BTRubbertire: Tuning for Motorcycle Engines (Performance)

Read Time:5 Minute, 47 Second

There has always been confusion about the word “tuning” when referring to engines. But we prefer and choose the dictionary definition: “to bring into harmony.” We need to say that about motorcycle engines, there are a number of different applications of the word “tune”:

What does we mean with “Tuning”?

• Engine tuning
• Tune up
• Race/performance tuning
• Stage tuning
• Fully tuned

For the most part, there are two common, distinct applications of “tune” in motorcycle engine technology. The first is where a stock machine is serviced or tuned up, and the second is where an engine is highly modified or race “tuned”. Here, we are going to consider the different aspects of tuning an engine for competition, as in race/performance tuning.

It is very beneficial to begin by understanding the way a four stroke engine works. The illustration below covers the four stages of a four stroke engine. This may help you understand just how your performance mods and tunings may affect the engine.

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Performance Tuning Motorcycle Engines: The Four Stroke

Why Tune?

The objective of tuning is to improve the volumetric efficiency of the engine. In other words, the engine will, after tuning, produce more power from the same displacement. For example, a 1000-cc engine may produce 125 hp in stock form and 175 hp after race tuning.

It is very important to understand that tuning a single item (fitting bigger carbs, for example) may not in itself improve performance but will, used in harmony with other modifications, produce the required results. Also, fitting aftermarket tuning parts may not result in the hp increase the individual items claim to provide. For example, 10 items each claiming a 10 hp increase may not give a total of 100 extra horse power, as they may not work in harmony (i.e., in tune) with each other.

The Cylinder Head

The cylinder head on most modified overhead valve (OHV) engines will typically be gas-flowed, will have larger valves fitted, and will have the cylinder head face skimmed to increase the compression. All of these modifications – with the exception of skimming the head – are to improve gas flow.

The fuel air mixture travels from the carburetors through the inlet manifold, into the cylinder head via poppet valves. The fuel is directed inside the combustion chamber by the shape of the piston and the internal shape of the cylinder head. The cylinder head is the top of the combustion chamber, closing in the pistons.

Modifying the cylinder head (to improve the gas flow) typically involves a process called “porting.” Porting is when you alter the path of the fuel entering the combustion chamber. Fundamentally, porting involves raising the angle at which the fuel/air mix enters the combustion chamber. The higher the fuel comes in, the more power.

This process is called increasing the downdraft angle. It also requires thinning the valve guides where they protrude into the port and reshaping the cylinder head where the fuel/air mixture passes the inlet valve. Occasionally, the exhaust port will receive similar treatment. You can make these modifications by hand, with a dye grinder, or with a milling machine.

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Performance Tuning Motorcycle Engines: Cylinder Head Porting

In addition, the OHV operating system will generally be lightened to reduce the total moving mass of the components. To complement the cylinder modifications and the gas flowing, most tuners will fit a new exhaust system and bigger carbs (where fitted).

Camshafts

Regardless of a camshaft’s location within the engine, it will be replaced or modified on a tuned engine. In general, better camshafts will open the valves more quickly, keep the valves open longer, and cause them to “overlap” more (a condition where both the inlet and exhaust valves are open at the same time).

Although it is possible to get camshafts reground to change their shape or profile, it is best to purchase proprietary items from a well-established supplier. The reason for this is simply that grinding the original camshaft will not increase the valve lift (speed of lift and opening duration can be reground) and can, in some cases, cause serious engine damage, as the grinding process can remove any surface hardness the manufacturer saw fit to include in its camshaft specification.

Great Power Requires Great Upgradeability: Cylinders, Pistons, Cranks, and Rods

As the power output increases, so too does the load or strain on the components. As such, it is necessary to upgrade some highly stressed components to cope with the extra power and associated heat generated.

Fitting lighter, stronger pistons is necessary on most tuned engines, as they are subject to increased heat and higher stresses (often as a result of a higher operating rpm).

Due to the higher rpm achieved with tuning, the connecting rods should also be replaced with high-performance units such as billet steel, aluminum (drag racing typical), or titanium rods.

In very high performance tuning, the crankshaft must be replaced or modified. One-piece crankshafts are favored by tuners, but modifications to the stock cranks, including welding the crank pins into place and shot peening, are possible.

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Performance Tuning Motorcycle Engines: Best Parts to Upgrade

Auxiliaries

A tuned engine will develop more heat. Therefore, it is necessary to improve the cooling system. In general, most tuners will fit an engine oil cooler as part of any tuning arrangement to offset the increased heat. In addition, most tuned engines will require a slightly rich mixture which, besides helping with the tuning, will have the added benefit of cooling the components as the fresh charge enters the engine.

ECUs and EMS

Electronic control units (ECU) and engine management systems (EMS) are common on most high-performance street bikes in current production. These systems often lend themselves to fine-tuning the onboard computer’s mapping for the fuel table and ignition system. Kits are available for most makes and models of motorcycles fitted with ECUs. Some kits have the advantage of having real-time displays or recording capabilities to enable the owner or mechanic to make adjustments that ensure the correct fuel ratio matches the ignition timing and that both remain inside the safe operating parameters of the engine.

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In Conclusion

Over the years, almost every type and design of motorcycle engine has been modified to improve its performance. However, an owner must be very clear as to why, and how, he or she is going to do this. Manufacturers spend many hours designing an engine that will perform under many varying conditions, including hours on dynamometers to optimize the design. Making an engine produce more power without reducing its reliability appreciably is a challenge to any would-be tuner.

Tripling the power output of an engine for drag racing may seem like a good idea, but if some of its components only last a quarter of a mile! Think about this.

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Moust of all, Remember that Always You Can:

Choose Your Destiny!

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BTRubbertire: Know the Basics of Motorcycle Safety Gear!

Read Time:5 Minute, 59 Second

Buying gear can be overwhelming: dealerships and online superstores are full of expensive products promising to combine style with protection, but what do we really need? Find out where it’s safe to be frugal – and where pinching pennies will cost you more in the long run.

One of the major benefits to riding motorcycles is the increased sensory stimulation: scents and sounds that would otherwise be muted by the confines of a car come alive around us. Of course, that same lack of restriction also increases exposure to the elements and therefore to danger. Because of this, motorcyclists must compensate with wearable protective gear.

The good news

Motorcycle safety gear is by no means in short supply. Catalogs, online retailers, and motorcycle dealerships all offer a variety of goodies and accessories designed to protect riders.

The bad news

Rarely does motorcycle gear come cheap, and the inundation of products can make it difficult to tell the difference between essential and superfluous.

That’s why we are here to help. Let’s take a look at the basics of motorcycle gear for a greater understanding of what you need to ride and what you can skip.

The Basics

1. Helmet

While not all states (or countries) make wearing helmets mandatory, protecting the skull from impact should be a top priority for riders of all skill levels and disciplines. A full-face (integrated visor) helmet offers the best protection but does so with a few shortcomings, namely increased weight and decreased environmental interaction.

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Beautiful young woman in black leather gloves and protective motorbike helmet.

Wearing partial coverage helmets allows for more direct environmental interaction but makes eye protection like goggles or glasses a necessity.

Some modular (convertible) helmets are dual-certified as both full-face and open-face status, where the chin bar can be locked into place while riding but “flipped up” or removed entirely when stopped.

According to research conducted in 2008 on motorcycle riders who had crashed, results concluded that helmets reduce the risk of head injury by roughly 69% and fatality by 42%

Motorcycle helmets contain decals on the back indicating the degree of safety certification performed. DOT represents the United States Department of Transportation safety certification. It is the minimum requirement for any approved motorcycle helmet and must be clearly displayed for the purchaser and/or an officer of the law.

Snell is an independent testing laboratory which tests helmets more rigorously and stricter than the DOT standard. If a helmet doesn’t wear either label, do not purchase it or use it for motorcycling.

2. Gloves

Not only are gloves essential for debris protection and temperature insulation, they serve as an invaluable purpose in the event of a crash, where we instinctually attempt to break our fall with our palms. Wearing gloves can reduce the risk of injury to the hands by 45% and reduces the risk of open wounds by 73% 3.

Additionally, a decent pair of gloves reduces risk of burns when performing simple maintenance in and around a hot engine compartment. Finally, studies link colder temperatures and skin exposure to delayed motor response. In an environment where fractions of a single second can make a difference, keeping digits warm is invaluable.

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Caucasian motorcycle rider in fashionable black leather jacket and helmet, adjusting gloves

3. Jackets & Pants

Like with helmets, there is no universal set standard when it comes to selection of clothing when operating a motorcycle. Motorcyclists have traditionally been associated with the use of leather for this simple reason: Not only does leather offer resistance to the wind when traveling at highway speeds, it is surprisingly beneficial in diffusing friction from the road in the event of a crash. These days, synthetics and polymers in textiles offer alternatives to genuine cow skin but the goals when assembling a riding outfit remain unchanged.

4. Boots

While footwear is a personal preference, there are factors (such as a non-skid sole and oil resistance) to seriously consider when making a selection. Wearing the proper motorcycle boots can reduce the risk of injury by 45% and reduce the risk of an open wound by 90%.

Leather work boots can work in a pinch, but purpose-built motorcycling gear is preferable because the toe-box is typically lower-profile than a typical work boot. This makes getting a foot under the shift-lever less cumbersome.

Additionally, specifically placed lugs are designed to keep feet on foot pegs. Ankle protection against impact and twisting is usually accomplished through ergonomically designed plates. Finally, the risk of laces coming untied and entangled during a ride is avoided by plastic or metal enclosures typically found on riding boots.

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While we covered the essentials that no motorcyclist should consider riding without, this is just the tip of the iceberg when it comes to protective gear on the market today. The good news is that with a little common sense, deciphering what is crucial and what you can do without isn’t a daunting task.

Beyond the Basics

1. Back and Chest Protectors

Full protector jackets (or racing suits) are the absolute best bet from a safety standpoint. Full protector jackets offer friction resistant outer materials and an air chamber. The trouble, however, is twofold: they tend to contain heat and are rarely cheap. The good news? Many of their qualities can be duplicated through individual back, chest, and neck protectors designed to keep the spine safe. These protectors attach around the waist and the neck and are worn under your jacket. Using these protectors will reduce the risk of injury by 23% and a 63% reduction of an open wound injury.

If the thought of adding additional layers to your riding gear cramps your style, some degree of spinal safety can be attained through armor inserts for your riding jacket. Most riding jackets come standard with a removable spine protector insert.

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2. Elbow and Knee Guards

While dedicated riding gear often includes some degree of joint protection, riders who only sport leather or denim need to protect their elbows and knees. Separate knee and elbow guards are available in a wide variety of shapes, styles (over or under clothing) and price points. These key areas of the body are often damaged in a crash: 50% of crashed riders injured their knees, with 56% of crashed riders having arm injuries.

Just like helmets’ DOT & Snell certification, motorcycle protective components should boast a CE certification (for Conformité Européenne). Never purchase or use gear that lack this standard.

Fatigue, especially during long rides, has been linked to the droning sound of air rushing around the helmet. An affordable and simple solution is to use foam earplugs, which are typically sold in disposable and reusable varieties.

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Biker in action looking rear on the road with the right Motorcycle Safety Gear
Riding a motorcycle is exhilarating, exciting, and life changing. However, it is also dangerous. Make sure you are wearing the proper gear before heading out on your bike. Preparing for a safe ride – without breaking the bank – is the first step to enjoying the open road!

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Moust of all, Remember that Always You Can:

Choose Your Destiny!

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The Moust Essential Guide to Your Motorcycle Tires! – Continuation of “how to read your motorcycle tire codes”. Part #3

Read Time:6 Minute, 37 Second
Get the right motorcycle tires! BTRubber Tires

Motorcycle Tires 101

Information is a handy thing to have, and this is particularly true when it comes to something as important to your health as your motorcycles tires. Accordingly, tire manufacturers and the federal government have devised a system that lays out just about everything you need to know and placed it conveniently on the tire sidewall. The problem is that much of that information is in a sort of code that needs deciphering before the message means anything. What follows is a guide to doing just that.

It’s important to understand that while the law requires certain information, tire manufacturers have a lot of leeway in the way that material is formatted. They’re also free to add anything they deem pertinent, or even mildly interesting, so the amount of information and its placement can vary greatly between manufacturers or even between two similar tires from the same maker, so don’t be surprised if your tires don’t look exactly like our examples.

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Manufacturer’s Name

This one is self-explanatory, it identifies the tire maker, and lets you know who to thank, or blame, if your tire elicits strong feelings.

Tire Type

This identifies the particular tire within the manufacturer’s range. It may appear as a name, for example, Cobra (Avon), Lasertec (Metzeler), or Battlax (Bridgestone), or as an alpha numeric designation like AM26 (Avon). If there’s enough room, some tires may include both.

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Tire Construction Detail

The construction detail section describes the internal construction of the tire. Among other things, it’ll list the type of material used to build the tire carcass, and how many plies are used. It may not mean much to you, but it’s pornography to a tire geek!

Advanced Variable Belt Density

Remember what I said about the manufacturers being free to add information they thought you might like? Well, this little tidbit is basically advertising. It refers to the belt that runs throughout the circumference of the tire.

Get an example whit our own tire specs!
Get the right motorcycle tires! BTRubber Tires

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Tire Size Designation

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This one’s a biggie, kids. It tells you the size and profile of your tire, what size rim it fits, and, in most cases, includes information on the tire’s speed rating and construction, though these will always be listed separately. Over the years three basic systems have been used: the inch, which is the oldest, and formerly the most popular; the alpha-numeric, which was a little confusing and never very popular; and the current favorite and all-time most popular, the metric. While both inch and alpha-numeric systems are still in limited use, primarily among vintage bike enthusiasts, we’ll pass them by in the interest of brevity and concentrate on the metric system, which has become the standard of the industry.

In our example, the size designation is 170/60ZR17. The first number represents the tire’s nominal width, which is the width of the tire from sidewall to sidewall when the tire is mounted on its rim and properly inflated, but not under load. This is called the section width. In this case it’s 170 millimeters, and no, they never actually print the “MM” on the sidewall. The second number represents the nominal height of the sidewall as measured from the tire bead, where it contacts the rim, to the point where the tread meets the ground. This is called the aspect ratio. Where it gets tricky is that this second number, 60 in this example isn’t a dimensional measurement but a percentage of the tire’s width. In this case, 60 percent of 170 is 102, meaning we have a tire that’s 170 millimeters wide, and a side wall that is 102 millimeters high.

The Z represents the tire’s speed rating. Let me digress here and point out that unless the tire is Z-rated – meaning it’s good for sustained travel at 150 mph or more – the speed rating isn’t normally included in the size designation label. Manufacturers usually place the Z in the size description when the tire is W- (168 mph) or V- (186 mph) rated to indicate that this version of the tire is intended for high performance use and for bragging rights.

The R tells us that this is a radial tire; if it were missing we could rightly infer that the tire used bias ply construction, and in every case that would be listed somewhere on the tire as well.

The 17 means this tire is designed to fit a 17-inch rim. Armed with this information and only this information, you now know enough about your tire’s construction to safely replace it, no matter the circumstances.

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Load Index and Speed

This box will contain a two-digit number followed by a single letter. The number tells you how much weight the tire can bear at its maximum inflation pressure. The letter indicates the maximum speed the tire can handle, also at its maximum pressure. The speed ratings can be a little confusing – as a rule, the higher the letter, the higher the speed, but there are exceptions. H, for example is rated at 130 mph, while an S-rated tire is only good to 112 mph. A fuller description of both load and speed ratings can found on most tire company websites or in their catalogs.

ECE Approval

This stands for the Economic Commission of Europe and means that they’ve approved the tire.

Tubeless or Tube Type

(Sometimes “tube type when fitted to a spoked wheel”): This indicates whether the tire can be used with a tube for spoke wheel applications and/or installed without one when appropriate.

Directional Arrow

The arrow indicates which way the tire should rotate when the motorcycle is moving forward.

Manufacturing Date Code

This is another handy piece of information. The date code is a four-digit number that tells you what week and year the tire was built. For example, 1721 means your tire was built during the 17th week of 2021.

DOT Compliance Symbol and
DOT ID Number

These indicate that the tire is both legal to sell in the US and traceable should the DOT need to recall them for any reason.

Maximum Load and Pressure

This one seems redundant as it repeats information we already have. However, in this case, rather than use a symbol, the maximum load is spelled out in pounds. The maximum pressure setting is always cause for confusion. This number represents the maximum amount of pressure the tire can safely withstand at its maximum load. It is not the recommend tire pressure for normal use.

Most motorcycles will have their stock tire sizes, and appropriate tire pressures on a sticker appearing low on the bike’s frame or swing arm.

Pattern Code

The manufacturer’s tread pattern code; it’s of academic interest only.

Country of Origin

If you need to know (Ours are from India and China).

Get the right motorcycle tires! BTRubber Tires

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Lastly, there are two indicators missing from the illustration that are sometimes present. The first is the Balance Mark – a dab of paint that tells the tire installer where the tire’s light spot is; the second is and the Wear Indicators, which are small triangles, or the letters TWI (Tire Wear Indicator) imprinted at several points around the tire’s circumference. These show you where the tire’s wear indicators are located.

Finally

Please understand that while the foregoing provides you with a guide, and hopefully a better understanding of the type of tire your motorcycle requires, it’s by no means complete. In all cases, either the original equipment manufacturer or the tire builder’s catalog should be consulted when questions concerning tires arise.

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Moust of all, Remember that Always You Can:

Choose Your Destiny!

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The Driving Change: Why More Women are Riding Motorcycles Today?

Read Time:8 Minute, 42 Second

Whether it’s for freedom, adventure, spiritual experience, confidence, independence, or community, women are taking to motorcycles with an increased voracity.

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Nine years ago, Debra Teplitz, 44, decided to silence the voice in her head that said, “Nice Jewish girls from the North Shore of Chicago don’t ride motorcycles.” Like so many women who are learning to ride in their 30s, 40s, 50s, and beyond, Teplitz has confronted personal challenges, societal stereotypes, and cultural expectations to embrace the freedom and independence of motorcycling. For many female riders, mastering a motorcycle has served as a catalyst for other long-awaited life changes. While their riding is at an all-time high, women on motorcycles are nothing new. We’ve been riding longer than we’ve been voting. Nonetheless, there are a lot more of us now. Women are one of the fastest growing demographics in the powersports industry.

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Why Women Ride? A Female Bike Story

1. Freedom

After her divorce in 2007, Wendy Lamparelli, 51, was ready to buy a bike to fulfill a lifelong dream. Fearing for her safety, Lamparelli’s mom and kids begged her not to, so she ended up with a convertible instead. But the dream didn’t fade. In June 2012, she made it come true. What does she enjoy most? “The freedom and the pure adrenaline rush I feel when I’m in control of such a beautiful machine,” she says.

Teplitz, editorial operations manager for a multinational publishing house, loved riding with her dad. Even as a child, she felt free and relished the special time spent with him. Years later, while watching her husband learn to ride, she was bitten by the bug. In spite of being terrified of her klutziness, Teplitz signed up, too. She recalls being so tense that her body still ached two days after class. In spite of stressing over learning to shift, dropping the bike, and picking up speed, she passed her test on the first try.

2. Independence

Now 55, Idaho tourism manager Diane Norton started riding 14 years ago because she wanted the independence and a better view than the back of a helmet. She loves riding through Idaho’s scenic back roads alongside her husband. “It’s my Zen,” Norton says. “I’m completely in the moment. There’s no cell phone, music, or email that can take me away from my Zen.”

3. Adventure

Account manager Kelly Geissler, 46, always wanted to ride but never thought her husband was interested. Kids and careers took precedence and riding remained something for another day. That day finally arrived for both of them four years ago. Geissler hasn’t looked back since – except to check her mirrors.

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Get de Right Tires for Adventure Bikes!

4. To Conquer Fears

Nine years ago, 46-year-old Christine Watson, learned to ride when her new husband decided he wanted to ride solo again. It was learn to ride, or see him less. The fear was almost paralyzing, but she overcame it and now wonders what took her so long. “I started on a Honda CBR 250, moved up to a 600, and now I’m on a Ninja 1000,” she says. “Riding’s been the driving force behind life changes. I now know I can do anything I set my mind to.”

Her excitement and drive hasn’t gone unnoticed. Christine’s 20-year-old daughter thinks her mom is cool to try new things and conquer fears. “I think it’s important for people to know you can do anything, no matter what your age,” Watson says.

5. Community

While riding is often about independence, riders appreciate the community aspect. “It’s given me a sisterhood with a group of women that has changed my life,” Watson says.

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Speed Bumps and Traffic Cones: Obstacles to Riding

At the age of 16 (which is when I first learned to ride) most of us feel invincible and immortal – so it’s easy to learn. There’s no fear. Learning as an adult, however, is a whole different ball game. There’s an established stigma. Before you can learn, you have to get past myths based on:

  • Cultural training
  • Opinions of others
  • Physical requirements
  • Fear of failure
  • Fear of success

There are also skill-based fears, remedied through training and practice:

  • Operating the clutch
  • Turning at slow speeds
  • Picking up speed
  • Cornering
  • Dropping it
  • Finding others to ride with

Geissler’s biggest challenge was to get that little voice out of her head that said, “Why are you doing this? It’s dangerous!” As her time in the saddle increased, so too did her confidence, and that little voice isn’t even a whisper any more. “It’s cliché to say it’s freedom, but that’s as close as I can get,” she says. “It’s the ‘don’t fence me in’ spirit. It’s so beautiful and I can’t help but say a little prayer of gratitude. I’m always grinning.”

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A Sisterhood of Riders

“With women’s affinity toward connection, it’s only natural these riders want to connect with each other,” says Genevieve Schmitt, founder and editor of Women Riders Now, the longest-running and most comprehensive resource for female motorcyclists. “As a result there are hundreds of women’s motorcycle riding clubs across the U.S. and Canada,” she says. These clubs provide an outlet for women to meet up on a regular basis and share their passion for motorcycling. “It’s also a way for new riders to get integrated into a community of like-minded riders,” Schmitt says.

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Get de Right Tire for Your Bike!

One of those organizations is Women On Wheels (WOW). By day, WOW president Cris Baldwin is the assistant dean and registrar for the Sam Fox School of Design & Visual Arts at Washington University in St. Louis. But she devotes most nights and weekends to the not-for-profit organization. WOW has 75 Chapters in the U.S. and approximately 1,500 members worldwide. “This already gives me a network of females not accessible to me prior to WOW,” Baldwin says.

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Women Take the Industry By Storm

Most telling of women’s impact on a still male-dominated arena is their entry into leadership positions in the powersports industry.

In February 2013, Maggie McNally-Bradshaw, an IT Specialist for New York State, was unanimously elected chair of the American Motorcyclist Association (AMA) board of directors. She is the first woman to lead the AMA board in the association’s 89-year history.

McNally-Bradshaw is used to defying the odds. It was her feistiness and pure determination that got her riding at 19. She and a group of friends were talking about dream cars. When 5’1” McNally-Bradshaw said she wanted to get a motorcycle, one of the guys said, “You can’t. Girls don’t ride motorcycles.” She had her permit within a week, and now teaches part-time.

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Sarah Schilke, Head of Marketing and PR for Schuberth North America and Held USA, became the first woman to serve on the Board of Directors of the Motorcycle Industry Council (MIC) in its 100-year history. An avid street rider and amateur off-road racer, Schilke has been riding motorcycles for 20 years and worked in the motorcycle field for almost as long.

Like many women, Cam Arnold – MIC’s VP of Communications – learned how to ride from her college boyfriend. She enjoyed it, and bought a bike, which became her main form of transportation for years. A couple of close calls spooked her and she sold her bike to a friend, whom she later married. She had her bike back! Also typical of many women’s stories, Arnold took a break while focusing on family and career. She and her husband returned to riding once the kids were grown, and don’t plan on stopping any time soon.

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Motorcycle Industry Response to Increase in Female RidersEmbed Image
In a move that’s a huge boost for women riders, PowerLily, a private LinkedIn group for women in the powersports industry (with more than 300 active members), recently became part of the MIC. Arnold will lead the program and work closely with its members to integrate MIC resources. “We’ll have support from all segments of the industry,” she says.

Industry leader Harley-Davidson has been pursuing women riders for years, with programs such as the Garage Party, designed to take the intimidation factor out of walking into a motorcycle shop. Their strategy worked. Harley-Davidson sold more new on-road motorcycles to women in the U.S. than all other brands combined in 2013. Perhaps more women have realized the benefits of riding that can extend to daily lives off the road. “Thousands of women have found riding a Harley-Davidson motorcycle is a powerful way to tap into their strength, independence, and confidence and take it to a whole new level,” said Claudia Garber, Director of Market Outreach for Harley-Davidson.

Honda has doubled its market share of female riders in the past five years by focusing on a proper fit for women riders. The broad appeal of the CTX700 and CTX700N cruisers with their lower seat height, lower center of gravity, and optional automatic transmission is evident with more than 30 percent of sales to women. Honda has also introduced lower and narrower seats on sport bikes, a move that has helped double the percentage of sales to women in that segment.

“I’ve also noticed a shift in more women seeking the adventure style of riding with an eye toward long distance touring on two wheels,” says Schmitt. The adventure touring motorcycle market has taken off in recent years; all the new models to choose allow riders more versatility for touring. Women are seeking out this style of riding and enjoying all the rewards that come from venturing outside of a set comfort zone and exploring new horizons, Schmitt explains.

Women on motorcycles are powerful. And they’re learning that if you can master your motorcycle, you can master anything. Transformation that begins with one inspires many more who are ready to make a change, with an established community waiting to welcome and provide support.

As women riders’ numbers and strength swell, so too does their positive influence, both in the powersports industry and in the organizations in which they work and play.

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Moust of all, Remember that Always You Can:

Choose Your Destiny!

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Sport or Adventure: Break the Routine and Choose Your Destiny Today!

Read Time:6 Minute, 23 Second

Should you want to get involved in dual sport or adventure riding, you’ll need a dedicated bike.

Dual Sport vs. Adventure Bike: What sort of bike best suits your needs?

Dual Sport Bikes

Dual sports are street legal motorcycles designed primarily as off-road bikes. With a few exceptions, dual sports are powered by single-cylinder four-stroke engines that typically displace between 125 and 650 cc. Following normal off-road practice, they have long travel suspensions, usually with some provision to adjust damping and spring preload, and plenty of ground clearance. Likewise, they normally use a 21” front wheel, which lets the tire ride up and over obstacles and reduces steering effort, especially on soft surfaces, and an 18” rear tire. Physically, dual sports tend to be tall – figure on a seat height of between 34 and 37 inches – and light, with an average weight of something around 350lbs.
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Get de Right Tires for SportBikes!

Although dual sports are primarily designed for off-road use, the majority of them make excellent street bikes, so they’re a sound choice for the rider that may have to make one bike serve all their needs. By the same token, it’s worth mentioning that the high end dual sports, particularly those from the European manufacturers, are really thinly disguised race bikes that have been made street legal. As such they’re expensive, and may not be the best choice if you’re new to this.

Adventure Bikes

Adventure bikes are pavement-oriented motorcycles that have been designed to include some degree of off-road capability. As befits their mission, they are by nature larger, more sophisticated, and considerably more expensive than dual sport motorcycles. Typical attributes of an adventure bike are a large displacement multi-cylinder engine; an electronics package that includes features like ride mode control, ABS, electronic suspension adjustment; and plug-ins for your personal electronic devices.

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Get de Right Tires for Adventure Bikes!

They generally offer some sort of weather protection, and large pannier-style bags will be included or available as an option. Although they generally have more ground clearance than pure street bikes, they don’t normally have as much as a dual sport. In most cases they’ll also have smaller rims, similar to those used on street bikes, with the less dirt-oriented versions often using cast wheels. Adventure bikes can be trail ridden, if the trail isn’t terribly challenging or if the pilot is exceptionally brave, and there are exceptions; some of the “rally” type of adventure bikes are extremely competent no matter how tough the trail. But overall most adventure bikes should be considered the two-wheel equivalent of an SUV.

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Get de Right Tire for Your Bike!

Which to Choose?

The bottom line here is that while a dual sport and an adventure bike share similar DNA, in many ways they’re as different from each other as chalk is from cheese. If you want a touring bike that won’t be put off by broken pavement, unpaved roads, and the occasional off-road foray, an adventure bike is probably your best choice. On the other hand, if you want a street legal dirt bike that can be ridden to the trailhead, or one that can carry you to school or work during the week, and still give your buddies a good run for their money through the woods or even enter the occasional off-road race, then look toward the dual sports.

Equipment

An off-road bike can carry you farther into the wilderness in 10 minutes than most of us can walk in two hours. And while a broken street bike is inconvenient, help is seldom more than a phone call away. But if your dual sport or adventure bike breaks down in some remote off-road location, you’re probably going to be on your own, so as the Boy Scouts say: “Be prepared.”

Adventure bikes tend to have ample storage space, so carrying tools, medical supplies, and a few well-chosen spares, along with anything else you might need, shouldn’t present much of a problem. Depending on how long you’re going to be out there, I’d recommend that, in addition to your travel needs, clothing, personal items, and whatever else you deem important enough to carry, you also pack the following:

  1. A good first aid kit. One that’s got enough stuff in it to do you or anyone that’s injured some good, and it should include at least a rudimentary guide to first aid.
  2. A decent tool kit. If your bike doesn’t come with one you can trust, go out and buy the best grade tools you can afford. At the very least, your tool kit should include tools to remove a wheel, replace a spark plug, and tighten up anything that comes loose. On the last off-road ride I was on, my buddy’s KTM sprocket bolts came loose, locking up the rear wheel. The fix was simple, but if we hadn’t had the right Allen wrench it would have been a long, slow push home. If the bike has tubeless tires, a tire plug kit should be included along with some means of inflating the tire. If the bike uses tube-type tires, a spare tube and the tools needed to install it can come in mighty handy. We’d also recommend learning how to change the tube before it goes flat.
  3. A small vice grip. This is an absolute must-have. We’ve seen them used to replace broken shift, brake, and clutch levers and even used to operate a broken throttle cable. They’re pretty good at removing stuck or rounded-off bolts as well.
  4. A few well-chosen spares. Among other things We always carry a few nuts and bolts, a few feet of mechanic’s wire and a roll of electrical tape

How to pack for a motorcycle off-road tour

Because dual sport bikes don’t always have a lot of space, you’ll have to get a little creative in the way you carry things. Some guys tape tools and spare parts to out-of-the-way places on their bike. Some use tool kits that mount to the fenders, and some like to wear a fanny or back pack that can be crammed full. I’m a fanny pack guy, and in mine I generally carry a small adjustable wrench, a few dedicated wrenches that fit my bike’s fasteners. A tire inflator/sealer, and of course, my vice grips. A final tip here: a lot of the time our riding buddies and we divide up the tool-carrying chores. “John” carries the tire irons, “I” have the tube(s), and “Ric” has the axle wrench. Doing it that way allows us to carry a lot more gear, with a lot less hassle.

Travel tips:

If you ride alone, make sure someone knows where you’re going, the general route you’re taking, and your estimated time of arrival.

When riding in a group, establish any ground rules – before you let out the clutch – and make sure you’re all on the same page.

Lastly, no one should be out in the woods by themselves. I don’t care how close to home you are, riding alone can get you hurt or worse. Preferably any serious off-road ride should include three riders; that way if someone gets hurt, one person can stay with the injured rider, the other can go for help.

Moust of all, Remember that Always You Can:

Choose Your Destiny!

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