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  • Huh? Eh? What? Finding The Perfect Motorcycle Earplugs

    Huh? Eh? What? Finding The Perfect Motorcycle Earplugs

    We long-distance, long-term, rabid, red-eyed, tire-shredding sport-touring riders all know we need to wear motorcycle earplugs, right? Or at least, I hope we do.

    According to most authorities, repeated exposure to noise levels above 85 decibels (about 30-35 mph in clear air) causes hearing damage and requires protection. Even behind the best windscreens and the cushiest [build_link]https://tro.bike/?p=31420|helmets[/build_link], the simple flow of air as we move through the world at our preferred pace pounds our eardrums with constant and damaging levels of noise well above that level.

    Plus, reducing noise drastically reduces mental and physical fatigue, meaning we can ride farther and faster during each precious riding day.

    If you’re having trouble finding the right motorcycle earplugs or you’d just like to raise your ear protection game, read on for the secrets of [build_link]https://tro.bike/?p=13776|hearing harmony and aural bliss[/build_link].

    No Two Ears Are The Same

    The main thing to remember when thinking about motorcycle earplugs is that every ear is different and just like the rest of your body, your ears and your earplug needs can change due to things like aging or weight changes.

    [images class=”images-50 center”]
    https://commons.wikimedia.org/w/index.php?curid=5957984|https://tro.bike/wp-content/uploads/2025/01/human-ear-diagram.png|Anatomy of Human Ear
    [/images]

    What works for someone else may not work for you. It’s even possible for your left and right ear canals to be entirely different and require different earplug solutions.

    Wearing Motorcycle Earplugs Is A Skill

    Just jam ’em in and go ride, right? Well, no. It actually takes a bit of time and practice to get good at inserting and wearing a pair and for your ears and brain to get accustomed to them.

    Reading the instructions is a good start. If that’s too boring, there are also good online videos from the manufacturers. Most [amazon_s]disposable foam plugs|disposable foam plugs[/amazon_s] require rolling them carefully without folding to reduce the diameter, inserting them at a specific angle, then holding them in place while they expand. Skip or hurry these steps and you won’t end up with a good comfortable seal that blocks the most noise.

    It also takes time to get used to wearing motorcycle earplugs. Even if you’re used to them, changing brands or types might feel weird for a little while so start with small doses on short rides.

    Of course, if you’re feeling any pain or distracting discomfort or they’re just not sealing, pull over and reset, change the position slightly or try a different pair. Sometimes you just need to start over with a fresh pair.

    Ear canals are very sensitive and they don’t like new things. If you’re sure the plug is in correctly and it’s blocking noise, try sticking with it a bit and see if your ears get over it.

    Disposable Foam Motorcycle Earplugs Work Great For Most People

    All the above said … most ears are somewhere in the middle of the bell curve and middle-of-the road disposable expanding foam earplugs work best for a lot of riders. Plus, they offer the best NRR (Noise Reduction Ratings) of any earplug type (usually 30-33 NRR) and they’re inexpensive and convenient.

    [images class=”images-50 center”]
    https://www.flickr.com/photos/bradleypjohnson/6366114091/|https://tro.bike/wp-content/uploads/2025/01/92-motorcycle-earplugs.png|92 Motorcycle Earplugs
    [/images]

    For example, The [amazon]B0007XJOLG|Howard Leight Laser Lite[/amazon] is one of the most popular on the planet and has an NRR of 32. There are also many basic cone and tapered shapes to try in the middle of the road, like the [build_link]https://www.earplugstore.com/mosppluffopl.html|Moldex Spark Plugs[/build_link].

    Try A Lot Of Motorcycle Earplugs

    If middle-of-the-road doesn’t do the trick for you, there are many different products out there and sooner or later you can find solutions for any problem.

    Earplugs come in a variety of sizes, some are softer or harder and of course there are even all kinds of colors and designs from mild to wild if you like to accessorize and coordinate.

    You may have to try several brands and styles to find the right fit and feel. [build_link]https://www.earplugstore.com/|Earplug Superstore[/build_link] for example (yes … there’s an earplug “Superstore”), has several variety packs that may be helpful and you can find variety and sample packs on Amazon as well.

    There are three main “families” of disposable ear protection with noise reduction ratings: [build_link]https://www.earplugstore.com/unfoamtrialp1.html|foam[/build_link], [build_link]https://www.earplugstore.com/no-roll-foam-trial-pack.html|no-roll foam[/build_link] and [build_link]https://www.earplugstore.com/reustrialpac.html|re-usable silicone plugs[/build_link].

    The Custom Question

    One good solution for many riders is a set of custom-molded motorcycle earplugs. You sit down, goo goes in your ears, you wait for the goo to harden and you’re all set.

    You can visit an audiologist to get molds of your ears and have a custom design made for you or buy kits to make your own. And every motorcycle show seems to have a booth with people making a custom set.

    [image_float]

    [images]
    https://openverse.org/image/bfba9b53-ee4d-4142-b918-03870f937550|https://tro.bike/wp-content/uploads/2025/01/foam-motorcycle-earplugs.png|Foam Motorcycle Earplugs
    [/images]

    They’re comfy, they’re custom and even if they’re expensive up-front, you could end up saving money in the long run.

    Although custom molded products work well for many, they don’t work for everyone. Many find that donning a helmet moves your ears and squashes your head enough to break the seal on molded plugs.

    In addition, custom molded plugs may not have the NRR you need. For example, [build_link]https://www.earplugstore.com/radians-custom-molded-ear-plugs.html|these DIY motorcycle earplugs have an NRR of only 26[/build_link]. A lot depends on the skill of the maker and the anatomy of your head and sometimes you just don’t know if they’ll work for you until you spend the cash. Plus, they require daily cleaning.

    [/image_float]

    You’ll have the best odds for success if you bring your helmet and wear it for your fitting while the goo is hardening.

    There are also [build_link]https://www.earplugstore.com/decibullz-custom-molded-earplugs.html|hybrid custom plugs like these “Decibullz”[/build_link], that combine a comfy molded outer ear part with a foam tip inside the ear canal to achieve a very respectable 32 NRR.

    Keep ‘Em Clean

    This may be over-sharing but the most excruciating pain I’ve ever felt was an ear canal infection brought about by re-using disposable motorcycle earplugs too many times. Do NOT let this happen to you.

    Fortunately, preventing that rail-spike-to-the-head feeling is pretty simple.

    [build_list]

    • Take a look before inserting them and clean off any ear wax or other debris (or just break out a new pair) beforehand.
    • If you’re using foam plugs, never use them for more than a day.
    • For re-usable silicone plugs, clean them daily with mild soap and water (never alcohol or other solvents). Shampoo works nicely.
    • Don’t use (ewwww) saliva to lubricate them.
    • Keep your ears clean. Don’t let ear wax build up or inserting your motorcycle earplugs will just push it back in.

    [/build_list]

    Regular checks and timely replacement are crucial for effectiveness and hygiene. Don’t wait for visible wear and tear. Trust that a little attention to detail now ensures many more miles of safe, enjoyable riding.

    Motorcycle Earplug Problems And Solutions

    Of course, visiting an audiologist for custom motorcycle earplugs can help with any of these “hard to fit” issues. But most people can find happiness with commercial options.

    “My motorcycle earplugs are too loose!”

    After I lost a large amount of weight, I found myself with much larger ear canals than standard (yeah, I know this is oversharing again and it’s very weird). I searched for and tried many of the [build_link]https://www.earplugstore.com/largest-foam-ear-plug-trial-pack.html|biggest[/build_link] in all the land and settled on the [amazon_s]Flents Protech Quiet Contour|Flents Protech Quiet Contour[/amazon_s] (AKA Moldex Meteors), a molded “rocket” shape in a medium firmness.

    “My motorcycle earplugs hurt right away” or “it hurts to put them in”

    There are two things that can happen here. You might need to try a [build_link]https://www.earplugstore.com/smallest-foam-ear-plug-trial-pack.html|smaller and/or softer[/build_link] earplug or you might need to revisit your installation technique.

    If you have a smallish ear canal, look for items with the word [build_link]https://www.earplugstore.com/masajrsofoea.html|”slim”[/build_link] and [build_link]https://www.earplugstore.com/maulsasosofo.html|”soft”[/build_link] on the package. Sometimes these are also marketed for sleeping, since they’re a little more comfortable for long-term wear. These are also often [build_link]https://www.earplugstore.com/heslprinpibu.html|marketed to women[/build_link], who tend to have smaller ears than men.

    A common mistake is to insert motorcycle earplugs too deeply. The deeper you go into the ear canal, the more sensitive it gets. Try pulling your earplug out slightly and see if the pain goes away. Many of the smaller sets are also [build_link]https://www.earplugstore.com/flents-super-sleep-ear-plugs.html|somewhat shorter[/build_link] so should help with this issue.

    “My ear canals get irritated”

    As above, you might need to try whatever’s [build_link]https://www.earplugstore.com/smallest-foam-ear-plug-trial-pack.html|slimmer or softer[/build_link]. Foam that’s a little too firm can irritate ear canals.

    [image_float]

    [images style=”object-position: center top”]
    https://www.flickr.com/photos/pahudson/6926071378/|https://tro.bike/wp-content/uploads/2025/01/silicone-motorcycle-earplugs.png|Silicone Motorcycle Earplugs||||object-position: center 21%
    [/images]

    You might also need to try a different texture. Some motorcycle earplugs made from open-cell foam can cause more chafing when they’re removed and inserted repeatedly. Some are made from finer or coarser foam and some are smoother, with a [build_link]https://www.earplugstore.com/masajrsofoea.html|smooth “skin”[/build_link].

    It might also be worth trying [build_link]https://www.earplugstore.com/no-roll-foam-trial-pack.html|”no-roll” foam[/build_link] or [build_link]https://www.earplugstore.com/reustrialpac.html|re-usable silicone[/build_link] to see if these get along with your ears a little better. Although the NRRs aren’t quite as good as foamies, they’re a lot better than going without or being distracted by discomfort.

    You can also try switching between a few different earplug brands and types.

    [/image_float]

    Lastly, a wee dab of [amazon]B002VQDVF2|”Oto-Ease”[/amazon], a lubricant specifically designed to be used with hearing aids and similar, can work wonders to reduce irritation. Use just a teensy, tiny bit, especially on foam plugs. (And please, don’t use spit. No one wants to see that.)

    “I can’t get anything to work”

    The last resort for those hard-to-fit ears is either custom motorcycle earplugs from a local audiologist or [build_link]https://www.earplugstore.com/macwhitadsiz.html|moldable silicone[/build_link]. The moldables are basically globs of stiff goo you squeeze into shape and jam into outer ears to cover your ear canal.

    The downside is that they’re a little expensive and the NRR is only 22. Much better than nothing but that’s not really considered enough noise reduction to prevent damage while riding. Some have reported success with more conventional earplugs, with a goo ball over the top.

    [post_an_article]Happy Hearing|What’s working for you? What isn’t working? Let us know in the comments if you have any questions about the art and science of ear protection or your own tips for achieving earplug nirvana.[/post_an_article]

  • Get More Bites: Tips To Help Sell Your Bike

    Get More Bites: Tips To Help Sell Your Bike

    You’re ready to sell your bike and have set a fair price. The ad is live as you wait, eagerly. Almost immediately, you receive a message.

    Great news! A buyer can pick it up right away but they ask that you purchase a strange vehicle history report from a random bitly url. Annoyed by the scam, you block and report ’em and then everything goes quiet.

    Days turn into weeks. Despite your effort to [build_link]https://tro.bike/?p=20201|price it right[/build_link], there are no interested buyers. What’s a rider to do?

    First, let’s review the ad. Are the pictures clear and of good quality? Ensure the lighting is good, include everything to be sold and specify which motorcycle the listing is for.

    The description should be thorough, providing any/all information a potential buyer would want. People prefer having information upfront rather than needing to call and ask. When a rider wants to sell a motorcycle, best to make sure the ad highlights what makes it unique and appealing.

    To Sell Your Bike, Consider These Factors

    The next step might be to lower the motorcycle’s price. But before we do, let’s maybe enhance our listing with additional details or features that might attract more interest. Below are some strategies that could help.

    Local Supply

    That motorcycle might not be getting attention because there are too many similar models available locally. This can lower prices or make motorcycles that are competitively priced nationally (like [build_link]https://www.kbb.com/|KBB-level[/build_link] pricing) seem overpriced locally due to high supply. I recently visited two local dealerships and saw at least 10 [ebay_s]BMW K1600|10000|BMW K1600s[/ebay_s] at one 6 more at the other.

    Both dealers sell many used motorcycles and aren’t BMW-specific but the large number of local examples could make it harder for an individual to sell the same machine.

    While we can’t control local stock, understanding it can help us strategize. Consider highlighting unique features or recent maintenance that sets the motorcycle apart from others in the area.

    Seasonal Demand

    Up north (USA), motorcycle sales are fair weather friendly. Selling a motorcycle in late fall is tough because buyers won’t ride it much right away and need to arrange winter storage. This slows the market so motorcycles stay listed longer than a seller would hope.

    Economic factors also play a role. “Luxury” items like motorcycles are often postponed during economic uncertainty or recession. The need to save for holidays or the extra cash from tax season affects the market.

    We can’t change the season but we can fine-tune our strategy. Consider offering incentives. Maybe track down winter storage solutions or highlight the motorcycle’s readiness for the next riding season.

    Mechanical Problems

    Sometimes, we need to sell a motorcycle that’s in less-than-perfect condition. Maybe we reduced the price to account for parts or repairs. Let’s think like a [build_link]https://tro.bike/?p=24938|buyer[/build_link] for a moment.

    Buying a used motorcycle can be risky. Smart buyers know that sellers might not be completely honest about a motorcycle’s mech status. If a motorcycle needs work right away, especially to run, buyers will likely prefer a motorcycle that needs, well … nothing.

    To encourage anyone to take that leap, we might discount the cost of parts and labor. Show them they’ll benefit in the end. That’s harder to sell than a fully functional motorcycle nearby, though.

    If hesitant to lower the price, consider offering a detailed maintenance history or recent inspection report [build_link]https://www.vindata.com/motorcycles|from a reputable source[/build_link] to reassure potential buyers.

    [images]
    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-01.png|https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-01.png|Triumph Street Triple R
    [/images]

    For example, when I bought my [ebay_s]2016 R1200RT|10000|2016 R1200RT[/ebay_s], it needed a new front shock (it’s a telelever so go easy on me). A new one from BMW would cost thousands, explaining the discount. I bought it because I might not need to replace it and planned to upgrade via [build_link]https://tractivesuspension.com/motorcycle/|Tractive[/build_link].

    Ultimately, the total cost (Tractive or not) was below the market rate for that year/make/model. The perceived value far outweighed the cost and risk so I bought it. People will take risks on motorcycles if there’s a personal benefit.

    When selling a motorcycle, understanding the buyer perspective can improve our chance of success.

    Bike Reputation

    Some models are harder to sell as they age due to reliability issues or known problems. Documentation showing how we’ve addressed these issues can make our motorcycle more attractive to buyers. The brand’s general reputation for reliability also matters.

    Obscure Engineering Won’t Help Sell Your Bike

    There’s no need to reinvent the ovoid output shaft bearing. We can’t change bad engineering. We can educate potential buyers about the benefits and any solutions implemented to address common issues.

    Consider the flat-tappet Moto Guzzis before 2012. They were known to have camshaft wear unless “rollerized”. [build_link]https://www.v11lemans.com/forums/topic/30458-the-definitive-guide-to-rollerisation/|Rollerizing[/build_link] involves replacing flat tappets with rollers, often at a high cost.

    Understanding common problems with our motorcycle and explaining how we’ve managed them are great methods for showing our dedication to the motorcycle’s value.

    Location

    Where you sell your bike can affect how easily it sells. One issue is remoteness. If we’re targeting a small market, try listing the motorcycle in nearby, busier areas, offering to meet the buyer halfway.

    Also, consider the local motorcycle culture. Listing a [build_link]https://tro.bike/?p=7555|dual-sport[/build_link] motorcycle might be difficult in a city without many trails. To sell a motorcycle effectively, expand the market by listing in nearby areas.

    Local mileage norms can also impact saleability. In the northeast, a typical riding season is short so motorcycles have fewer miles. A motorcycle considered high mileage up north might be more appealing down south.

    While we can’t (legally) change the mileage, we might highlight long-distance trips or adventures that demonstrate the motorcycle’s reliability and performance.

    Seller Reputation

    It’s worth considering our wrenching reputation in the community where we’re selling. Many have smooth transactions, with little to no haggling, due to an excellent mechanic rep. For [build_link]https://tro.bike/?p=1785|that guy[/build_link] who’s motorcycle always leaks oil, selling is gonna be harder.

    Building a reputation takes time. Anyone can start with transparency and responsiveness over the course of a sale. Positive interactions can lead to future, word-of-mouth recommendations.

    [slideshow]
    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-02.png
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    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-13.png
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    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-15.png
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    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-17.png
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    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-19.png
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    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-21.png
    https://tro.bike/wp-content/uploads/2025/01/used-2016-triumph-street-triple-for-sale-22.png
    [/slideshow]

    These ideas are even more important if our buyer plans a [build_link]https://tro.bike/?p=33460|fly-n-ride[/build_link]. Building a solid rep becomes crucial, as trust can influence buyer decisions. Investing in airfare requires buyer confidence, which again comes from the listing and communication.

    Any buyer’s decision to travel deserves detailed information in kind or, at the very least, video calls/tours to fortify trust.

    Concluding Thoughts To More Easily Sell Your Bike

    During the effort to sell your bike, remember that patience, transparency and adaptability are key. Regularly assess your listing’s effectiveness and be open to adjusting your approach. Engage sincerely with potential buyers, addressing their concerns and highlighting your motorcycle’s unique qualities.

    Consider ways to sell your bike on multiple platforms to increase visibility and reach a broader audience. Patience is crucial, as finding the right buyer can take time.

    Explore new advertising platforms as well. Ultimately, understanding the market and proactively addressing sale obstacles will increase chances of finding the right buyer. With persistence and the right strategy, you’ll soon make a successful sale.

    [post_an_article]Why You Gonna Sell Your Bike?|Motorcycles come and go and the reasons are many. What’s making you sell your bike?[/post_an_article]

  • Suzuki SV650: The Best Starter/Lifetime/Race/Touring Motorcycle Ever Built

    Suzuki SV650: The Best Starter/Lifetime/Race/Touring Motorcycle Ever Built

    Way back in the late 1980s, Honda introduced the Hawk GT. A fabulous, lightweight motorcycle, with a beautiful aluminum frame and single-sided swingarm. Honda used the 647cc 3-valve V-twin powerplant from the cruiser line, with a modest 40-something horsepower that had no trouble motivating the 400-pound machine. It was a light, nimble motorcycle that made the rider look good.

    It quickly became a favorite base for road racers. They commonly modified it by installing the same motor from the Honda adventure bike of the era, the Africa Twin, which came with a 750cc version of the same motor. Race motors made 60-ish horsepower but developed reliability issues when horsepower was pushed to 70 as the crankshafts would develop wobble problems from asymmetrical rod/piston loads at the extreme horsepower and RPM levels.

    Then in 1999, Suzuki stopped the Honda show when they released the [ebay_s]Suzuki SV650|5000|Suzuki SV650[/ebay_s] that came with a V-twin that made horsepower levels from the factory that equaled the Hawk GT power levels with a full race motor. The introduction of the Suzuki SV650 marked a turning point in the mid-sized motorcycle market.

    [images]
    https://tro.bike/wp-content/uploads/2024/12/suzuki-sv650-02-transparency.png|https://tro.bike/wp-content/uploads/2024/12/suzuki-sv650-02-transparency.png|Suzuki SV650||||object-fit: contain; border: 1px solid #ddd
    [/images]

    In stock form, it was a wonderful, all-around motorcycle. Novice riders found the motor pleasant to use and it was good enough to tour, use as a runabout and race for the more experienced riders. It had a budget suspension so the suspension aftermarket quickly filled the market vacuum. Racers needed horsepower and the motor gurus started building motors and related equipment. There were rumors of 80 or 90 horsepower motors out there.

    The SV650 is still a wonderful motorcycle. In my job as a motorcycle safety instructor, I have enthusiastically recommended the venerable SV650. Many riders have fond memories of their first experience with the Suzuki SV650.

    [youtube_embed]aNdCcDZsYn8[/youtube_embed]

    But this weekend I served as an escort rider for a [build_link]https://tro.bike/?p=32927|Suzuki Demo Days[/build_link] event. What’s not to like about this job? Along with an SV650, I got paid to ride any of the new Suzuki motorcycles, from the GSXR family, to cruisers, to street motorcycles and dual-purpose machines. What a great way to spend a couple of days.

    So, if I were in the market for a midsized street motorcycle or if a student asked me if I recommended the SV650, would I still recommend it?

    Probably not. A used one for a modest budget maybe but not a new one. From the boring digital dash to the rough ride, the SV650 is showing its age. Regardless, the Suzuki SV650 still holds a special place in the hearts of many riders.

    Look Out, Suzuki SV650 (New Kid on the Block)

    A 776cc DOHC parallel twin engine powers the [ebay_s]Suzuki GSX-8S|5000|Suzuki GSX-8S[/ebay_s], making a little more than 80 horsepower. The Suzuki GSX-8S weight and dimensions are similar to the SV650. It weighs around 445 lbs (202 kg) and has a seat height of 31.9 inches (810 mm).

    The GSX-8S is a modern design compared to the decades-old SV650 design.

    What does the GSX-8S have that is absent on the SV650? For starters, consider LED lighting, a full-color TFT instrument panel, the [build_link]https://www.youtube.com/watch?v=ud9ime_UmG4|Suzuki Intelligent Ride System[/build_link] with a three-mode Suzuki Drive Mode Selector and the four-mode Advanced Traction Control System plus the Easy Start & Low RPM Assist systems and a bidirectional quick shifter.

    All Of That For Just $1050 More

    When I rode it for the first time, I was fully prepared to be unimpressed with the GSX-8S. A parallel twin (blah) and a non-adjustable suspension in a midsized motorcycle generally make for a boring ride. But I was surprised. Suzuki tuned the motor for midrange power and it feels like it. In comparison, the SV650 felt underpowered, rough and cumbersome. The GSX-8S suspension was much smoother and composed over the rough areas of our demo route and the difference in power was noticeable when hopping on the freeway.

    [slideshow]
    https://tro.bike/wp-content/uploads/2024/12/suzuki-gsx8r-01.png
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    [/slideshow]

    If you want even more, consider the [ebay_s]Suzuki GSX-8R|5000|GSX-8R[/ebay_s], which is an extra $700. It comes with a full fairing that looks like a sportbike that Suzuki claims was “wind-tunnel tested and aerodynamically sculpted” and has “The Showa(r) SFF-BP (Separate Function Fork – Big Piston) inverted fork.”

    Could a rider be happy with an SV650? Yes. It’s still a competent motorcycle that will do just about anything you want to do on a mid-sized motorcycle. But it doesn’t compare back-to-back with the modern GSX-8S. For those who appreciate classic designs, however the Suzuki SV650 remains a viable option.

    [post_an_article]Maybe The Suzuki SV650 Is The Better Choice?|For some, the simple nature of this bike is the draw. Do you prefer modern tech or analog basics?[/post_an_article]

  • Planning Season = Next Year’s Motorcycle Tour

    Planning Season = Next Year’s Motorcycle Tour

    It’s 9:30 pm in Concord, New Hampshire, in the early days of 2022. The dark, biting cold of midwinter is punctuated only by the warm glow of streetlights, reflecting off feet of freshly fallen snow. The limbs of the tree outside, creaking under their icy burden, cast dark shadows across the window and the back of my computer and desk.

    Most motorcyclists find this image conjures frustration and dreams of warmer days and yes, I’ll admit, I am no different there. But for me, that instant three seasons ago illuminated a lightbulb moment in the middle of the least-discussed part of the motorcycle calendar: planning season.

    You see, I had previously discovered my love for multi-day motorcycle trips. I had done several rides, including trips from Concord first to Washington, DC, then Charleston, SC, then two trips heavily focused on riding the best the Blue Ridge Mountains had to offer. I felt I had seen a decent amount of the scenic, twisty goodness that the east coast had to offer and the thought of riding through that area for a fourth time in short order just didn’t really appeal.

    As planning season unfolded, I realized the potential for new adventures was vast and exciting.

    Planning Season Means Compromise

    So I did something crazy “just for fun”, I told myself. I pulled up a video featuring some of the “best” motorcycle roads in North America for inspiration, then worked to link them using [build_link]https://butlermaps.com/collections/motorcycle-maps|Butler[/build_link] maps. Slowly, a route materialized, starting with Glacier National Park’s “Going to the Sun” road. It then runs across Idaho to Seattle, Washington before dropping down to touch Rainier, the Lewiston Spiral, Lolo Pass, Beartooth, Chief Joseph, the Bighorns and the Black Hills. Soon, the greatest hits of the Northwest stared back at me.

    It looked like a blast but surely it wasn’t practical. It was just too far, the best I could get off work was thirteen days, I wouldn’t have any time to ride once I got out there before I had to turn around again. During planning season, I mapped out every detail, ensuring that each day was filled with thrilling rides.

    A quick Google Maps search revealed that Glacier is almost exactly 2500 miles from my doorstep and in that moment, the sick and twisted part of my brain began thinking like a long-distance rider.

    “Three Days”, It Said

    Two [build_link]https://ironbutt.com/themerides/ssseries/|Saddlesore[/build_link] rides back to back, with a third day of 500 miles that could expand to soak up any failures in completing my first Iron Butt. The ride back from the Black Hills area was 1800 miles, so I left two days for that. I could get thirteen days off, invest five, leaving eight to do fun riding, which seemed like a reasonable ratio.

    The unattainable simply … wasn’t.

    People arrive at long-distance riding in a number of different ways. For some, the appeal lies in bending time and space, the pursuit of efficiency and planning excellence. Others enjoy getting to places on their motorcycle.

    [images]
    https://tro.bike/wp-content/uploads/2024/11/planning-seasons-view.png|https://tro.bike/wp-content/uploads/2024/11/planning-seasons-view.png|Beautiful Perspective
    [/images]

    They like being able to say they’ve ridden to all four corners, to every state in the lower 48, to a certain number of lighthouses or statues, etc.

    Still others feel drawn in by the excitement of knowing that, after 1000 miles invested in the saddle, these next 500 must be done with minimal stops to clinch the 1500 mile in 24-hour [build_link]https://www.ironbutt.com/themerides/bbgold/index.html|Bun Burner Gold[/build_link] (and yes, that is its own unique type of excitement that is hard to explain to someone that hasn’t done it).

    Planning season is when dreams start to take shape, transforming into tangible routes and destinations. For me, I wanted to ride [build_link]https://tro.bike/motorcycle-touring/maps/usa/|beautiful, scenic, twisty roads[/build_link]. I didn’t have much time to get there. I wanted to spend as much time as possible on the good stuff. Iron Butt riding both shrinks the country and opens up options in a way that is hard to resist.

    Get Your Planning Season Started

    If you’re starting to think about when to [build_link]https://tro.bike/?p=57|sequester the bike[/build_link] in the corner of the garage, stabilize the fuel and plug in the battery tender, I have a challenge for you in the coming months:

    Do the “just for fun” exercise. Build your bucket list map. Let the slightly masochistic part of your brain work in concert with the part of you that wants to ride someplace cool but out of reach.

    Embrace planning season and let it guide you to new horizons and unforgettable experiences. You might just find out that the dream is closer than you think it is. Full disclosure, this mode of thinking can be highly addictive, resulting in side effects like obsessing over maps, multiple successive cross-country trips, even divorce.

    [post_an_article]What Motorcycle Routes Are You Considering This Planning Season?|There are tons of great motorcycle tour possibilities worth considering. Which ones are you drawn to and why?[/post_an_article]

  • Mid-Journey Breakdown: How To Shop Motorcycle Parts & Service For Repair

    Mid-Journey Breakdown: How To Shop Motorcycle Parts & Service For Repair

    Stranded along some remote highway typing “motorcycle shop near me”, a single bar of variable smartphone connectivity wavers in/out as my beloved steed drools molten sparkle flake from its shaft drive. I’ve informed whichever friends are closest to my coordinates, along with AAA or my insurance company’s roadside plan (probably them calling AAA). While the pipeline dances to my tune, here’s a bit of reading to put everything on track.

    In those rare occurrences where we’re seated next to the union anchor we rode in on, the availability of [build_link]https://www.google.com/maps/search/motorcycle+parts+near+me/|”motorcycle parts near me”[/build_link] can get shrouded in a fog of desperation. As curve carving sport touring enthusiasts, we know that roads worth riding aren’t near anything, especially (shy of a miracle) trustworthy motorcycle repair. Funny, how moments of urgency can reveal solutions.

    If we’re a wrencher, all we want are parts. We’ve got tools on hand to fix the sitchimation but no teleport to materialize them direct from “Brazinglandraska”. Duct tape, while believed to have an entire motorcycle in it somewhere, can’t always rescue the wicked.

    [images]
    https://tro.bike/wp-content/uploads/2024/11/bmw-r1200-bolts-bits.png|https://tro.bike/wp-content/uploads/2024/11/bmw-r1200-bolts-bits.png|R1200R Nuts ‘n’ Bolts
    [/images]

    And the non-wrencher … just wants to get things back to roadworthy. ASAP is good but let’s not get taken advantage of. Someone who knows nothing of our year/make/model might mis-diagnose, incorrectly reassemble and opportunistically over charge before sending us on our way to another roadside scenario.

    These well defined negatives can and have happened, so let’s protect ourselves with a well outlined philosophy to suit.

    But first, if you’re the rider from paragraph one, check your phone right quick for any new messages and confirm battery life. Assess your charging options and inspect your environment for local businesses, neighborly housing, basic problem solving.

    Preparation Is Key

    For ST enthusiasts, ensuring our motorcycle is in top condition before take off goes without saying. Individual bikes and their riders tend to develop unique-to-them protocols. One way to put eyes on everything is to simply [build_link]https://tro.bike/?p=4326|wash and detail[/build_link] the machine. Top to bottom, front to back, bolt by bolt does far more good than harm. If we find ourselves asking any of the following, we might’ve dodged something haphazard …

    [build_list]

    • How the heck did a bug (that big) get lodged in the battery box?
    • What is that floating hose/wire supposed to be fastened to?
    • When was the evap system last checked? Note: the answer is “never”. The answer is always “never”.
    • Where did that random free standing bolt, inexplicably balanced on a round surface post ride, fall from?
    • Why is this left side cowling loose while its right sibling isn’t?

    [/build_list]

    It’s a simple yet enormously effective way to itemize concerns. Whether we’re going to tackle ’em at home or find that [build_link]https://www.google.com/maps/search/motorcycle+shop+near+me/|”motorcycle shop near me”[/build_link], we’ve preloaded what needs further attention. It’s okay to lean on this and other [build_link]https://msf-usa.org/documents/library/t-clocs-pre-ride-inspection-checklist/|T-CLOCS[/build_link] steps as validation, even if we’re roadside next to a busted bike.

    Back in pre-ride dreamland, let’s assume we know when/if it’s time to check fluids, tires, schematics, the lot. Our oil, coolant and brake fluid are all fresh and their host components tuned. Our proud in-house skill or chosen service department pays off.

    As To Why, A Real World Example

    We’re about to ride an epic, week long [build_link]https://tro.bike/?p=15238|motorcycle tour[/build_link] along the most hectically challenging curves our grin can handle. We observe what appears to be “plenty” of remaining tire tread. Halfway through day three or four, we realize the rubber is deteriorating more quickly than before. Because that’s what they do. [build_link]33627|Modern motorcycle tires[/build_link] become softer (and softerer and softererer) until they arrive at steel belts.

    [images]
    https://tro.bike/wp-content/uploads/2024/08/2024-777-dale-tire.png|https://tro.bike/wp-content/uploads/2024/08/2024-777-dale-tire.png|Avon RoadRider
    https://tro.bike/wp-content/uploads/2024/08/2024-777-paul-tire.png|https://tro.bike/wp-content/uploads/2024/08/2024-777-paul-tire.png|Michelin R5
    https://tro.bike/wp-content/uploads/2024/11/contimotion.png|https://tro.bike/wp-content/uploads/2024/11/contimotion.png|Continental Contimotion
    [/images]

    And there we are. Zero motorcycle shops near me *cough* I mean we *cough* I mean … okay yes I’ve done [build_link]https://tro.bike/?p=1858|this[/build_link]. By taking the time to read and fully process these coulda-woulda-shouldas we can save ourselves from a full entree of headache.

    In my defense, no riders are completely immune to the tire tread mistake. Without naming names, I remember when John Smith rode his Michelin PR4’s down to the belts during a rally. On our 777 tour some years ago, John Smith, John Smith and even John Smith … all needed new rubber halfway in. Two more Smiths took the “looked like I had plenty of tread when I left” hit this year. And don’t get me started on actual, unusually [build_link]https://tro.bike/wp-content/uploads/2018/05/2018-e05-motovid-featured.png|bizarre[/build_link] punctures.

    Finding Reliable Motorcycle Shops on the Road

    For me to simply type “research ahead of time” doesn’t do the term “frustration” justice. Sure, we know both where we’re going and when but if a hiccup hits the fan, how do we know which Google maps bot reviews are honest? Yes, you read that correctly.

    On unfamiliar roads, pinpointing our exact location feels like nailing jelly to a tree. We might recognize road names but are clueless how far we’ve traveled or where the next mile marker hides. High-stress moments can scramble the brain, leaving only Google Maps as our savior for its GPS coordinates, assuming we remember to check ’em.

    Grab ‘n’ go [build_link]https://tro.bike/digitools/|digitools[/build_link] aren’t useful until they offer not just an answer but a best option, as in positive results. That means vetting. Vetting means time annoyingly well spent.

    A few simple steps to stuff reputable motorcycle shops into our travel notes:

    [build_list]

    1. Jot down not just destinations but halfway points between each day’s start/finish.
    2. For each start/middle/end of a day’s ride, sub-list motorcycle parts near me & motorcycle repair near me.
    3. Weigh the motorcycle service reviews against the reality of actual human language, sorting good vs. bad.
    4. Prepare a simple explanation about you, your bike, your anxieties for knowledgable mechanics to hear.
    5. Call around. Discuss your travel plans. Feel out the chemistry of how they operate.

    [/build_list]

    Google reviews are foggy, so press solicitude. Yelp reviews are mean, so pour on the empathy.

    Hey! Check your phone. Is help on the way? What about your committee of friends, be it by text or social media? No signal? Take a short walk. Keep your motorcycle in view and re-scan your surroundings for a communication lifeline.

    There are times when dialogue reeeally matters. Missing terms could mean [build_link]https://tro.bike/wp-content/uploads/2014/04/engine-bolt-missing.jpg|missing bolts[/build_link]. If you dig below a conversation’s surface and find that well known motorcycle repair service reply of “busy, no time to explain, wanna be added to our schedule?” … take note. It’s not a deal breaker but it doesn’t inspire confidence either.

    [images]
    https://tro.bike/?p=3944|https://tro.bike/wp-content/uploads/2014/10/lemmon-to-willmar-19.png|Bandit Chain 2014
    [/images]

    Somebody out there is into motorcycle parts and repair for a reason. They actually care and take pride in their work. That’s who we’re looking for. The hardest effort we as riders face is powering up the ol’ mental antenna to sense it. Good news, though: knowing this to be our biggest mountain cuts the climb in half.

    Finding Reliable Motorcycle Parts on the Road

    My own chances at finding OEM motorcycle parts near me are usually luck of the draw. I’m fortunate in that I’ve often had a committee on site to guide me toward substitutions of equal or better performance. Case in point, [amazon_s]HiFlo|HiFlo[/amazon_s] products come about as close to OEM spec as the real thing for considerably less coin. Sealed batteries all the same, assuming the seller tests it beforehand, finding its voltage to be at least a decimal or two [build_link]https://tro.bike/?p=21038|above system demand[/build_link]. Filters, bulbs, sealers, cleaners … with a bit of GTS, the parts aren’t what we need to screen most.

    [image_float]

    [images]
    https://tro.bike/wp-content/uploads/2024/11/spark-plug.png|https://tro.bike/wp-content/uploads/2024/11/spark-plug.png|NGK Iridium Spark Plug
    [/images]

    Said crown falls on the head of whoever picks up at the “motorcycle parts near me” store. Fingers crossed …

    [build_list]

    • Fellow year/make/model owners who can dissa-rea-ssemble our machine with their eyes closed.
    • Someone so personally invested in their assistive skill that they keep dog eared motorcycle mags next to the john.
    • Anyone who can sift through their parts database while understanding that database.

    [/build_list]

    These connections are better than gold. If parts are in stock, they can be opened before confirming they meet our needs. Otherwise, maybe the store clerk is cognitive enough to [build_link]https://tro.bike/?p=40|modular-build[/build_link] a worthy substitute – or – refer us to better fortified motorcycle parts suppliers.

    [/image_float]

    The person to avoid is anyone who knows we’re stranded, puts us on repeat hold and/or asks for details we’ve already enunciated politely, slowly and clearly (they’re not taking notes). If that’s what we’re stuck with, flex the forums, beacon local riders and ping friends. We gotta keep our wits about us.

    For more specialized/proprietary parts, look for [build_link]https://www.google.com/maps/search/motorcycle+dealership+near+me/|”motorcycle dealership near me”[/build_link]. That might mean someone from a motorcycle parts store knowing a rider who knows a mechanic who used to be a dealership service technician. Down the rabbit hole we go. If we’re still roadside and waiting for commercial/friend tow service, it’s not like we’re goin’ anywhere anyhow, is it? Keep calm ‘n’ carry on.

    Have Solutions On Hand

    This site is built for sport touring super freaks. Maybe that means we’ve got fifty gallons of luggage and an inflatable passenger. Maybe it means we have the skill to collapse a second motorcycle into our [build_link]https://tro.bike/?p=178|tool roll[/build_link]. Whichever notch in the grey area best represents our travel techniques, we’re allowed to bring extra bits and components that are known to break. This is especially true for obscure, proprietary things like spanners, giant allen bolts, bizarro oil fill caps etc.

    For cable driven clutch/throttle controls, there’s no harm in having the kit on hand for what is a five minute fix.

    [images]
    https://tro.bike/wp-content/uploads/2014/04/clutch-and-throttle-cables-large.png|https://tro.bike/wp-content/uploads/2014/04/clutch-and-throttle-cables-large.png|Motorcycle Clutch Cable
    [/images]

    Determining which parts are essential is a model-specific effort, a bike’s unique attributes being the biggest factor. Carving through a full day of twisties on our UJM with friends riding the same, all along roads that never stretch beyond a thirty minute return home tends to dial down fear. Switch that out for a secret memorial promise to circumnavigate the globe on our fallen friend’s [ebay_s]1910 winchester motorcycle|5000|1910 Winchester[/ebay_s]? Odds are that Autozone doesn’t exist on the island nation of [tripadvisor]Comoros|Comoros[/tripadvisor] but if they do, they won’t likely have OEM parts for it. Bottom line: have (some) parts, will travel.

    Identifying Common Motorcycle Parts & Service Issues

    The reason behind why our motorcycle won’t start or the battery keeps dying may be simple, complex or weirdly enough, both. Simple is leaving the ignition switch (lights) on for too long. Complex can be the charge system not returning power to the battery. Both? When a Triumph’s immobilizer board heats up, warps, short circuits and ignores the physical key because it can’t read the RF chip response.

    Quick fixes and preventative measures for the little things takes a bit of bike bonding. For every simple, easy-access component on a motorcycle, there’s a process for adjustment. Whatever screw we’re turning, best to consider whatever [build_link]https://tro.bike/?p=1666|inline changes[/build_link] are happening while we do so. In adjusting (a), we want to maintain a clear, linear understanding of what’s happening to (b) and eventually (e). Another concern might be dangers and/or performance changes with removal of damaged parts, even if only for the brief beeline straight to Fixedville.

    There will be instances where [build_link]https://www.youtube.com/watch?v=ZIccvhPP91I&t=50s|cereal box decoder rings[/build_link] shout “yup, she’s busted real good”. A bent mag, collapsed subframe or ovoid output shaft bearings may not be outside of our wrenching wheelhouse … but the time/effort involved? Maybe, just this once, go the “motorcycle repair near me” route.

    Communication Tips For The Non-Wrencher

    One of a few telepathic messages this article aims to send is: avoid having a roadside situation in the first place. It’s a tough world out there, though and not all things unplanned can be avoided. This includes the patient relay of information, to people we don’t know, about issues we may not fully comprehend.

    I Vow To Be Courteous To Motorcycle Parts & Repair Shops Near Me

    Building a mutually beneficial relationship with professional and DIY mechanics can be narrowed down to two things from each party. First is courtesy. Second is wording. Kindly approaching the shop as a local in need of regularly scheduled motorcycle maintenance means they’ll see us in their shop more than once. Positive or negative, their reputation should heed the call.

    If we’re going to walk in cold before asking mechanics to go at our motorcycle with nanobots and a rubber hammer, we best organize our thoughts first. There’s no need to pretend we know things we don’t. Jotting down a scalable outline of our upcoming [build_link]7442|tour plan[/build_link], strange sounds, fluid leaks, missing components and whatever else shakes loose (pun intended) is a great way to keep focused mid-convo.

    Once we have a commentary scratch pad in play, we can make a copy for the local mechanic and discuss. Banter is a two way street, so if the mechanic cuts in with regular points we can use our notes to steer the ship on course. The mechanic’s interaction is a good thing, so let’s keep our ears at the ready.

    Emergency Roadside Assistance Can (And Will) Suck … But Have It!

    This very article was inspired by my own sudden need for roadside assistance that never came. I heard rattling, pulled over to the highway median, and discovered that my [ebay_s]BMW R1200RS|10000|R1200RS[/ebay_s] drive shaft was cannibalizing itself. I maydayed my situation to Geico. This marks the second time that 3-hours later, they graciously informed me that they couldn’t find tow service to help. This isn’t to suggest that there won’t ever be roadside assistance available but I want to make it clear that it can be a dice roll.

    [images]
    https://tro.bike/wp-content/uploads/2024/11/robin-roadside.png|https://tro.bike/wp-content/uploads/2024/11/robin-roadside.png|Robin Roadside
    https://tro.bike/wp-content/uploads/2024/11/bmw-r1200rs-shaft-drive-boot.png|https://tro.bike/wp-content/uploads/2024/11/bmw-r1200rs-shaft-drive-boot.png|R1200 Shaft Drive Boot
    https://tro.bike/wp-content/uploads/2024/11/r1200-shaft-drive-failure.png|https://tro.bike/wp-content/uploads/2024/11/r1200-shaft-drive-failure.png|R1200 Shaft Drive Failure
    [/images]

    For every easy-access roadside assistance scenario a rider might wait five minutes for, there’s a beautiful rural route that requires [build_link]https://en.wikipedia.org/wiki/Fulton_surface-to-air_recovery_system|Fulton’s surface-to-air recovery system[/build_link]. The grey area in between is our only measure of bike rescue likelihood. Just another reason why we ping socials to let our friends know the score.

    Speaking of which, if you’re still roadside, maybe it’s time to check your insurance, AAA and “friends with a trailer” status. How much sunlight remains?

    In populated areas where tow contractors are numerous, there’s less worry about if they’ll show and more about if they know [build_link]https://tro.bike/?p=19400|how to tow a motorcycle[/build_link] without further damage. Chances are, though that we’re riding where the lighter traffic and curve count eliminates commercial towing options. If we’re paying an insurance company for a roadside package, this is one of those rare moments where calling relentlessly every 15 minutes is in fact appropriate.

    Dear, Mechanically Inclined

    “Back home” we have an extra set of rims and a tire changer. “Back home” we have a bag of fasteners for every connection. “Back home” we have a motorcycle lift, a chest full of tools and a cooler full of beer.

    [images]
    https://tro.bike/wp-content/uploads/2023/07/idaho-tire-change-01.png|https://tro.bike/wp-content/uploads/2023/07/idaho-tire-change-01.png|No-Mar Tire Changer
    [/images]

    We’re not home.

    Our potential for roadside resolution lands squarely on [amazon_s]zip ties|zip ties[/amazon_s], [amazon]B08QCGTTMJ|generic nuts/bolts[/amazon], [amazon_s]friction tape|tapes[/amazon_s], [amazon_s]rtv silicone|workable adhesives[/amazon_s] and [amazon]B0002JN5PG|all-in-one lubricants[/amazon]. A talent for repurposing whatever isn’t broken so that what is becomes less so doesn’t hurt. One example might be when the battery cover under our seat has the perfect bolt for securing an exhaust clamp.

    The rest of our tool roll should certainly have the typicals, including safety wear ([amazon]B0BX677QP9|glasses[/amazon] ‘n’ [amazon]B0C3SH8MBX|gloves[/amazon]). Mind you, part of the word “safety” means deciphering whether or not our repair process and the end result are physically possible. Fixing one thing only to break ourself isn’t a popular goal.

    Formatting Our Sanity For The Unexpected

    We all have friends who can look at a situation, isolate freakishly impressive solutions and enact them with fluid grace. Wishing we could do the same doesn’t have to involve a traumatic tale. Books about problem solving are readily available:

    [build_list]

    • [amazon]B00IZP6EVQ|”The Art of Thinking Clearly”[/amazon] by Rolf Dobelli: This book discusses cognitive biases and logical fallacies, helping you recognize and overcome mental traps that hinder creative problem-solving.
    • [amazon]B0CH8243Y1|”A Whack on the Side of the Head: How You Can Be More Creative”[/amazon] by Roger von Oech: A classic on creativity, this book provides tools and exercises to spark fresh ideas and innovative solutions, akin to transforming lemons into lemonade.
    • [amazon]B000FCKPHG|”Mindset: The New Psychology of Success”[/amazon] by Carol S. Dweck: Understanding the difference between a fixed and growth mindset can empower you to approach challenges with the belief that improvement and creative solutions are possible.
    • [amazon]B012BLTM6I|”The Innovator’s Dilemma”[/amazon] by Clayton M. Christensen: Focusing on innovation in business, this book highlights why companies fail and succeed, offering insights into applying similar concepts in personal problem-solving.
    • [amazon]B00CGI3DWQ|”Creative Confidence: Unleashing the Creative Potential Within Us All”[/amazon] by Tom Kelley and David Kelley: Written by the founders of IDEO, this book teaches that creativity is more than art or design … it’s a tool for problem-solving and innovation.
    • [amazon]B0CTDTMVH5|”The Obstacle is the Way: The Timeless Art of Turning Trials into Triumph”[/amazon] by Ryan Holiday: Rooted in Stoic philosophy, this book emphasizes that challenges can become advantages if approached positively and creatively.
    • [amazon]B00BATINVS|”Think Like a Freak”[/amazon] by Steven D. Levitt and Stephen J. Dubner: From the authors of “Freakonomics,” this book offers unconventional approaches to problem-solving across various contexts.

    [/build_list]

    Keeping our minds sharp, through agreement or debate over the above reading, can at least fortify calm in the face of despair. As a man who curses the sky every so often, I’ll confirm nothing good ever comes of it. Sure, it might (sort of) vent negative energy but we still have a problem to solve.

    Humbly allowing the soft influence of new perspectives so that we might tackle action steps proactively? Sign me up. Although, considering what I went through with Maggie Dean’s technologically over-engineered [ebay_s]2016 Street Triple R|3000|2016 Street Triple R[/ebay_s], maybe Ryan Holiday and I should have a word about book titles.

    If you’re still stuck, take a moment to repeat your previous status checks. This includes phone messages, battery life, scanning for local businesses and residents within view of your bike. You might want to reach out to AAA or remind friends with a trailer that you need assistance. As daylight fades, consider taking a longer walk and remember to stay hydrated!

    Here’s where the “p” word (prepare) re-enters with a vengeance. If we make all-things-known-that-can-be-known public knowledge, as in alerting regional friends and noting local emergency contacts, that’s a good start. Rewind to important deep dive maintenance checks with a good ol’ fashioned pre-launch T-CLOCS and we’re entering “responsible rider” territory.

    [images]
    https://tro.bike/wp-content/uploads/2024/11/bolts-bmw-r1200-haynes.png|https://tro.bike/wp-content/uploads/2024/11/bolts-bmw-r1200-haynes.png|BMW R1200 Haynes Manual
    [/images]

    When all of this starts to feel overwhelming, peace ‘n’ quiet comes in the form of a digital [build_link]https://haynes.com/en-us/|Haynes[/build_link]/[build_link]https://www.denniskirk.com/clymer|Clymer[/build_link] manual. Be sure and download ’em for offline use as Café Ǔήȅẋρəς†èď rarely offers their wifi password. Even better, be well read and fully familiar with a physical copy.

    In Conclusion (And, As The Sun Gets Low, Retrospect)

    Things happen and wherever we go, there we are. When a motorcycle opts to nap on the shoulder of some random rural pass, it’s up to us to keep a clear head and jump into action. Push everything to safety, catalog devices and tools that might help and eye the horizon for opportune remedies.

    Prepare for the unexpected. Document the from, to and all that’s in between. Research motorcycle parts and repair shops that follow the route before calling to confirm their “service” holds adequate brain cell-ery.

    Let friends, family and fellow riders know the plan so that in the event of a breakdown, we can [build_link]https://tro.bike/?p=16260#spot-trace-tracking-lojack-security-goodness|call in the cavalry[/build_link]. Read the fine print as to what roadside assistance plans offer. Know all that can be known about basic motorcycle components and their operation so that blind communication is at least productive.

    Never let a breakdown become a source of overwhelming dread. Preparedness and community support can transform these unexpected hiccups into opportunities for learning and growth. That is to say that proactive measures can build resilience to future roadblocks.

    Equipping ourselves with the right tools (literally and metaphorically) ensures every journey holds a sense of adventure. While we can’t control everything that happens, we can control our response. With a little confidence, poise and resolve in our arsenal, we riders will always find our way home.

    [post_an_article]How Do You Obtain Motorcycle Parts & Service While In Transit?|Every method and mindset has its place in mechanical catastrophe. What’s your go-to formula and why?[/post_an_article]

  • Promoting Sport Touring Motorcycle Travel

    Promoting Sport Touring Motorcycle Travel

    Old cliches about the motorcycle industry’s future (and travel promotion in general) tend to go supernova every few years. Any seasoned enthusiast will tell you we’re in dire straits. But blaming new generations of potential riders for their lack of access only hurts the industry more.

    There’s a gap between old and new social norms and the language of a younger generation doesn’t cater to old-timers. In short, it’s not the responsibility of a new era to keep the excitement of generational hobbies alive. As a Gen Xer, however I can tell you that beneath every boomer’s rant about “what kids these days shoulda shouldn’ted”, there’s a [build_link]https://tro.bike/motorcycle-stories/|fascinating story[/build_link] gathering dust.

    Stories require attention. Attention requires interest. Interest requires the right wording to ignite it. Otherwise, that remarkable tale fades. There’s rhyme and reason for why chronicles of legend never find ears and every ounce of it falls on the narrative’s source.

    Cataclysm of Motorcyclism

    Our motorcycling “heritage” has become irrelevant. We’re so engrossed in our own conversations that we’re ignoring fresh voices. They rarely get a chance to contribute because we’re too busy reinforcing stale banter. Travel promotion speeches about “freedom of the open road” fall on deaf ears and the longer we ramble, the fewer opportunities young riders have to voice their desires.

    Motorcycling is a luxury, if not a cult and any would-be rider could just as easily take the bus. People need reminders that attention is earned, not given. To a rebellious youth, it’s the role of elders to inspire, not simply echo warnings.

    When communication and understanding flow both ways, everyone benefits. Elderly wisdom is sought, not imposed. Youth energy is harnessed, not stifled. Bonds are formed, not assumed. This is how we as current motorcyclists can thrive and fuel ideas for the future even if we can’t “save” the industry.

    So, How Do We Promote Motorcycle Travel?

    We don’t. We stay as far away from the topic as possible and instead promote … travel. We kindly interact and mention the beauty of places we’ve seen in balance with the listener’s topical choices.

    A Few Choice Examples In Travel Promotion

    [build_list]

    1. There’s a secluded, verdant forest nestled in the heart of [tripadvisor]Spain|Spain[/tripadvisor], crossed by a single road stretching over 200 miles. At its heart, hidden behind a four space gravel parking lot and devoid of any other signs of civilization, is a frickin’ tennis court. Surreal.
    2. Roseanna’s Café sits next the iconic rock formation featured in the globally influential and Nobel Peace Prize-worthy film, The Goonies. This [build_link]https://tro.bike/?p=3614|cinematic pilgrimage[/build_link] is just the beginning of what Oceanside, Oregon has to offer. Crystal clear waters, pristine beaches, friendly locals, rejuvenating spas and chowder.
    3. Just outside Tucson, Arizona, the [build_link]https://kpno.noirlab.edu/|Kitt Peak Observatory[/build_link] stands as a hidden gem for stargazers. Arrive at dusk and be warmly welcomed by knowledgeable student volunteers. The night sky, free of light pollution, offers a celestial perspective so clear that a pair of basic binoculars can see stars.
    4. Tennessee lovingly refers to [tripadvisor]Chattanooga|Chattanooga[/tripadvisor] as a “cute town”. Its historic district is a hub of delightful restaurants, bars and shops within a stone’s throw of downtown. Public bicycle rentals and electric shuttles make for easy commuting, connecting you from the Walnut Street Bridge to the aquarium, the IMAX theatre, even Salvadoran cuisine at Conga Latin Food.
    5. Red River Gorge is a huge national forest in Kentucky. Somewhere at its center is the single-lane [build_link]https://tro.bike/?p=23501#of-course-hillbilly-triangle-mentions-an-irvine|Nada Tunnel[/build_link], a testament to the perseverance of local loggers. Adorned with graffiti, the “Rough Trail” is just one of many hiking paths that meander that way.
    6. In Lemmon, South Dakota there’s a nondescript building shrouded in mystery with a single entrance. Step toward the glow of light and follow sounds of musak to a hall filled with card tables and cowboy hats. Then have yourself the [build_link]https://tro.bike/?p=3907|finest, most affordable steak[/build_link] you’ll ever taste in an ambiance that’s as unique as the town.
    7. West of Truth or Consequences, New Mexico, perched on the ridge line of Gila National Forest, lies the ghost town of [tripadvisor]Chloride, New Mexico|Chloride[/tripadvisor]. Once a bustling silver mine, it now echoes a bygone era with all its period equipment intact. It’s like stepping into an old western movie, offering an unparalleled glimpse into the past.
    8. Door County sits along the coast of [build_link]https://tro.bike/?p=14420|Lake Michigan[/build_link]. It’s known for its cherry orchards, lighthouses and the unique culinary delight: Pasties. These hearty, hand-held pies are most often filled with meat, potatoes, and rutabagas. A must-try for any foodie traveler, pasties are a delicious testament to the region’s history and culture.

    [/build_list]

    Why The Destinations?

    Call these a bait and switch all you like, “you have to see it to believe it” beats the living crap out of “you should ride a motorcycle to this cheap motel in Detroit that claims ‘no bed bugs and minimal blood stains’ as a feature”. Descriptions are just the start, though. Other obstacles lie in wait.

    Exhibit “A”, every generation is glued to pixels, yours included. One big concern is that younger gens are seeing the amazing sights as pixels first. Their inner voice tells them to either be underwhelmed or reminded that they’ll never have what’s needed to see such things in person. Meanwhile, older generations are still barking at them for it. Remember, this judgement may as well be a case study in how to lose someone’s attention.

    [slideshow]
    https://tro.bike/wp-content/uploads/2024/09/hatch-utah.png
    https://tro.bike/wp-content/uploads/2014/08/portland-to-pacific-coast-15.png
    https://tro.bike/wp-content/uploads/2024/09/kitt-peak-observatory.png
    https://tro.bike/wp-content/uploads/2016/12/chattanooga-06.png
    https://tro.bike/wp-content/uploads/2019/09/nada-tunnel-kentucky.png
    https://tro.bike/wp-content/uploads/2014/10/miles-city-to-lemmon-03.png
    https://tro.bike/wp-content/uploads/2022/11/nm-152.png
    https://tro.bike/wp-content/uploads/2014/02/painted-bear.jpg
    [/slideshow]

    But to hint at the unmistakable bliss that is acquired when a person sees [infinitely amazing yada] for the first time, up close, while nobody else is around to witness it, how that moment belongs to them and them alone. If their eyes reply with “wait, nobody else?” keep talking, the answer being “yeah” … while whispering telepathically “motorcycle”.

    Because off the beaten path. Because you know the [build_link]https://tro.bike/?p=21930|shortcut or backroad or single track access[/build_link]. Because you have a captivating saga you want to inspire them with.

    Maybe right here the topic diverts to their interests again. If you want to maintain intrigue, you have to do more than just steer. You have to hear. What’s more, you have to prove that you’re actually interested in their wording. It doesn’t matter how far from your base of discussion it gets.

    And There’s This Really Thrilling Way To Travel

    Called motorcycling. Getting a license in and of itself is fun. Some states offer the class for free and once you know the basics, the possibilities are endless.

    In full travel promotion rhetoric mode: what a way to see anything! If you want to take over the world for a day, week or month, why not make it a journey on two wheels? The views are better …

    [youtube_embed]fFun52iITH4?start=6[/youtube_embed]

    With a little money saved, smiles can be had and stopping points earned/enjoyed independent of the ride. Motorcycling and destinations don’t have to be synonymous but wow, are they ever a good pairing. This is especially true [build_link]https://tro.bike/?p=3198|with a bit of planning[/build_link] (everything in moderation, especially moderation).

    With Travel Promotion, Listening is Everything

    If you try to use hip phrases, you’ll fail. If you try to tell someone who’s never heard of you that you’re an authority on what they should/shouldn’t like, you’ll fail. If you do most of the talking and in those short spurts of listening, act with disregard for what’s being said, you’ll fail.

    Point is, if we want the rider base to develop for the better, i.e. grow while maintaining safety, it isn’t future riders who need an adjustment. It’s us. We must earn their attention without posturing, demands or ignorance.

    What they want matters more than what we want them to want. They’re willing to invest in their core desires. What we can do with honest discussion, above all else, is awaken curiosity about what thrills are worth collecting and looking back on with a grin.

    [post_an_article]Are You In Tune?|What are your favorite destinations for motorcycle travel? How might we bridge generational gaps in the motorcycling community? What epic stories/experiences would you like to share?[/post_an_article]

  • The Cure For “No Time To Ride”

    The Cure For “No Time To Ride”

    We all know the tragic scene. A shiny, low-mileage motorcycle under a thick layer of dust and garage debris, tires and battery flat, gas in the tank slowly returning to primordial ooze. At some point, a carelessly placed rake will fall over and put a small dent on the tank.

    Sooner or later, usually later, the [build_link]https://tro.bike/?p=24938|online ad[/build_link] goes up, with all the classics: “no time to ride,” “ran when parked” and of course, “just needs TLC.”

    How do you keep this horrible fate from happening to you and your motorcycle? The phrase “no time to ride” is a common excuse but it’s important to prioritize your ride time to avoid such a scenario.

    Is Ride Time … Selfish?

    Defending the time to ride is always a big problem. There’s ALWAYS something “better” to do. ALWAYS. Life wants you on a ladder, in the office, sorting laundry, visiting Mom, wrangling a weed whacker or foraging in grocery stores.

    So you have to put riding on its own pedestal, so to speak and sometimes you have to vigorously defend that time.

    Your ride time is sacred and it’s essential to protect it. Like any other limited resource, tough choices have to be made and sometimes, yeah … your boss, your spouse, your kids, etc. are just going to have to be unhappy. The grass will get a little longer and painting the bathroom will need to wait until winter.

    But you don’t have to be selfish about it, either. Balance is possible, even with a busy professional and family life. Remember, it’s not about neglecting your responsibilities but about making ride time an integral part of your life.

    Anything Worth Doing Is Worth Doing Well

    Riding motorcycles is the most fun you can have in [build_link]https://tro.bike/?p=22135|waterproof pants[/build_link] but it’s also something you have to take seriously. If you’re going to ride motorcycles, you have to do it well. Very well. If you’ve been on two wheels only thirty minutes this year, your skills are quite rusty in ways that aren’t always obvious.

    Maintaining a high level of skill takes a lot of mindfulness and saddle time. And I’m not just talking about the “remembering which levers do what” skills. I’m talking about the vast array of “staying alive when the whole world wants you dead” skills.

    To ensure your ride time is well spent, it’s crucial to keep [build_link]https://tro.bike/?p=16175|these skills[/build_link] sharp.

    Rideology Psychology

    In Maslow’s [build_link]https://www.simplypsychology.org/maslow.html|Hierarchy of Needs[/build_link] (an old psychological model of motivation; there are many others but this one is well-known) motorcycling sits right at the top under self-actualization. No one NEEDS to ride. We ride because we want to, because it brings us joy, because for the likes of us it is an important ingredient in a life well-lived.

    Later on, Maslow revised the model to add another layer, “transcendence,” at the top. Motorcycling fits there, too, at least for many of us. It’s relatively easy access to a higher plane of being, a transcendent state of blissful, expanded consciousness, a state sometimes called “flow” or maybe even “nirvana”. I honestly feel bad for people who rarely or never enter that state of being.

    [images]
    https://commons.wikimedia.org/w/index.php?curid=1315134|https://tro.bike/wp-content/uploads/2024/09/maslows-hierarchy-of-needs.png|Maslow’s Hierarchy of Needs
    [/images]

    The ride time we dedicate to motorcycling can lead us to these states of transcendence and self-actualization. There’s no need to apologize or make excuses for the time, money and risks of riding. You are doing what is right for you.

    But you do have a responsibility to find a workable balance in your life.

    Ride Time, Love And Balance

    An important part of the equation is the people who know you best and love you most. I’ve found that the mark of healthy relationships is that they want you to be happy and even if they don’t understand or share your passions, they see and respect the joy that riding brings you and they feel joy for your joy.

    Even when I’ve been seriously injured riding (yes, I know the risks up-close), I’ve found unexpected support and understanding from my wife, my sister, my mom, even my boss and co-workers. They understood enough and respected my choices and my joy. This is a sign of healthy relationships in your life.

    And of course, unhealthy relationships are the opposite: selfish and one-sided, with no respect for your needs, your joy, your self-actualization, your transcendence. People in these sorts of relationships actively prevent you from serving any needs but theirs. They steal and waste the time, energy and resources to ride motorcycles or do anything else that brings joy and meaning to your life.

    The Two-Way Street

    This goes both ways and all ways, of course. That’s the key to ensuring that riding motorcycles isn’t selfish. Riding can be selfish and unhealthy if you’re regularly neglecting everything and everyone else in your life.

    We’re [build_link]23|all about obsession[/build_link] here but there’s a healthy level of obsession.

    Healthy relationships are where the space exists to have a joyful, busy riding life as well as a productive, busy and enjoyable career and personal life. And just like riding skills, healthy relationships require mindfulness, work and rational prioritization. It’s all about finding the right balance between your ride time and your worldly presence.

    No one is “blessed” with healthy relationships and love. Healthy adult relationships are deliberately built out of shared values, mutuality, respect, love, compromise, forgiveness and all the rest. They take awareness, humility and sometimes, hard work.

    [post_an_article]Hard Work Earns Ride Time|Everybody’s got a schedule to keep. How do you ensure you get time to swing a leg over?[/post_an_article]

  • Dear, Horsepower (Goodbye ZH2)

    Dear, Horsepower (Goodbye ZH2)

    We humans use many points of view or standards to direct our lives. We grapple with the conundrum of what we need versus what we want. In the world of motorcycles, this often translates to a debate about horsepower. How much horsepower do we need and how much do we want?

    Tom Brown Jr. is an interesting guy. He teaches at a wilderness survival school in New Jersey and many years ago, I attended several of his classes. The classes drew from Native American philosophies and skills and he was a wizard in the woods.

    He held a base tenet that to survive in the wilderness, you need to be able to separate your needs from your wants. Most of us can survive weeks without eating but we’d better secure water within a few days. This principle can expand to be a pretty good standard for survival in life, whether it be monetarily, calorically or in just about any area of our lives.

    In the context of motorcycles, [build_link]https://tro.bike/?p=28915|this principle can be applied to horsepower[/build_link].

    We all know people who can’t get enough. Obesity is rampant in our society. Most humans need a couple thousand calories daily to be healthy but restaurants in the Houston, Texas area where I live serve triple-sized portions. Fifteen hundred calorie desserts! Zillionaires, who have more money than they could possibly spend in their lifetime, try to influence laws and the world so they can get more.

    How Much Horsepower Is Enough?

    Now, let’s talk about motorcycles. How much horsepower do we need in our motorcycles? Or more specifically, how much horsepower do we want?

    Holy crap, ask this question if you want to ignite an absolute war in an online forum. It’s worse than asking how to maintain a drive chain or what kind of oil to use. Zealots want to physically fight over these topics.

    Basic motorcycle classes typically use 250cc displacement bikes. The site where I taught used the ubiquitous [ebay_s]Suzuki TU250|3000|Suzuki TU250[/ebay_s], a single-cylinder, standard style ride that’s great for training. They’re difficult to kill, have a seating arrangement that works for most students and have adequate power.

    [images]
    https://tro.bike/?p=28915|https://tro.bike/wp-content/uploads/2022/12/kelly-howard-zh2.png|Kelly Howard with his Kawasaki ZH 2
    [/images]

    In terms of horsepower, they may not be the most powerful but they have “enough”.

    Did I say adequate power? I don’t know any motorcyclist who’d consider the TU250 as their first choice for street use. However, if you look at the facts, the TU250 would do fine. It’ll go about 90 miles per hour. They’ll outrun most cars from a stoplight and are fast enough for freeway travel. They’re fairly comfortable and powerful enough to carry a reasonably sized passenger. Added to all that, they get great gas mileage.

    About that word, “adequate”. There’s not one motorcycle safety instructor who hasn’t wished their training motorcycles had less horsepower when an out-of-control, panicked student is riding off the training range with a wide-open throttle. The pedestrian 250 can get up to dangerous speeds quickly.

    I’ve owned motorcycles with a wide range of power and styles. My first was a 1962 Yamaha 80cc street bike with maybe six (6) horsepower. It struggled to get to 60 miles per hour but was faster than my brother’s Honda Sport 50. That motorcycle gave me the quantum leap from a pedaled bicycle to powered riding and I loved every minute on it.

    Then there was a [ebay_s]KTM SuperMoto|5000|KTM SuperMoto[/ebay_s], a [ebay_s]Honda Hawk GT|3000|Honda Hawk GT[/ebay_s], a [ebay_s]Yamaha XS650|3000|Yamaha XS650[/ebay_s], two [ebay_s]GoldWing|3000|GoldWings[/ebay_s] and many others. And, until yesterday, a [ebay_s]Kawasaki Z H2|10000|Kawasaki Z H2[/ebay_s].

    Kawasaki claimed about 200 horsepower for the Z H2. A standard posture motorcycle, it was comfortable and fit me well. Absurdly fast, I struggle to find adequate words to describe what it was like to ride.

    I’ve owned and ridden several fast motorcycles but the Z H2 went to a completely new level. You’d better be holding on and pointed in the desired direction before you open the throttle. Any gear, any speed. The term “ballistic missile” comes to mind. Zero to go-to-jail speeds in seconds.

    Maybe HP Isn’t Everything

    One YouTube tester said it’d be quicker to just open the throttle wide open and ride around the world than it would be to do a 3-point turn to go the other way. I agree. I’ll probably never ride a more exciting machine.

    I traded that ballistic missile for a [ebay_s]KTM 890 Duke R|7000|KTM 890 Duke R[/ebay_s]. My buddy, Andy Marcer, completely agreed with my decision. A mid-sized motorcycle lover, Andy pointed out that I really couldn’t use what the Z H2 could do so well.

    [images]
    https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-01.png|https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-01.png|Kelly Howard KTM Duke 890 R
    https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-02.png|https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-02.png|Kelly Howard KTM Duke 890 R
    https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-03.png|https://tro.bike/wp-content/uploads/2024/07/kelly-howard-ktm-duke-890-r-03.png|Kelly Howard KTM Duke 890 R
    [/images]

    Third gear power-wheelies are exhilarating but they’d better be done out of sight of law enforcement. On the track, a 170-ish top speed on a standard motorcycle isn’t any fun. A top-heavy, 540 lb motorcycle, I struggled getting in and out of the garage.

    The Duke R has about 120 horsepower. More than one hundred pounds lighter than my Z H2, it’s not slow. The riding position for me is very similar to the Z H2 and fits me well.

    Upright seating gives me a good view of what’s going on around me, a valuable plus in the insane Houston traffic scene. There’s no shortage of idiots. KTM calls it the “super scalpel” and it lives for a curvy road. The latest in computer wizardry for handling and braking doesn’t hurt. I think I’m going to love this motorcycle. In terms of horsepower, it strikes a balance between power and control, which is exactly what I need.

    [post_an_article]Horseradish!|Straight line acceleration is all some riders will ever understand. You know better, though. What twisty-centric modern motorcycle choices are your favorite and why?[/post_an_article]

  • Case For Base: K.I.S.S. Comes Standard

    Case For Base: K.I.S.S. Comes Standard

    It’s 2018. My phone rings. I answer to the voice of a somehow calmly excited friend telling me about a base model BMW sport touring motorcycle that I “just gotta see”. I arrive to find not a base model but a fully loaded 2016 R1200RS, with only 500 miles on it, for sale at base price. Story goes that the previous owner is a newly licensed rider who’s partner became pregnant, so now they don’t ride.

    Say no more. As I type this, that very same bike is parked out front with 103,704 109,071 miles on it, most of them more twisted than an uncooked brick of ramen alongside two “close but no cigar” [build_link]https://tro.bike/?p=21297|iron butts[/build_link]. I love this bike and it owes me nothing. The ABS, DTC, ESA, TPMS, shift assist, cruise control, heated grips, riding modes, 3-piece factory luggage and “wonder wheel” integrated/detachable standalone GPS electives are hidden behind its angrily sleek, [build_link]https://tro.bike/wp-content/uploads/2021/02/dragon-r1200rs.png|Darth Vadaresque[/build_link] sport touring profile. All of which gets put to use on the regular.

    In 2016, the fully loaded model went for around $17k. Base price, with no fees attached, rang me in at just under $15k, so the decision was easy. I still smile each and every time I ride it. Thing is, there are a lot of gizmotrons sensing, informing, altering and situating behaviors on the machine that will alert me with a nag should they fail. Motorcycles being an inevitable market for unobtainium, eventually I won’t have parts to feed that nag’s appetite, which begs the question: would I ever upgrade to non-standard, add-on features at dealer price?

    Base-ically, Yes & No

    The history of my motorcycle’s dealer service can be summarized in a single visit, namely that first free go of it. Beyond that, she’s only received the at home treatment. Oil, tires, valves, brakes and diagnostics are all part of my personal routine thanks to hours well spent with mentors everywhere.

    One great thing about a [build_link]https://tro.bike/?p=4326|wash and detail[/build_link], followed by systematic, mileage based maintenance is that these actions put OC eyes into deep scanning mode. Catching signs of wear at my hand grips, my immediate thought is “no prob, I’ll order new gels”. I then discover that my BMW’s hand grips aren’t serviceable. Nope. From what I’ve found, riders have to cough up $125+, per side, as it involves replacing the entire module (though [build_link]https://www.ebay.com/itm/394900754651|these[/build_link] show some promise).

    With more motorcycle manufacturers engineering what could be a circular headlamp as some trapezoidal exercise that mates quantum physics with origami, I’m reminded of my first bike and the black hole that was my wallet. With every landing paycheck, I’d buy and install the next 3rd party upgrade until “behold … a financial vacuum which bringeth me smileage”. That 1982 Yamaha [ebay_s]1982 Yamaha XS400RJ Seca|10000|XS400RJ[/ebay_s] Seca weren’t no [ebay_s]BMW R1200RS|10000|R1200RS[/ebay_s] but in 2011, it was my [ebay_s]Yamaha FJR1300|10000|FJR1300[/ebay_s].

    [slideshow]
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-rear-signal-fried.png
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-mirror-mount-broken-02.png
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-mirror-mount-broken-01.png
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-mirror-housing-scratched.png
    [/slideshow]

    Now that I have the Beemer, knowing things can happen means reminding myself that no matter how much I love any bike, I’m always in the market for whatever comes next. A couple years back, that might’ve been Zero’s [build_link]https://tro.bike/?p=24091|SR/S[/build_link]. As of this article’s publish date, gotta say I wouldn’t throw the Suzuki [build_link]https://tro.bike/?p=33196|GSX-8R[/build_link] out of bed for eating crackers.

    But for a moment, let’s pretend my current steed made its debut today and I’m seated, making the buy. The sales rep sits down, finishes their gibberish speech about in-house “of course you’ll also pay” terminology (which I’ll fight later). We then sift through the array of aforementioned options, bantering quickly back ‘n’ forth with the yay/nay:

    ESA … N
    TPMS … N
    Shift Assist … Y
    Heated Grips … N
    Garmin Nav VI … N
    Factory Luggage … Y

    Everything else comes standard. Notice, the only two things I go spendy with are the shift assist (they’re a little rough but make a nice, booming “POW!” whenever I change gears) and factory bags. The rest, with their registered trademark at Partz Ex-Stink Corp, can be easily substituted after the fact with equivalent luxuries that are replaceable, if not rebuildable (here’s to you, [build_link]https://www.revzilla.com/parts/2016-bmw-r1200rs?page=1&limit=96&facets%5B%5D=1788|Ohlins[/build_link]).

    The Modular Aftermarket

    Proprietary upgrades I’ll forego in the future will be denied based on whether or not I know of a less invasive 3rd party product. Shift assist, for example, isn’t something that I would trust buying from Al’s Ebay Emporium or Ali Express. The mechanics and electrical interfacing involved means tethering right into my bike’s nervous system, something I’d much prefer trusting to the source (BMW).

    My other four “nays”, however are fairly easy tasks to DIY.

    Personal choice to cut ties with BMW’s ESA (electronic suspension adjustment) points to the fact that these systems aren’t rebuildable. That means once they’re done, they’re done and replacing them with a better, non-OEM suspension tells the ECU to tell me that I’ve removed them … every time I turn the key. I’d rather have a truly excellent, fully rebuildable solution for a reasonable price, so that money is set aside.

    [images]
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-rear-rim-tpms.png|https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-rear-rim-tpms.png|BMW R1200RS Rear TPMS, Overpriced PITA
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-tpms-rear.png|https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-tpms-rear.png|BMW R1200RS Rear TPMS, Overpriced PITA
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-tpms-front.png|https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-tpms-front.png|BMW R1200RS Front TPMS, Overpriced PITA
    [/images]

    Using Bluetooth™ or an independent display, [build_link]https://tro.bike/?p=10282|tire pressure monitors[/build_link] are the norm. Many auto parts chains carry them. Yes, they’re outboard, meaning they depress our spring loaded valve core but having used them in the past, I see no reason for suspicion where safety and reliability are concerned.

    For the Beemer, my alternative is to buy either “OEM” (rebadged Schraders) for $230 each or phantom label [amazon_s]bmw r1200 tire pressure monitor|knock offs[/amazon_s]. Their CR2050HR watch batteries, available locally or online for $5 a pair, are soldered in place under 1/2″ of epoxy and therefore [build_link]https://www.youtube.com/watch?v=IOT10-F55bY|not serviceable[/build_link]. More troubling is that they’re mounted on the inside of the rim, so when their batteries fail in six to twelve months, I have to pull wheels and unmount tires to replace them.

    Onto heated grips, [amazon]B0BPM3G9DF|which I can source for under $25[/amazon]. They’re easy on/off over grips that use industrial Velcro™ to fasten in place. Coax connections at the bars allow for easy plug/unplug. A color coded, single button controller offers three settings (lo, med, hi). All of this is better than the optional OEM upgrade!

    As for navigation, I’m not against having a standalone GPS but the only thing I ever use mine for is finding abandoned gas stations. For real navigation, I use [build_link]https://ridewithgps.com/|RWGPS[/build_link] on multiple smartphones with offline maps. Their software is easier to update, more informative and repeat after me: “My GPS antenna does not use data.”

    Best Current Base Model Options

    “Which base model is best for sport touring?” … whatever you damn well want! Seriously. When a motorcycle grabs your attention, there’s likely a good reason for it and though I’d never tell anyone to dive in at first glance, throwing a leg over for a saddle test is always fun.

    Trick is, should you end up in that chair across from a sales rep, know everything you can about the options so that when the terminology starts flying full mumbo jumbo, you’re ears are ready. Same goes for any defaults that are known to cause trouble (for that year/make/model) down the line. Five year, fifty thousand mile paperweight mode and dealership/manufacturer indifference usually come standard as well.

    Of course, for sport touring purposes alone, there are plenty of mid-priced, simply formatted showroom floor possibilities to think on. I mention Suzuki’s [ebay_s]GSX-8R|10000|GSX-8R[/ebay_s] as my current fav for its visual profile, minimal weight and headache free plastics (fully faired but with easy motor access). Other middleweight contenders might be Triumph’s latest [ebay_s]Street Triple R|10000|Street Triple R[/ebay_s] and even, dare I say it, Kawasaki’s [ebay_s]Kawasaki Ninja 1000|10000|Ninja[/ebay_s] series between 600cc ~ 1000cc. New or used, these base models can be obtained affordably. With big years to each generation, you’ve got parts galore well into the future.

    For top coin, however look to Honda’s [ebay_s]Honda VFR|10000|VFR[/ebay_s], BMW’s almost anointed ’24 [ebay_s]BMW R1300RS|10000|R1300RS[/ebay_s], Aprilia’s oh so sexy [ebay_s]Aprilia Tuono|10000|Tuono[/ebay_s], Suzuki’s ridiculously titled [ebay_s]GSX-S1000GT+|10000|GSX-S1000GT+[/ebay_s] (apparently the moniker’s password requires two special characters), Yamaha’s still-elegant-even-if-long-in-the-tooth FJR, the list goes on.

    [images]
    https://tro.bike/wp-content/uploads/2024/07/suzuki-gsx-8r.png|https://tro.bike/wp-content/uploads/2024/07/suzuki-gsx-8r.png|Suzuki GSX-8R
    https://tro.bike/wp-content/uploads/2024/07/suzuki-gsx-8r-price.png|https://tro.bike/wp-content/uploads/2024/07/suzuki-gsx-8r-price.png|Suzuki GSX-8R Price
    [/images]

    But things get a bit more fun when we look at budget buys. Final mention, the base model GSX-8R rings in at four digits total, which is a song as new bikes go. I just considered a stagnating floor model, the tag reading $8500.

    Royal Enfield weighs in pretty heavy with lightweight ideas, their [ebay_s]Royal Enfield Continental GT|10000|Continental GT[/ebay_s] inspiring strange combination smiles (optimistic/pessimistic smirk). These visual throwbacks hide all of their modern amenities behind analog makeup. Buy cheap with plenty of cash reserves and point what’s left toward a locally built fairing. Custom construction is something we see little of in the sport touring world. Maybe it’s time we change that.

    Again, any base model motorcycle you desire has the potential to be transformed into your ideal sport touring bike. Of course, whether it meets the criteria to be deemed ST by your peers depends on your meticulously detailed effort. If that effort exhausts you, you can always fall back on the [build_link]https://tro.bike/?p=16460|50% mindset[/build_link] factor.

    Philosophizing Base Model Doom ‘n’ Gloom

    Sounding old without even trying, 10+ years ago I bought a then 30+ year old motorcycle that was engineered by riders who remembered when motorbikes were simpler. The exit from this rabbit hole lands squarely on past great experiences in sport touring travel with far less ECU maintenance and nada/zilch/zero firmware. The idea of rear wheel spin as a benefit: antiquated common knowledge. Physically feeling for and identifying a button mid-ride, without any need to look at it directly is a rarity, now obfuscated by a pixelated box of light. Yeah, yeah … [build_link]https://www.youtube.com/watch?v=tJ-LivK4-78|old man yells at cloud[/build_link].

    [images]
    https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-service-alert.png|https://tro.bike/wp-content/uploads/2024/07/bmw-r1200rs-service-alert.png|BMW Service Alert (Requires Dealer$hip or $400 3rd Party Tool)
    [/images]

    On the flip side, science and tech’s overspill into individual riding style comes from the great advancements we’ve made for safety, efficiency and ease of wrenching. Having owned and (sort of) maintained several carbureted machines, I’ll gladly go with electronic fuel injection. Yes, that means ECU and yes, I accept this. The ceiling at which I begin to question manufacturer intent comes with a concussion, slamming into contractually forced post-purchase obligations, aka “subscriptions”, the worst being that infamous 8-bit wrench icon that can only be reset at particular increments by a brand certified Moe. Look, some of us (myself included) simply don’t do service departments.

    All of this has a domino effect. At what point does that bike we have our eye on become too self important to buy? My case for base alone won’t rescue me from a yet to be discovered “comes standard” digital fiasco. Exhibit “A”, our own Maggie Dean’s [ebay_s]2016 Triumph Street Triple R|10000|2016 Triumph Street Triple R[/ebay_s] has an EU required immobilizer at the ignition switch. That antenna is beginning to fail, regularly scrambled by RF interference or foreign metals, such as a key ring, shorting its ground circuit.

    Triumph’s garbled component has both changed our plans to begin a ride and stranded us hundreds of miles away during a ride.

    At the same time, analog isn’t always king, ABS and other computed fail safes having rescued the lot of us, sometimes without us even noticing. With that, and as a last sentence summary about today’s base model market, it’s up to us as riders to aim for simplicity, pick our platform and sculpt it by knowing which add-on features can be had after the fact and which standard features might single handedly change our buy into lawn art whence no longer in stock.

    Overly Complicated Confusion Conclusion’

    Choosing a base model machine is an art unto itself. Choice offerings today involve varying features and add-ons, each designed to enhance our riding experience in their own unique way. But big picture, it’s not about how many bells and whistles our bikes distract us with. It’s about finding one that speaks to us the most and obscures our maintenance schedule the least.

    Embrace this philosophy and profit. Be steadfast against propriety non-essentials that can be had third party. Comfort, reliability and performance are the complete package. This doesn’t mean settling for less. It means recognizing the value of simplicity.

    [slideshow]
    https://tro.bike/wp-content/uploads/2024/07/suzuki-2024.png
    https://tro.bike/wp-content/uploads/2024/07/suzuki-sv650-front.png
    https://tro.bike/wp-content/uploads/2024/07/suzuki-sv650-rear.png
    [/slideshow]

    Go forth with confidence as you navigate showrooms full of shiny new models boasting their latest tech advancements. Remember that underneath all of those fancy gadgets, there better be a machine that’s worth riding. When you find “the one”, embrace its fluff free potential, determined not by high-end specs or cutting-edge technology but by the width of your smile every time you press the magic button.

    [post_an_article]Careful With That Axe, Eugene|This open letter of an article practically begs modern motorcycle manufacturers to keep simpleton bikes affordably available. Not all modern frills are bad, though. What are some of your favorite extravagantindulgencealities?[/post_an_article]

  • Borrowed Bike: Riding OPM (Other People’s Motorcycles)

    Borrowed Bike: Riding OPM (Other People’s Motorcycles)

    Two-wheeled vehicles are kinda freaky. Compared to (ugh) enclosed vehicles, there’s a much wider range of ergonomics and they require far more physical, whole-body, whole-brain skills to operate.

    Things like center of gravity and handling characteristics are all over the place. Plus, you usually have two separate braking systems to learn and manage and even simple stuff like turn signals might be different than what you’re used to.

    What’s the best approach when someone tosses you the key to their motorcycle? After all, it’s something of a high honor and in most social circles it’s considered quite gauche to stall, drop or wad up a bike that doesn’t belong to you. We may be sweaty and covered in bug guts but there’s still a certain high etiquette to it all.

    That borrowed bike begs respect which means returning it in the same condition as received.

    Why Ride A Borrowed Bike?

    Alongside [build_link]https://tro.bike/?p=31144|rider training[/build_link], riding lots of different kinds of motorcycles is an important part of developing advanced riding skills. The skills to rapidly and safely suss out a new-to-you bike are well worth developing.

    For one, it opens up a world of rental and travel possibilities. A fly-and-ride using [build_link]https://www.twistedroad.com/|Twisted Road[/build_link] or another motorcycle rental platform is a great way to skip the dreaded expanse of Kansas and save precious vacation days.

    Riding lots of different bikes also gives you a deeper understanding of how these crazy contraptions work and even the psychology of the riders. You’ll learn firsthand how differences in frame geometry, ergonomics, engine design, etc. combine to create different kinds of experiences that tickle the brain and body in different ways.

    [images]
    https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-motorcycle-key.png|https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-motorcycle-key.png|Borrowed Bike Keys
    [/images]

    Bottom line, a borrowed bike can give you a new perspective and help you understand the [build_link]https://tro.bike/?p=22266|nuances of different models[/build_link].

    On a related note, this also helps you sense and understand different problems more quickly and the effects of modifications and repairs. For example, is that vibration just something inherent to the bike, an out of balance tire or because the new luggage is overloaded or flapping around? Is that noise a normal clutch rattle or a camshaft death rattle? Is that wonky steering as simple as notchy steering stem bearings or bent forks? Is your buddy’s bike you just pulled out of a ditch safe to ride home?

    And finally, motorcycles are just, you know, a lot of fun. It’s fun and interesting to sample all sorts of rides and riding styles. Even if, say, feet-forward cruisers aren’t your thing, you’ll learn something about the low and slow riding style and the riders who enjoy it. Maybe you’ll even discover a whole new corner of your riding obsession to explore, like elemental vintage bikes, the challenges of dual-sport riding, the silky allure of triples or the simple giggly joys of scootering.

    The same can be said for any borrowed bike. It’s a fun and interesting way to try out different types of bikes and riding styles.

    Ponder Your Purpose

    As the key is in the air, hurtling toward your open palm, think about why you’re doing this. Are you renting a bike you’ll need to live with for the next week? Are you sampling a buddy’s bike just for funsies? Are you trying to help diagnose a problem or confirm a fix?

    And think about how you’re going to ride this bike and for how long. If you’re borrowing or swapping bikes with a buddy, make sure you’re on the same page as to the length of the ride and the general [build_link]https://tro.bike/?p=30311|velocity philosophy[/build_link]. Does she encourage and expect you to explore the outer uncharted reaches of the tread and tach or is a more measured approach polite? Is this a quick ten miles or half a day or more?

    [images]
    https://tro.bike/wp-content/uploads/2019/01/ergos-cruiser.png|https://tro.bike/wp-content/uploads/2019/01/ergos-cruiser.png|Borrowed Bike Cruiser
    https://tro.bike/wp-content/uploads/2019/01/ergos-sport.png|https://tro.bike/wp-content/uploads/2019/01/ergos-sport.png|Borrowed Bike Sport
    [/images]

    In a similar vein, if you’re in a situation where you’ll be trading bikes for a time, make sure you’re both on the same page. I’ve politely declined or deferred test rides of interesting bikes because I wasn’t 100% comfortable entrusting my bike to a particular person.

    With that borrowed bike, it’s important to have a clear understanding with the owner about how long you’ll have it and how you’ll use it.

    First, A Bit O’ Borrowed Bike Safety

    OK, you’ve got the keys and clearance from the tower. Hop on and rock on, right? Not so fast. Take a moment to walk around the bike and look it over for the basics of safety. Are the tires round and black and reasonably full of air? Is the chain (or anything else) unduly flappy or crunchy, does anything look “off”?

    Don’t worry about seeming rude. There’s a concept called [build_link]https://en.wikipedia.org/wiki/Normalization_of_deviance|”normalization of deviance”[/build_link] where even experienced people can begin to overlook small safety-related items until things snowball into a real problem. It’s surprising what people can learn to overlook on their own bikes and it’s your skin and bones on the line.

    [images]
    https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-t-clocs.png|https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-t-clocs.png|Borrowed Bike T-Clocs
    [/images]

    Obviously, you can fast-forward this part a little for a trusted buddy’s bike that you’ve been riding with for a few hours already. Trust, a little … but verify anyway.

    Despite all the words on this page, none of this actually takes very long. You won’t harsh the moto-vibe by taking a few extra moments to ensure a positive experience all around. Always safety check a borrowed bike before you hit the road.

    Take A Moment For A Pre-Start Soak & Poke

    All good? Time to hop on, then take a little more time before you light the fuse to soak in the general vibe, figure out where everything is, [build_link]https://tro.bike/?p=32448|grok the ergos[/build_link] and generally poke around until your brain understands what’s where and how the daggum turn signals work.

    For example, it always takes me some extra time when test-riding a cruiser to remember where to put my feet. I always have a few “feet scrabbling in the air” moments until I remember the pegs or floorboards are waaaaay out yonder.

    Think about whether you’re basically compatible with the bike. I’ve had to regretfully decline rides on super-dedicated sporty bikes when my ancient, damaged knees were simply not able to bend enough to squeeze onto the pegs and operate the controls.

    Rock the bike left and right just a bit to get an idea of the center of gravity, top-heaviness and weight. Move the handlebars left and right all the way to understand the available steering lock and handlebar reach.

    Squeeze the brakes and clutch and twist the throttle a little to assess free play. Control play can have a surprising effect on smoothly controlling the bike and it’s one of those deviations that tends to creep up on owners. Bounce up and down a little to give your glutes a general idea of the suspension’s compliance and damping. Adjust the windscreen, if available and needed.

    Speaking of [build_link]346|suspension[/build_link], think for a moment about whether the owner is significantly larger or smaller than you and how the suspension setup might relate. Adjust expectations if you can’t adjust preload. If you’re vertically challenged and it’s a taller bike, make sure you have the one-toe skills to manage safely. And make sure you’re ready if the bike is heavier and/or more top-heavy than one you’ve ridden before.

    If there are any computer controlled features you’ll need to manage, ask the owner to explain these. For example, it can be fun to play with electronic suspension but sort out these controls before you start moving.

    [images]
    https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-controls.png|https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-controls.png|Borrowed Bike Controls
    [/images]

    Ask the owner if there’s anything in particular you need to know that’s nonstandard. “Oh yeah, it’s race pattern shifting” is kinda crucial information. If the clutch and/or side stand switches are disabled, you’ll need to know. Same for things like warning lights, non-functional gas gauges or petcocks you need to turn off and on.

    Oh and here’s a pro tip from experience: figure out where the side stand is before you start moving. When it’s time to toss the key back, you’ll look kinda lame if you’re frantically hunting around for the side stand tab.

    Basically, familiarize yourself with borrowed bike features and quirks before you start riding.

    C’mon Baby, Light My Fire

    OK, time to fire it up and take a few seconds to get used to the engine vibration, sound, etc. Anything flapping around? Take note of where the instruments are and what they’re telling you. Most are in peripheral vision but some require actually taking your eyes off the road. Many info-packed digital displays can be fairly confusing at first.

    Make sure you know what any warning lights might be telling you. For example, ABS lights normally go on when you start the engine but turn off shortly after you start moving.

    Pop it into first and think back to your [build_link]https://msf-usa.org/|MSF course[/build_link] for a moment. Find the clutch friction zone before you set sail. Stalling someone else’s bike right in front of them is just plain embarrassing, ya know? Give it a little throttle and slowly let the clutch out, just a little and pull it back in a few times until you know where it starts to grab and how quickly.

    Here’s another pro tip: make sure there’s gas in the tank. More than once I’ve hopped on to find a glowing gas pump or a needle buried to the left of “E”, so I had to stop at the corner for a quick splash. Some people are just … like that.

    Just glance at that borrowed bike gas level before you start your ride. You don’t want to be stranded with an empty tank.

    Setting Sail

    The first moments underway are pretty important. For the most part, motorcycles are motorcycles. Single-track vehicles have a lot of fundamental dynamics that are the same no matter what but there’s a lot of variation as well. Your entire body is going to be disoriented at first. Keep it mellow until your cerebellum starts to understand what the heck is happening here.

    If you’re a relatively new rider or you’ve only ridden one bike for a long time, this can be incredibly disorienting, even a little panic-inducing the first few times.

    Keep your inputs smooth and confident and keep your distance. Minimize low-speed maneuvering. Keep your speed above walking pace so that the bike is controllable. It’s tempting to paddle-walk at stops and slow speed but it’s also not very safe or effective.

    [images]
    https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-brakes.png|https://tro.bike/wp-content/uploads/2024/06/borrowed-bike-brakes.png|Borrowed Bike Brakes
    [/images]

    Another important difference is in braking systems. There’s a huge range here, from the often anemic drum or single-disc brakes on vintage bikes, dual-sports and cruisers all the way to the radial-piston one-finger-stoppie monsters on modern sportbikes. Not to mention the differences in rear brakes and the differences in technique required to balance front and rear braking action.

    The best advice here is to [build_link]https://tro.bike/?p=23030|keep your distance and work up slowly[/build_link]. Leave extra room for the first several stop signs. Be smooth and very progressive in your brake applications and experiment as possible. Again, experience helps your right hand and foot understand what to expect more quickly.

    Lastly, make sure you understand whether the bike has ABS and how to use it. The basic technique for panic braking with ABS is simple. Keep squeezing and stomping until the situation resolves, even through the weird feel and noises.

    And take it “this is a borrowed bike” slow until you get used to how it handles.

    Performance Anxiety On A Borrowed Bike

    Once you’re more comfortable with the bike, time to grip it and rip it, right? There are a couple of things to remember here.

    One, build up speed and lean angle slowly and deliberately. Don’t just wobble through a few stoplights, then dive into the twisties at the edge of town at full patented Rossi Race Pace™. Learn the bike’s handling, engine and brakes a few percent at a time, not all at once and stay well below the limits. Even if it’s a bike more or less identical to yours, there can be surprises, like highway pegs or center stands that touch down early or squishy suspension.

    Two, spare a thought for the owner’s anxieties and expectations. No one likes to hear their bike [build_link]https://www.youtube.com/shorts/WUXv7WnPuVk|screaming at redline[/build_link] or see the feelers throwing sparks two minutes after handing it over. Err on the side of “polite” and you’ll increase your chances of future invitations.

    Then again, once in a while the owner does want you to experience more of what the bike has to offer. But even if they tell you “give ‘er hell!” with an unconcerned wave … proper etiquette is still to leave more than a few percent in the bag.

    Remember to respect the borrowed bike owner’s wishes and treat their bike with care.

    Post-Repair & Problem Rides

    What if the bike … just ain’t right? Some of the most dangerous OPM rides you’ll take aren’t on remote twisty roads with macho names. They’re those quick spins around the neighborhood after repairs on a buddy’s bike. Not to mention the “Hey, I think something’s wrong with my bike – can you ride it and let me know what you think?” rides.

    Of course, the first line of defense is to review your work. Before you hop on, step back, re-think and make sure the job is really finished. Caliper and fork bolts tight? Axles tight? Brake function verified? Spills cleaned up? Zip-ties neatly trimmed? Fire extinguisher on hand? Mom on speed dial?

    To give just one example, acres of expensive plastic have been shattered following brake pad replacements because someone forgot to pump the lever to re-seat the brake pads. You start to move the bike off the lift or get to the end of the driveway, pull the brake lever and … nooooooooothing.

    Test function to the extent you can while no one is on the bike. Test the brakes, bounce the suspension, operate the clutch and throttle, run the engine, etc. and make sure there aren’t any leaks, missing bolts or fluids, etc.

    When it’s time to see how it works in motion, [build_link]https://tro.bike/motorcycle-gear/|don all your usual gear[/build_link], even if you’re just going to the end of the block and back.

    The old yarn about “mold release” compounds that make new tires unreasonably slick is mostly a myth. However, it is still a very good idea to treat new tires with the same extreme caution. After all, a tire change usually involves the brake, suspension and drive systems and it’s easy to leave out a spacer or bolt or assemble things incorrectly. Plus, excess tire mounting lube can lead to some startling moments and new tires handle very differently than worn-out old rubber.

    If your borrowed bike is newly repaired, be sure to take it slow and test everything out before you start riding in earnest.

    [post_an_article]What Are Your OPM Tales, Tips & Tricks?|Just like with any borrowed bike, riding OPM can help you expand your skills and experience different types of rides. Keep the conversation going below … and don’t forget to share your experience with a borrowed bike![/post_an_article]