material for optimum ventilation •    Skin-friendly X-mart Dry fabric lining •    Emergency Quick Release for gentle helmet removal •    Pinlock visor •    Combines perfectly with off-road goggles •    Extensive range of accessories as standard •    Intercom-ready The all new Aventuro Gravel Carbon, as the top-of-the-range model for discerning adventure riders, is a perfect addition to the Touratech helmet range. Also available as convertible adventure helmets with the three configurations – Adventure, Road and Cross – are the Aventuro Matrix Pro made from fibreglass and the Aventuro Pro Carbon+ made from carbon fibre laminate. The Aventuro Travel Carbon flip-up helmet combines maximum comfort with off-road capability. The Touratech Aventuro Gravel Carbon is now available in two designs, each in six sizes from S to 3XL. Further information is available in the Touratech webshop

5. Two-Stroke Oils Through the Eyes of Juri Sudheimer: From Formulation to International Standards

   Posted on 10:00am Monday 13th Jul 2026

   The sound of a two-stroke engine is unmistakable—the characteristic crackle of a chainsaw in the forest, the rumble of a boat engine on a lake, the shrill whine of a scooter on a city street. Simple, lightweight, and powerful, two-stroke engines are still widely used wherever compact size, low weight, and high specific power are critical. 

   Two-stroke oils represent a special category of lubricants that requires a fundamentally different approach compared to conventional engine oils, explains Juri Sudheimer, founder of Mannol Oil for a two-stroke engine must dissolve in gasoline, pass through the combustion chamber, lubricate all components, and burn as cleanly as possible without leaving deposits. This may sound simple, but behind that apparent simplicity lie years of research and a complex multicomponent formulation comprising base oils and specialized functional additives

   Juri Sudheimer: Why Two-Stroke Oil Is the Most Complex Formula in the Motorcycle Segment

   “Over more than 30 years in the industry, I have seen how requirements for two-stroke oils have evolved. In the 1990s, it was sufficient for the oil simply to lubricate. Today, environmental standards demand minimal smoke, clean combustion, and protection of aquatic environments for marine engines—while maintaining excellent lubricating performance.”

   A two-stroke (2T) engine differs from a four-stroke engine by its simple and lightweight design (no valves and therefore no bulky and complex valve train), high specific power (two power strokes per crankshaft revolution), but also higher fuel consumption, increased noise and smoke, and the requirement to premix oil with gasoline for lubrication. Thanks to their compact size and low weight, two-stroke engines are commonly used in:

   · Light motorcycles (scooters, mopeds, mokicks) and older motorcycles (rarely used in new motorcycles today);

   · Outboard marine engines;

   · Snowmobiles and light ATVs;

   · Handheld and garden equipment (chainsaws, trimmers, lawn mowers, cultivators, etc.).

   Because these oils must dissolve in gasoline (two-stroke diesel engines do exist but are extremely rare), their composition differs fundamentally from that of conventional engine oils. In addition, two-stroke oils are always dyed so that the user can clearly distinguish between pure gasoline and the ready fuel–oil mixture

   Requirements for Two-Stroke Gasoline Engine Oils

   · The oil must burn cleanly, leaving minimal ash and carbon deposits;

   · The oil must dissolve well in fuel without impairing fuel properties;

   · The oil must provide good anti-wear, lubricating, and anti-corrosion properties, with viscosity suited to climate and operating conditions;

   · For marine applications, the oil must minimize water pollution and be harmless to aquatic life.

   What 2T Oil Is Really Made Of: A Conflict of Component Interests

   Based on these requirements, two-stroke oils typically consist of:

   · Base oil (mineral, semi-synthetic, or synthetic): approx. 50%;

   · Polyisobutylene (PIB): approx. 15%;

   · Solvent: approx. 10%;

   · Additive package: approx. 5%.

   Each component plays both positive and negative roles in the formulation, yet all are essential

   Base Oil (according to Infineum):

   · Improves lubricity by forming an oil film of sufficient thickness and strength;

   · Increases smoke;

   · Promotes exhaust system blockage due to deposits;

   · Contributes to deposits and cleanliness issues.

   Polyisobutylene (PIB):

   · Burns cleanly with minimal deposits;

   · Reduces smoke and carbon formation;

   · Lowers the risk of exhaust system blockage;

   · Improves lubricity and cold-start performance;

   · Increases production cost.   
   

   Solvent:

   · Improves oil–fuel miscibility, especially at low temperatures;

   · Enhances fluidity of the fuel–oil mixture;

   · Burns cleanly;

   · Reduces smoke and deposits;

   · Reduces lubricating ability.

   Additives:

   · Improve engine cleanliness;

   · Can hinder complete combustion;

   · May increase smoke;

   · Can contribute to exhaust deposits;

   · Increase overall cost.

   As you can see, nothing about two-stroke oil formulation is straightforward.

   “Developing a two-stroke oil is a constant search for compromise,” emphasizes Juri Sudheimer. “More base oil improves lubrication but increases smoke and deposits. More PIB reduces smoke but raises cost. More solvent improves miscibility but reduces lubricity. Every formulation is a balance between conflicting requirements.”

   The Formula Compromise

   “Our laboratory in Klaipeda is equipped with modern facilities for testing two-stroke oils. We test fuel miscibility at different temperatures, measure smoke on dedicated test rigs, and analyze deposit formation on real engines. Every formulation undergoes an extensive cycle of laboratory and engine testing before entering production.”

   Standards and Classifications for Two-Stroke Oils

   To regulate oil quality, a number of international standards and classifications have been developed. For two-stroke oils, these include standards from American Petroleum Institute (API), Japanese Automotive Standards Organization (JASO), International Organization for Standardization (ISO), and National Marine Manufacturers Association (NMMA) with its TC-W3 marine standard. Thailand also has its own certification system: TISI (Thai Industrial Standards Institute).

   Many categories have been discontinued; the active ones include:

   · API TC – for highly loaded two-stroke engines (200–500 cc). Includes tests for ring sticking, pre-ignition, and cylinder scuffing. Not applicable to outboard engines.

   JASO considered API TC insufficiently precise, as oils meeting only this standard could produce excessive smoke and emissions. Therefore, JASO introduced its own categories:

   · JASO FB – requirements for lubricity, detergency, and exhaust emissions;

   · JASO FC – stricter detergency and smoke limits than FB;

   · JASO FD – same as FC, but with even stricter detergency requirements.

   All categories are tested on the same engines, with quality levels assigned based on defined threshold values. Results are published relative to the high-performance reference oil JATRE 1.

   In the mid-1990s, European testing revealed that JASO FC no longer met the needs of European two-stroke engines. New long-duration tests were introduced, including a 3-hour Honda Dio test to assess piston cleanliness and detergency. These procedures were developed by CEC working groups with European engine and lubricant manufacturers.

   ISO currently classifies two-stroke oils into three categories:

   · ISO-L-EGB – JASO FB + piston cleanliness test;

   · ISO-L-EGC – JASO FC + piston cleanliness test;

   · ISO-L-EGD – JASO FC + piston cleanliness and detergency tests.

   Why Certification Is Expensive—but Essential

   “Developing oils that comply with international JASO and ISO standards required major investments in R&D and test equipment,” says Juri Sudheimer. “Since 2004, we have invested over €90 million in production development, a significant portion of which went into laboratories for two-stroke oil testing.”

   How to Choose the Right Two-Stroke Oil

   The main rule: follow the equipment manufacturer’s recommendations. Operating manuals specify required standards and fuel–oil mixing ratios.

   Basic selection guidelines:

   · Motorcycles (scooters, mopeds): JASO FB/FC/FD;

   · Garden equipment: oils with enhanced thermal stability;

   · Outboard engines: NMMA TC-W3;

   · Snowmobiles: oils with low-temperature additives.

   Important: Never use conventional engine oil in a two-stroke engine. It does not dissolve in gasoline, does not burn cleanly, and can cause rapid deposit formation, ring sticking, and serious engine damage.

   Mannol Philosophy: Specialization for Every Application

   “Two-stroke oils may seem simple, but that simplicity is deceptive,” concludes Juri Sudheimer. “Behind every canister are years of research, hundreds of tests, and meticulous component selection. Oil for a scooter differs from oil for a chainsaw; oil for a boat engine differs from oil for a snowmobile.”

    

    

    

    

    

    

    

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