Friday, August 21, 2015

SO WHAT TYPE OF TIRES WILL YOU GO FOR

I now own a BMW F800GS from an R1200GS which was fantastic but not smart. The F800GS has been superb, “the do it all motorcycle” giving me all I have always wanted for commuting, adventure, and most of all the super fun and breathtaking dirt rides.  

Let’s get down to the main deal

Understanding your motorcycle tires: Looking on what type of tires to buy, I needed to ask myself “what type of riding will I be doing MORE”. I do so much more of commuting which means PAVEMENT so I have to get a tire that is 80% pavement 20% dirt. Then how much load will I be putting on my motorcycle… Just my backpack and I … oh oh my girl should not read this may be a pillion but like riding light. What’s my maximum speed? Let’s say   210km, tire construction etc.
Looked in some site:


Combining information from the above, I present the below:


Tire Explained

Width

The first number or second letter in a tire size represents the nominal width. Width is measured in a straight line from the furthest point on one sidewall, across the tread, to the furthest point on the opposite sidewall. If there is any question whether or not a larger than OEM tire will fit your bike, you're encouraged to call Tech Service. The different size numbering systems specify widths in different measurements.

Aspect Ratio

Aspect Ratios indicate a tires cross-sectional profile. The smaller the number, the lower the profile. It expresses the height to width ratio as a percent. A 90 aspect ratio means the tire's cross sectional height is 90% of it's width. The aspect ratio appears immediately after the width in the Metric, Alpha and Low Profile Inch numbering systems

Speed Rating

Speed Ratings are internationally recognized maximum speeds at which the tire may be used with maximum load when the maximum listed inflation pressure is used. Maximum loads and inflation pressures are found on the sidewalls of the tires. Speed ratings are coded by a letter, which appears directly after the width, aspect ratio, or as part of a three digit Load/Speed Index, found on the tire directly after the complete size designation.

Speed Ratings
Code                         Letter Max.                       MPH Max. KPH
J 62 100
K 68 110
L 75 120
M 81 130
N 87 140
P 93 150
Q 99 160
R 106 170
S 112 180
T 118 190
U 124 200
H 130 210
V220 137 220
V230 143 230
V or V240 149 240
V250 155 250
V260 161 260
W or V270 168 270
V280 174 280
V290 180 290
Y or V300 186 300
Z above 149 above 240 


Tire Construction

The Tire Construction, when included in the size numbering, is listed after the speed rating. The two options for tire construction are Belted (B) or Radial (R). A belted tire has fiberglass, Kevlar, or aramid fiber belts for added strength and load capacity, however not all belted tires will have the B designation. If a tire does not have the Radial (R) designation, it is a bias-ply tire.

Rim Diameter

Rim diameter is the diameter of the rim/wheel on which the tire will be mounted, in inches.

Load and pressure codes

Tire Load The next number or letter you may encounter, after the tire size, is the load index. This is the weight the tire is capable of handling when properly inflated. It's usually expressed in either a numerical code, or a letter code. Most manufacturers will also spell out on the sidewall what that maximum load is so there's no guessing—you'll find it usually listed with the tire's maximum air pressure.
It's good to note here that you should only fill a tire to the motorcycle manufacturer's recommended level. Besides under inflation, one of the biggest mistakes people make with their tires is to overfill them to the maximum level indicated on the sidewall. This leads to poor handling and premature wear. If in doubt, either consult your owner's manual, contact your local dealer, or go to the tire manufacturer's website. Most include the recommended pressure for each motorcycle, along with other tire options. And be sure to measure pressure when the tire is cold. Measuring hot will skew the numbers.

Additional Information

Some tires may have additional information in their size, for example WW, meaning it's a white wall tire. If the size is followed by TT, it means that it is a tube type tire, which requires an inner air tube. TL means it's a tubeless tire. Others may have M/C at the end of the size, which simply means it is a motorcycle tire.




Tire Size Numbering Systems
There are four different motorcycle tire size systems currently in use. The systems can have up to the five parts listed above. The different systems are:

    Metric
    Alpha
    Standard Inch
    Low Profile Inch

Metric

Examples: 180/55ZR-17 · M130/80-18 · 130/80HB-18 · 130/80H-18
The Metric tire size system is the most common and also the most descriptive. Metric sized tires are used on just about every type of motorcycle, from the latest sport bikes, to cruisers, touring bikes and everything in between. An "M" sometimes precedes a metric size when there is no speed rating used. It simply means that it is a motorcycle tire. Another letter is sometimes used after the speed rating to indicate belted (B) or radial (R) tire construction.
In the first example above, 180 is the width in millimeters, 55 is the aspect ratio (cross-section height is 55% of the width), Z is the speed rating (149+ mph), R specifies it's a radial construction tire, and 17 is the wheel diameter in inches.







  SO WHAT TYPE OF TIRE WILL YOU GO FOR

Monday, August 17, 2015

Bikers Denn motorcycle club (Lagos)

Bikers Denn motorcycle club Is a MC situated in Lagos Nigeria, was founded in 2012 n registered with the corporate affairs commission in 2014,a club solely created for the purpose of riding, networking with teams around the world, impacting lives positively through events. Like community service, charity, seminars to promote love n coexistence amongst road users. 

The clubs growth has been largely attributed to team work n a active number of enthusiastic young men and women, popularly termed as lions in the denn, bikers denn has participated in and Co driven charity events as we have soft spots for the needy, thereby boosting the motorcycling image out there n fostering bond amongst bikers, to further contribute to safe riding and best riding practices bikers denn has a team riding school comprising of basic motorcycle skill acquisition and advanced rider training for enhancing the skills of already street savvy bikers. 


Some Biker’s Denn riders training activities includes

Basic motorcycle training includes: 

Motorcycle introduction and rider orientation  

Benefits of riding  

Beginner riders course  

Rules of the road  

Riding etiquette  

Understanding the Nigerian Highway Code  

....... 

Advanced riders training includes:  

Obstacle management  

Defensive riding  

Rider stance and signals  

Pack riding Formations and applications  

Road discipline  

Cardiopulmonary resuscitation (CPR): First aid. 


As our slogan "one team one voice" implies We Hope to someday become an  enterprise contributing its quota to the biking community and the world our motto says "life's a journey, Let's ride" so come ride with us, train with us, We Hope you learn from you Too. 


By Bikers Denn (Lagos)
+234 80 2981 6531 

Friday, August 7, 2015

The Bikers Wearhouse Exhibition/Party



Bikers wear house is a biking apparel and branding company. 

Launched 29th of November, 2014. 

We are inviting Bikers and Bike lovers to our Exhibition/sales and Pool party happening this Saturday on the 8th of August, 2015!!!!!! 

It's going to be the biggest  biker event of 2015 in Lagos.. You really don't want to miss this!!!!!! 

Pre-order and pay for  your bikerswearhouse shirt before the 8th of August and get amazing DISCOUNTS....  (Ooop its not late)

Dualies or Enduros ??


Many new riders are confused about the differences between a Dual Sport and an Adventure Bike. While an Adventure Bike is technically a type of Dual Sport, people usually use the term Dual Sport to describe lightweight “Enduro Style” Motorcycles that are street legal.

To add to the confusion, some of these lightweight Dual Sport bikes can be converted into Adventure Bikes through aftermarket upgrades. Dual Sport bikes are also referred to as Dual Purpose, Dualies or Enduros as well, so it’s no wonder there is a lot of confusion.

Many riders are not really sure if they would be better off with an Adventure Bike or a Dual Sport. There are many different factors that determine which one is best for you. Let’s take a closer look at what differentiates these two motorcycle segments and try to clear up some of the confusion.

The Short Answer

Dual Sport Bikes and Adventure Bikes are both designed to go either off-road or pavement. The main differentiating factor between the two is the location of their sweet spot. Adventure Bikes have a sweet spot that falls more towards the street bike side of the spectrum with an emphasis on long range comfort. Dual Sport bikes tilt more towards the motocross side of the spectrum with a no frills off-road focus.

Early Dual Sport
Evolution of the Dual Sport Motorcycle

Dual Sport motorcycles originally evolved from Enduro bikes. Enduro Bikes are basically motocross bikes with a headlight, tail light (no brake light) and wide ratio transmission. Enduro bikes are designed for competition use and are not street legal.
Enduro bikes are limited to trail riding in designated riding areas. However, by adding lighting upgrades, a horn and rear view mirror you could get them legally licensed for the street in some regions. Converting Enduros into Dual Sports became a popular way to increase riding opportunities with many off-road areas closing down due to wildlife conservation legislation.

For the hardcore off-road riders, the goal was to add only the bare minimum parts required to make the bike street legal and keep the bike light and agile for trail riding. These bikes were to be used primarily for high-intensity off-road riding, with only the occasional detour on pavement to refill gas or link trails together, so comfort was not a concern.

Some manufacturers followed this trend and also began making lightweight street legal Enduro Style Dual Sports. These bikes came from the factory with a license plate and a few refinements for the street like gauges, a key and a quiet muffler. While street manners improved with these factory Dual Sport motorcycles, the trade-off was increased weight and less agility off-road.

Overtime, many factory Dual Sports got more street oriented. Their range and comfort on pavement improved, but keeping the weight down always remained a priority to keep off-road performance high.

Dual Sport Motorcycles General Characteristics:
  • Single cylinder 250cc-650cc engine
  • Long flat motocross style seat
  • No windscreen
  • Spoked wheels
  • Small Gas Tank (~100 mi. range)
  • High front fender
  • Minimal body work
  • Crash protectors
  • Large 21″ front wheel
  • High ground clearance
  • High bars for stand up riding
  • Geared for low speed trails
For simplicity, we’ve generalized the characteristics here to describe a “typical” Dual Sport bike. Some models of Dual Sport motorcycles may vary significantly.

Dual Sport Pros:

The main advantage of a Dual Sport motorcycle is its lightweight and agility off-road. Dual Sport bikes are also designed for excellent off-road durability. The bikes are less likely to get damaged when crashed and are easy to pick up after falling because they are light.

Dual Sport bikes are the “Street Legal” motorcycle of choice to handle the toughest off-road terrain, including sand, rocks, steep inclines, single track and whoops.

With no windscreen and a flat seat, the bikes allow a range of body positions required for high-intensity off-road riding. Acceleration is usually good up to 65 mph. The bikes are fun and easy to maneuver.

Dual Sport Cons:

The main disadvantage for a Dual Sport bike is the highway performance. At highway speeds there is no windscreen to protect the rider from wind, which can wear you down quickly. The tall front fender on Dual Sports can sometimes begin to flop around at highway speeds.

Above 65mph, the small single cylinder engines can begin to vibrate or buzz annoyingly. Aggressive off-road knobby style tires can also float around at highway speed, which can be unsettling. Traction on Knobby tires is not good on pavement, requiring more room for emergency braking.
At highway speeds, the Dual Sport’s small displacement engine lacks acceleration and struggles to keep up with fast moving traffic. This requires riders to cruise at a speed below the flow of traffic. The long flat hard motocross style seat may become uncomfortable when riding on the highway in a fixed position for more than 30 minutes.

The smaller gas tank also requires more frequent gas stops that can limit riding opportunities in remote areas. Dual Sport bikes have limited or no luggage hauling capacity and are uncomfortable for carrying a passenger.

If ridden at speed regularly, the small displacement engines are put under stress that can limit durability over time. Knobby tires also wear much quicker than a street tire. Dual Sport bikes also tend to have less oil volume so they require more frequent oil changes.

Evolution of the Adventure Bike

The First True Adventure Bike 1981 BMW R80 G/S (Courtesy Cycleworld Magazine)

With all the drawbacks of a Dual Sport bike, some riders were left wanting more. They wanted a motorcycle that was comfortable for long distances on the highway while still performing well off-road.

Riders wanted a multi-purpose bike they could comfortably load up with luggage and a passenger, but still have the confidence to explore back country roads.

Overtime, the Dual Sport began to evolve into a completely different machine. A bike with dirt bike roots but the heart of a street bike.

BMW pioneered the Adventure Bike template back in 1981 with the R80G/S.  No one really knew what to make of this new BMW or what it was designed for. On the street it was agile and flickable. In the dirt it was reasonably capable. You could ride comfortably all day on the highway and everyone was surprised of how good it was off-road for such a heavy bike.

The BMW R80G/S had excellent reliability and became the bike of choice for serious global adventurers or anyone that just wanted to get out and explore. It wasn’t until the late 1980’s that other manufacturers caught on and developed competing models like the Cagiva Elefant, Kawaski KLR650, and Honda Africa Twin. And thus, the Adventure Bike segment was born.  Take a look at thefeature article about the 1981 R80 G/S published by CycleWorld Magazine to read more about the history of this bike.

The Modern Adventure Touring Bike

Adventure Bikes continued to improve in performance with every new model released. Now nearly every motorcycle manufacturer offers one or more Adventure Bike models and competition for market share is high. The popularity of these bikes and strong sales accelerated investment in technology and pushed design improvements further.

Modern Adventure Bikes are capable of handling all but the most extreme trails off-road while still offering the all-day comfort of a touring bike. ADV Bikes offer quick handling that makes them a joy to run hard on twisty back roads. Adventure Bikes offer the most versatility in Motorcycling.

Adventure Bike General Characteristics:

For simplicity, we generalized the characteristics here to describe a “typical” Adventure Touring bike. Some models of Adventure motorcycles may vary significantly.

  • 650cc or larger engine displacement
  • Big Gas Tank (~200 mi. range)
  • Comfortable seat for long distance touring
  • Windscreen for better wind protection at speed
  • Luggage rack or other luggage system
  • Heavy duty brakes for paved roads
  • Good ground clearance and suspension travel
  • Protective guards to prevent off-road damage
  • Tires designed more for pavement than off-road
  • Spoked wheels for better impact resistance off-road
  • Geared for Riding at Highway Speeds

Adventure Bike Pros:

Adventure Bikes typically have larger displacement twin cylinder engines that can cruise comfortably at speed. The greater horsepower and longer gearing allows them to keep up with the flow of traffic and accelerate with ease during passing maneuvers. The bikes can also stop quickly with street biased tires and more powerful brakes, offering better safety in emergency situations.

The larger engines run at lower RPMs making them smoother and more durable for long-distance travel. Riders are less fatigued with protection from the wind and a comfortable seat as well.

Large gas tanks provide a typical range 200 miles, allowing riders to venture off in remote areas and travel further without refilling.

The bikes can be loaded up with Luggage Racks, panniers and top boxes that allow riders to carry gear for camping and long-term tours. Passenger can also be carried without significant impact on the handling of the bike.

Heavy duty long-travel suspensions are able to absorb the impacts of off-road riding. The bikes allow riders to explore dirt roads and even technical terrain in the hands of a skilled rider. Aftermarket accessories like crash-bars help keep the exposed plastics protected from damage in a fall.

Adventure Bike Cons:

Adventure Bikes are significantly heavier than Dual Sport motorcycles making aggressive off-road riding and technical trails more challenging. During off-road riding, body positioning is limited because of windscreens, seat designs and luggage systems.  Their weight and protruding parts (e.g. Panniers and windscreens) can make them more difficult to handle aggressive off-road riding.

Exposed plastic bodywork and windscreens can get damaged in a fall and are expensive to repair. Picking up these heavy beasts can require more than one person. Low front fenders don’t flop on the highway, but they can get packed with mud and lock the front wheel on muddy trails.

The complexity of the engines and advanced electronics can make some Adventure Bikes more difficult to fix if a remote repair is required. The bikes are also more expensive to purchase, maintain and repair than Dual Sport motorcycles.

Deciding Which Style Bike is Best for You

There are several factors to consider when determining whether a Dual Sport or Adventure Bike is best for you. It boils down to your physical capabilities and intended usage of the bike.

If you live close to the trails and want to ride more difficult terrain or just want a lighter bike that is easy to maneuver, then a Dual Sport Bike is for you.

If you need to travel more than 30 minutes to get to the trails and you don’t have a pickup truck or van, then you are probably better off getting an Adventure Bike. If you have aspirations for long trips that include significant paved sections, then and Adventure Bike is definitely for you.

If you’ve decided you want to become an Adventure Bike Rider, then your next step is to figure out which Adventure Bike you should get. Check out our Top 10 Adventure Bikes for New Adventure Riders or try our First Adventure Bike Selector Tool to get an Adventure Bike recommendation. The Questionnaire will help you analyze your needs and discover some different Adventure Bike Models that are potentially a good match for your intended usage and physical capabilities.


From : www.advpulse.com

Monday, August 3, 2015

10 things I learned from motorcycle crashes - By Wes Stiler



I’ve had a few motorcycle crashes in my time. Some have hurt me, some I’ve walked away from. I’d like to think each one has made me a smarter, safer rider. Hopefully, by sharing what I’ve learned, you can be too, without all the exposed butt shots on the Internet. This is 10 things I’ve learned from 10 (or so) motorcycle crashes.

1. Some Gear Works Better Than Others

 I was riding a 9 bhp kid’s bike (don’t ask, it wasn’t my choice), all the guys we were racing with made fun of me for wearing a race suit, Tech 10s and a full-face helmet. Well, I’d crashed in all that gear before and I knew it would protect me, even if I ended up getting run over by some ipster in a novelty helmet on his 500 lbs Triumph. At a subsequent race, one of the no-armor crowd broke his back. He wouldn’t have if he’d been wearing anything like the gear detailed above.

Even if you don’t have the opportunity to crash test gear to learn what works, just apply some critical thought to the gear you choose to wear. Does the elbow armor extend all the way down your forearm? If not, your forearm is exposed. Do your gloves leave exposed skin between their cuff and your jacket? Don’t trust ‘em. Is the back protector in your jacket asoft piece of non-CE foam or a hefty plastic-and-foam, CE-rated piece of armor? I don’t know about you, but I like the fact that my back works.

I recently “loaned” an entire riding outfit to a buddy who was beginning to ride: a $1,200 Alpinestars jacket complete with BioArmor in the shoulders and elbows, a CE2 D30 back protector and Astars chest armor;matching $1,500 pants with BioArmor; $450 Supertech R boots, $240 GP Tech gloves and a $400 AGV AX-8 Dual helmet. He got wiped out by a car and now he pesters me nearly every day to help him fix his bike. But, the point is that he’s around to pester me!

The above is a slight case of overkill, but expensive gear is expensive for a reason — it works. If you can’t afford the good stuff, buy a cheaper bike. Money you spend on safety gear is the best kind of insurance — it prevents injuries in the first place.

2. But Any Gear Is Better Than None

 Boy did I learn this lesson the hard way. When I crashed about a year ago, I was wearing a good helmet, good jacket, good back protector and good boots. What I wasn’t wearing was motorcycle pants. The Levis shredded the second they hit the pavement and I walked away with a fractured coccyx, half my butt scraped off, a two-inch hole through my knee, road rash on my legs, two broken ribs (from torsional twist) and the existing metal in my left arm pulled itself free of the bone, shredding that in the process.

All the lower body injuries would have been prevented by wearing my Roadcrafter or any type of real motorcycle pants. It’s as simple as that.

X-ray of the metal in my left arm that pulled itself free of the bone during the crash.A common fractured arm from a motorcycle crash

3. It’s Your Palms That Take The Impact, Not Your Knuckles

 My arm and ribs might have survived the above crash had my gloves been equipped with palm sliders. While most gloves go heavy on armor for the top of the hand, they ignore the base of your palm. Because we humans instinctually try to catch our falls, that’s typically the first thing to touch down, taking the biggest impact forces. Not only do palm sliders prevent scaphoid fractures, they prevent your hands from “grabbing” the pavement and directing all that force straight up into your wrist, instead sliding and shearing the forces away from a straight path.All that armor on my knuckles? It just focused a subsequent impact into its unpadded edge, biting the back of my hand and creating a scar that’s still there.

4. Get Back On The Horse 

A few years back, when I lived in New York, I hurt myself pretty badly in an accident and didn’t ride again for a while. I was scared to. That created on-bike confidence issues that persist to this day and, well, I just wasn’t myself without bikes.

This last crash was my worst ever, but I started riding again just two weeks after I got home from the hospital. I couldn’t do it for long and I was pretty darn timid, but I was riding. It took me a while to get back up to speed, but at least I was working on doing so. That made a huge psychological difference in my recovery, even if I was very slow for a long while.

5. It’s Always Your Fault, No Matter What 

Here’s the thing about riding a bike: you’re taking your life into your own hands. There’s no steel safety cage, no airbags, no crumple zone, its just you and your wits against the world. If you ask me, that’s what makes riding so great, but it also means you need to make a fundamental shift in your thinking. It doesn’t matter what it says on the police report or the insurance papers or that the teenage chick was texting her boyfriend when she hit you; all that matters is she hit you. And you could have prevented it, you needed to, it’s your life, not hers.

So go out there and actively take your own life into your own hands. No excuses. Someone hit you from behind at a stop light? Why weren’t you flashing your brake lights? Why didn’t you slow down early to bring them to a controlled stop? Why were you stopped in the lane and not on the margin?

Car turn left in front of you? Why didn’t you see it coming? Why couldn’t you brake harder? Why weren’t you more visible? You have the tools to ride safely, it’s up to you to use them. No one else is going to do it for you.

6. Choose Your Friends Wisely When I crashed

 last year, Jon’s wife Nikki changed my grossest bandages.
Sean made sure to keep me in tacos, Mark picked me up and took me on field trips in his car so I could get out of the house. Mollie and Sam made sure I had a roof over my head and food in my belly. Another friend also named Mark drove me to the hospital while I bled all over his car. And pretty much everyone I know had to put up with months of slack and flake and gimpiness. I’m still friends with the people who understood and helped and I’m not friends with the ones who didn’t.

7. The 15 Minute Superman

Want to know how much you’re truly capable of? Hurt yourself in a life-and-death scenario. You’ll learn whether you’ve got fight or flight and the adrenaline that kicks in after makes possible feats of survival you’d have never thought possible. You’re much stronger than you think, you can deal with much worse problems. You can overcome. Knowing where your limit truly lies will make you a more confident person in everyday life. You will learn who you truly are.

8. Skip The Pain Killers

Narcotic pain killers are one of the worst crimes perpetrated by our health care system. They don’t actually do a great job of killing any pain, but they do poison your mind and body, making you weak, sick, constipated (don’t laugh, it sucks), screw with your mind and possibly lead to addiction. As soon as possible, I’d rather man-up and deal with a little pain than be mean to the people around me and destroy my body. Depending on where you live, more natural solutions may be possible, use them, they work.Scar of my broken arm operation This is the result of a motorcycle crash

9. Guaranteed Physical Therapy Method

Get your butt out of bed and go to the gym. You’re going to want to work out your entire body, focusing on the large muscle groups with compound lifts. And yes, you’re going to want to concentrate on the injured parts too: just do so safely. Be smart, listen to your body and don’t hurt yourself further. I started back this time barely able to bench the bar and had to add like 125 lbs of assistance in order to do a pull-up. But I was doing bench presses and pull-ups and using my body. And my body responded by healing itself. Even if you have a cast on your arm, you can still work out your legs and use some of the back and ab and shoulder machines. Doing machine squats and other big lifts like that helps trigger body-wide, hormonal responses, building muscle and strengthening bone.

Eat super healthy, too. Give your body the tools it needs to repair the damage.

And just get out of the house and be active. It doesn’t matter if it takes you three hours to do something it took you thirty minutes to do before, you’re doing it and you’ll get a little better at it every time.

10. It’s Not Worth It

As you might know, or might surmise from the above, injuring yourself stinks. You really don’t want to do it. The toll — financially, psychologically, on your relationships and to your work — is more than you’ll ever know, until you’ve done it. So don’t do it. You don’t need to be the fastest guy on that group ride or get where you’re going precisely on time. Nor do you need to be the coolest looking guy at the party or save cab fare on the way home. Motorcycling is always going to be dangerous, it’s always going to be risky, but it’s a lot more enjoyable when you’re overcoming that danger and managing those risks than it is when you’re laying in a hospital bed.


Sent in By Moto

The 2015 BT Info!!!

Do you want to participate in The 2015 BT:

Then register with the following contacts.  Registration & Participation is FREE! Unless registered, you are invited to come WATCH The BT 2015.

Lagos: Lanre (08023406824), Blow (08034708863).

Port Harcourt: Nengi (08037493169), Lateef (08023456002).

Abuja/North: Kunle (08033549518).

Calabar/Uyo: Archibong (08064357001).

Ibadan/Southwest: Francis (08181271473), Jorge (08080265504).

Benin/Warri/Asaba: Wale (08183429854), Don (07069181716).

Owerri/East: Jack ( 08100000898). 

West Africa: Armstrong ( +234 701 754 7968).