Check out this un-boxing video of a new 6D ATR-1 Phantom carbon helmet.
Sometimes we too easily succumb to pleasures that make life easier, ordering everything on Amazon, Ubering around the city, hell we can even shop online and pick our groceries up at Walmart without having to go inside. But what about our past time as motorcycle enthusiasts?
A recent interview of about 100 motorcyclists at a local expo that we put on revealed that the number one complaint/nuisance in the adventure touring segment was flat tires on the trail.
So, what other options do we have? What if there was a solution for this? What if you could ride your lightweight adventure touring /dual sport bike up to 2500 or more miles and NEVER have to worry about getting a flat? Has Neutec solved this annoying dilemma?
Can they hold up to 2500+ miles of torture? Follow us on Youtube for a complete review and endurance test of Neutec's Nitro Mousse's.
Written by: Scott J. Surla
Only at Enduro America!
Whether you are an expert rider or just starting out I think there is always something to be learned about any sport. These are a few tips that I live by to be safe while motorcycling.
Below is a link to a video that will show the gear that I am carrying with on the trip along with how it all fits on the bike. I am not a videographer!
If you’re wondering how to properly gear your bike to run better, or be more responsive you’re not alone. Gearing your dirt bike is a compromise ratio and as soon as you change your conditions, you might need a new compromise. Here are our best guidelines for this process.
Sprocket size and final driveLets learn some lingo.
Gearing up and gearing down are just not the same; make sure you know the end results of both. You can gear up by using a smaller rear sprocket or a larger countershaft/front sprocket. Gearing up adds more speed and decreases the final drive ratio. You can gear down by using a larger rear sprocket or a smaller front sprocket. Gearing down reduces speed and increases the final drive ratio.
Gearing UP = More Speed
Gearing DOWN = Less Speed
So, what’s the final drive ratio? It just means how many turns the countershaft has to make in order to turn the rear wheel around once (Acceleration). A higher drive ratio corresponds to a lower gearing and more turns of the countershaft for every rotation of the wheel, and a smaller drive ratio corresponds to higher gearing and fewer turns of the countershaft for every rotation of the wheel. Which setup means your engine is working slower? The answer is a higher gear ratio because it turns your wheel with fewer turns of the countershaft.
So, the bottom line is, what are you trying to achieve?
For more bottom end and faster acceleration, use a small countershaft/front sprocket or large rear sprocket. For every 1 tooth that you change on the front sprocket is like changing 3 to 4 teeth on the rear (and that’s true for higher gearing ratios, too). This configuration creates that smaller gearing ratio that works best for tracks with lots of turns, few long straightaways, like Arenacross, and tight trail riding.
For more top end and faster top speed, use a large countershaft/front sprocket or smaller rear sprocket. This creates a taller gearing ratio that’s best for high speed situations without many tight turns like wide open desert racing. Since you get more action from changes to the countershaft, adjust the rear sprocket by just 1 or 2 teeth for a subtle change.
Gearing changes based on conditionsSo, what kind of changes in riding conditions might merit a gearing change? Quite a few actually. Here are some of the principles to keep in mind:
You can physically check whether your chain is worn by measuring how far apart the pins holding the chain together are spaced. This works because there is a “service limit” for how much the chain should stretch; your owner’s manual will tell you what the service limit is.
It’s also time to replace your chain if you see any of these signs:
The bottom lineNo matter where you’re riding, as an experienced racer you’ve probably felt the difference between gearing that was just so-so and gearing that was completely dialed for your track. Fortunately, learning how to decide on gearing gets a lot easier with experience. Understanding the cause and effect of the front and rear sprocket is the most important part; once you’ve got that down, it’s all trial and error.
*Credit Medium.com and BTO Sports