Steering - How it works

The basic components of steering include rake, trail, and offset.














The trail plays a role in stabilizing the front-end by helping your tire produce a restoring force that attempts to keep your motorcycle moving in a straight line. The longer the trail, the more the motorcycle will resist turns and be more stable on straight line driving. A shorter trail allows for quick and easier turns. The shorter trail makes the motorcycle want to "fall" into the turns.

The rake plays a role by allowing any lean of the wheel to be transformed into a turn of the wheel towards that lean. A more vertical rake allows the bike to handle bumps and ruts well, HOWEVER, by having a smaller rake you create a smaller trail and forfeit some straight line driving stability. A smaller rake also produces a lighter handling feel when turning. As you increase the rake, the motorcycle will produce a more heavier or sluggish handling feeling since the weight of the chassis is attempting to self-straighten the fork as it hangs in the steering axis.

The trail and the rake directly affect each other. If you shorten one, you automatically shorten the other. The opposite is also true. If you increase the angle of the rake, you also increase the length of the trail.

The third basic element is the offset. Offset is defined in millimeters (mm) and is measured from the centerline of the top of the steering stem axis to the centerline of the top of the fork tubes. An offset provides a second option for the setup of how the motorcycle will handle. The smaller offsets (35mm - 60mm) allows the motorcycle to angle more into the corner and push through the turn. However on exiting the corner, you will experience less traction allowing you to turn easier and stay on the inside of the track. As you increase the offset (60mm - 75mm) you obtain more traction coming out of the corners, but the greater offset forces the motorcycle into an upright position and you will drive more towards the outside of the track coming off the corner.

Other factors such as weight transer when braking, fork length, and tire size may also play a role in changing the trail and rake and should be given consideration when determining your set-up.

KENDA Tire

Kenda offers 2 rubber compounds for most of there race tires... Sticky and standard. The
standard is designed as a good balance between traction and slow wear but if you are looking for more performance and do not mind giving up some of the wear rate the Sticky rubber is a good choice.

benefits of sticky rubber
1. soft and sticky altenative to regular rubber compound
2.improved traction especially on hard packed dirt and cement start pad
3.low temperature/quick warm up feature
4. suitable for applying ice studs for winter riding

Kenda offers many different tread patterns and sizes in Motocross tires

SOUTHWICK II (type : Front-K780/Rear-K780)
* New design for sand/mud conditions
* Front and rear patterns offer tall knob depths for deep bite
* Large radius supports at knob base reduces roll over in soft areas with hard base
* Wide space between rows self clean treads even at slow speed
* Standard race compound allows for increased wear durability and quick warm-up on cement start pads
* light 4-ply rated casing with reinforced sidewalls
* DOT approved from tire

MILLVILE MX (type : Front-K771/Rear-K771)
* ADULT / YOUTH SIZES
* Designed to meet the famous "Millville" mixed terrain
* The unique dual rotation tread pattern allows for a wide range of applications from "Unadilla Gravity Cavity" loam to loose soil over hard base
* Reinforced knob base for excellent durability
* New factory style racing tread compound for high grip on soft surface with a hard base
* Lightweight casing ply material for reduced unsprung weight
*This product is not affiliated with or endorsed by Spring Creek MX Park in Millville, MN.

WASHOUGAL MX (type : Front-K775/Rear-K775)
* ADULT / YOUTH SIZES
* Designed to meet the demands of intermediate terrains
* New tread pattern for intermediate conditions
* Triangular shaped knobs to reduce knob flex on hard base areas
* New casing structure with reinforced sidewalls




BUDD'S CREEK MX (type : Front-K780/Rear-K780)
* ADULT / YOUTH SIZES
* Designed to meet changing course conditions on dry terrain
* New directional tread pattern for hard to intermediate conditions
* Dimpled knobs for improved traction on hard surfaces
* New casing structure with reinforced sidewalls




TRIPLE new! (type : Front-K781/Rear-K781)
* Developed and tested in Arena Cross and Super Cross races
* Low profile sidewall for improved cornering stability and cornering traction
* Tread pattern designed for hard packed, slippery surfaces
* Dimpled knobs allow for quick tire warm up and extra traction
* Lightweight 4-ply rated casing structure with reinforced sidewalls
* Sticky race compound


SAND MAD new! (type : Rear-K782)
* Designed specifically for deep mud or sandy MX course conditions
* Paddle shaped knobs for improved acceleration
* Lightweight 4-ply rated casing
* Sticky race compound





PARKER DT (type : Front-K774F/Rear K-775)
* Casing/compound designed to meet the demands of the toughest desert terrain
* 6-ply rated casing offers 30% more cut resistance
* New natural rubber compound for extended tread wear and reduced knob chunking
* DOT approved

Riding dirt bikes tips for beginners

The most valuable things to learned as an amateur that improved my riding the most:

1. DON'T FIGHT YOUR BIKE! RELAX! Let the bike do the work and go with it. As you get better you don't tire as easily because you learn not to fight and wrestle your bike.
2. Sit further up on the bike, closer to the tank.
3. Keep the balls of your feet on the pegs, avoid kicking your feet out to balance!
4. When going through sand, lift your butt toward the rear of the bike and gun it, the faster the better, and relax, go with the flow!
5. Of course, always stand up, especially when doing whoops.
6. Instead of jamming on the front brakes, downshift and let the motor slow you down instead. This prevents you from sliding out of control.
7. When you downshift, you don't need to engage the clutch. Just downshift.

from Susan Connelly
see more tips on Cindy Gross

YAMAHA WR250R

Step up to the next level!

Like nothing you’ve ridden before, Supertrail is an exciting new dimension in dual purpose design that tantalisingly blends cutting edge technology with visual beauty and an outstanding riding experience.

The heart of the concept is a new 4-valve engine with the very first fuel-injected Yamaha on/off road engine, characterised by exceptionally precise throttle response and power delivery that crescendos with a wailing 10,000rpm top end.

Your very first ride will also reveal the taut, responsive handling, and make it clear that this is the new pinnacle in dual purpose performance with the depth of appeal and reliability to satisfy a much wider range of riders.

available colors : racing blue, sports white.

see more on YAMAHA

BMW G 450 X

High-performance trail motorcycle for the off-roader. A modern style of enduro motorcycle.
You sit on it and feel that everything is just right...!

TECHNICAL SPECS

Engine Type: Water-cooled, single-cylinder tilted forward, 4-stroke, four Titanium valves, two overhead camshafts, dry sump lubrication

Bore Stroke: 98 mm x 59.6 mm

Capacity: 449.5 cc

Rated Output: STD (for road/registration use) 41hp (30 kW) at 7,000 rpm. Competition use only (power-up plug fitted) 52hp (38 kW) at 9,000 rpm .

Maximum Torque: STD (for road/registration use) 43Nm at 6,500 rpm. Competition use only (power-up plug fitted) 44Nm at 7,800 rpm .

Compression Ratio: 12:1

Carburetion: Electronic intake pipe injection / Keihin digital engine management with overrun fuel cut-off.

Emission Control: Closed-loop 3-way catalytic converter

Maximum Speed: approx. 145 km/h (with output reduction: approx. 117 km/h)

Fuel Consumption Over 100km @ 90kph: 4,5 l / 100 km

Fuel Consumption Over 100 km @ 120kph: 6,6 l / 100 km

Fuel Type: RON 95

Generator: Three-phase alternator 280 W

Battery: 12 V / 7 Ah, maintenance free

Clutch: Multiple-disc clutch in oil bath, mechanically operated

Gearbox: Constant mesh 5-speed gearbox integrated into crankcase

Drive: O-ring chain

Frame: Bridge-type frame made of stainless steel tubing

Front Wheel Location/Suspension: Upside-down front fork, rebound and compression damping adjustable

Rear Wheel Location/Suspension: Dual swing arm made of aluminum beams, Öhlins rear shock, compression + rebound damping and spring preload adjustable

Wheelbase: 1,475 mm

Steering Head Angle: 61.8°

Wheels:
Rim Front: 1,60 x 21"
Rim Rear: 2,15 x 18"
Tyres Front: 90/90-21
Tyres Rear: 140/80-18
Brake Front: Single disc, diameter 260 mm, double-piston floating caliper
Brake Rear: Single disc, diameter 220 mm, single-piston floating caliper

Dimensions/Weights
Seat Height Unladen: 955 mm
Unladen Road Ready Fully Fuelled: 121 kg
Dry Weight: 111 kg
Permitted Total Weight: 280 kg
Payload With Standard Equipment: 159 kg
Usable Tank Volume: ECE-version ca. 8 l
Reserve: approx. 0.75 l
Length: 2,200 mm
Height Not Including Mirrors: 1,475 mm
Width Including Mirrors: 806 mm

see more on BMW motorcycle site

Honda CRF150F

Maximum fun on a Mid-sized Bike.

The CRF150F takes easy operation to the max: Its electric starter takes the kick out of getting underway, but not out of the ride. Its smooth four-stroke engine delivers the power you depend on, while the serious Pro-Link® rear suspension turns whoop-de-don’ts into whoop-de-dos. Add the CRF150F’s smooth-shifting five-speed transmission, legendary low maintenance, and a full measure of Honda reliability, and you’re ready to take your off-road riding to the max

The CRF150F from Honda. You’ll have no trouble starting it—or taking care of it.

>>i like!

Honda CRF250X

Exceptional Balance, Exceptional Performance.

For the most demanding trail riders, the CRF250X does it all and has it all. It’s the optimum balance between power and weight, size and handling.

And that’s exactly what you’d expect, since it’s based on Honda’s track-shredding MX race bikes, and powered by the same four-stroke Unicam® engine with tweaks that make it better suited to off-road riding. With the hot graphics to match.

Its suspension has also been tuned for off-road riding, along with wide-ratio gearing to match almost any kind of trail conditions. And of course, the X stands for Honda’s easy electric starting.

The CRF250X. It’s definitely a better balance—and all Honda.

Husaberg FE 450

Completely different...The new generation Husaberg FE 450 Enduro!

Husqvarna TE 310 2009

Husqvarna has widened the Enduro range with the new TE 310. This machine has been created to meet the demands of a particular section of the market that wants a motorcycle that is mid way between a 250 and a 450 cc 4-stroke. As for the frame, the Husqvarna TE 310 has a completely renewed frame that is 1 Kg lighter than the 2008 models, is more rigid and offers the rider better feel and manageability.
The new Wave type brake discs have been specially designed to improve performance under extreme conditions and the engines also feature new plastic engine protectors on both sides.
The TE 310 has a new higher performance exhaust system and forged aluminium side stand. The suspension settings too have been modified to improve rider comfort. As for appearances, the new graphics have an immediate impact and serve to underline the aggressive character of the 2009 range with the overall look further enhanced by black anodised wheels.
The TE 310 also has a new more compact digital display that, though smaller, is perfectly readable and blends beautifully with the new headlamp unit that houses it.
As regards the engine, the TE 310 comes from the TE 250 but the bore has been increased to 83mm. (76 mm on the 250). Other changes have also been made: steel gear change linkage, steel fork drive shaft and new gear selector to ensure more accurate gear changes. Husqvarna chose to fit steel exhaust valves to ensure greater durability over time. The 2009 models now also have an oil circuit pressure relief valve to ensure improved performance including when starting from cold, a new more efficient oil filter and a new timing chain tensioner for improved reliability.

Husqvarna WR 125 2009

Husqvarna still believes in two stroke engines especially for the 125 class and this engine size remains the entry point for many young riders wishing to join the world of Enduro. The little two-stroke 125 now has a completely new frame whose geometry stems from the four-stroke models. This new unit is more comfortable, lighter and more reliable. The layout and appearance have been totally redesigned with 80% of the components being new. Great care was taken during component design so as to improve both ease of fitting and the machine's appearance. New components include tank and filler cap, seat, side panels, front mudguard, radiator guard, air filter box and frame protectors. The newly designed frame is made from oval and box section steel tubing that provides a stronger and lighter structure. The new frame also means that there are changes to the geometry, wheelbase, steering angle and weight distribution. The footpegs have been moved forward by 15 mm and the seat height has decreased of 10 mm. The seat is more comfortable and its new shape provides a better riding position and makes it easier for the rider to change position. The filter box too has a completely new, more compact design. The rear suspension has a new Soft Damp system with a new leverage ratio and progression curve. This means less load on the frame and chain tension effect is optimised as is traction. The new tubular aluminium swing arm features an asymmetric geometry extruded box aluminium centre housing an off-set shock absorber. New black anodised Excel wheels add to the overall aggressive look.
The 2009 WR 125 now has a five-port cylinder from the CR motocross models and a new 38 mm TMX Mikuni carburettor. The exhaust system and silencer are completely new.

Motorcycle Safety Trail Riding Tips

Hello there...!
Are you planning to hit the trails on your bike? If you are make sure that you’re prepared mentally and physically and make sure your equipment is prepared. Trail riding demands more of you and your machine than street riding. To have a safe, fun, and memorable experience, follow these guidelines.

Equipment

As with any motorcycle it’s important to keep your bike in great shape. Trail bikes take a lot more abuse than street bikes. Implement a preventive maintenance schedule based on the amount of time you spend on the trail. It’s better to replace a questionable part than have it fail on the trail leaving you stuck in the middle of nowhere.

Your Body

Trail riding is a physical endeavor and to endure it you need to maintain your body in top shape. Experienced riders who know how to allow the bike to absorb much of the pounding. For those who have not yet reached those levels you can expect to return home feeling bumped and bruised. The physical part of trail riding includes but is not limited to, lifting the front tire to negotiate obstacles, standing on the foot pegs and bouncing the bike to avoid hazards.

Your Mind

In most activities your mind is the most important piece of safety gear that you possess. Make sure you’ve had adequate rest the night before. Make sure you’re not under the influence of any drug, and make sure you drink enough water to avoid dehydration.

Safety Clothing

Believe it or not, everyone who rides the trails doesn’t wear the appropriate gear. You should always use the right tool for the job and for riding trails you should have the following:

1. A pair of trail riding boots with a steel shank and toe.
2. A pair of jeans or better yet trail riding pants.
3. A long sleeve shirt/jersey.
4. A chest protector
5. Leather gloves
6. Goggles
7. A full face or trail helmet.

Following these steps will get you, your body, your mind, and your equipment ready for your next trail riding session.

Bismillahirrahmaanirrahiim...

"happy riding...and have a nice trip!" :)

from : Kevin Crockett