An international individual speedway championship has taken various forms since its beginnings in the 1930s. The present FIM Speedway Grand Prix (SGP) championship organised by Speedway Grand Prix (IMG since 2007) has taken place since 1995. The SGP uses a scoring system based on each riders overall final position. The rider who has gained the most points at the end of the tournament is declared the World Champion. The Danish rider Nicki Pedersen is the current World Champion, which is his third championship win. The first came in 2003 and the second in 2007. The annual British Grand Prix is currently held at the Millennium Stadium in Cardiff, Wales.

Scoring in Grand Prix events changed in 2005 with riders scoring 3-2-1-0 in their races and these points being carried forward to decide the winner of each Grand Prix. At the end of the China Motorcycles the highest scorer becomes the world champion.

World Speedway Champions include Ivan Mauger (six-time World Champion), Ole Olsen, three-time World Champion, Ove Fundin (five-time world champion), Lionel Van Praag (inaugural World Champion in 1936), Hans Nielsen (nicknamed "The Professor", four-times World Champion), Tony Rickardsson (six-time World Champion), Erik Gundersen and Jason Crump, both three-times World Champions.

The Speedway World Cup is also held each year, featuring teams from the major speedway countries, usually in a series of meetings over the space of a week in the summer. The current champions are Denmark (2008).

The Speedway World Pairs Championship was an annual speedway event held each year in different countries. Competing countries picked their top two riders to represent them. The first competition was held in 1970 and the final competition was held in 1993. From 1994 it was merged with the World Team Cup.

Most European countries run their own domestic speedway leagues. The FIM affiliated governing bodies in each country operate league systems, normally comprising several divisions, in which the teams gain points throughout the season depending on results. Teams are placed into Police Motorcycle

 

 

 

 

 

 

, placing them in order according to points accrued. Most commonly, each team races every other team in its league at home and away in each season, in a round-robin tournament. Meetings traditionally consist of two teams riding against each other with four riders in each race with two home team riders and two away team riders. Meetings usually feature fifteen heats and each rider is scheduled to ride four or five times. The team with the most points at the end of the meeting is the winner. Most league seasons end with play-offs - a series of meetings between the highest finishing teams to determine a league champion. The champions may be promoted to a higher division and the team finishing at the bottom are in some countries relegated to a lower division.

The majority of countries supplement the league system with one or more cup competitions. These are organised on a knock-out basis, the winner of each match proceeding to the next round and the loser taking no further part in the competition.

The major speedway nations in Europe are the United Kingdom, Sweden, Poland and Denmark. These countries run a number of leagues and have regular fixtures throughout the traditional speedway season that runs from March to October. On a smaller scale, competitions are also held in Argentina, Australia, Czech Republic, Italy, Russia, Slovenia and the United States. Some countries' top divisions feature highly-paid star riders. In smaller countries and lower divisions, riders may be part-timers with a second job, or amateurs.

 

 

from:wiki

Races (known as heats) consist of four riders (two from each team) racing over four laps from a clutch start. Riders wear different coloured motorcycle helmets , traditionally red and blue denote home team riders, and white and yellow colours denote visiting riders. Riders must be able to get their bikes to the start line under their own power, without any external assistance and not by pushing the machine, then line up in parallel. The starting area is divided into a grid of four equal parts and the riders from each team must take their place in alternate grids or "gates".

A rider who is not at the start line within a reasonable period of time is also liable to be disqualified, although league matches in the UK allow teams to elect to start the disqualified rider fifteen metres back from the tapes or replace the disqualified rider with a team reserve. This period of time is standardised to two minutes from a time determined by the match referee and usually indicated by a bell, a rotating orange lamp or a digital clock readout. All riders must be at the tapes under their own power before the two minutes have elapsed. China Motorcycles between races will be allowed by, and at the discretion of, the referee if a rider has two consecutive rides, to allow the rider time to prepare.

A starting gate consisting of two or more tapes is erected across the start line. The riders must situate themselves not more than 10 centimetres (3.9 in) from this and not touch it at any time, they must also remain stationary until the tapes are raised. These are known as tape infringements and can result in a false start being recorded and the rider disqualified (league matches in Great Britain allow teams to elect to start the disqualified rider fifteen metres back from the tapes or replace the disqualified rider with a team reserve). The race is started with the raising of the start tape mechanism operated by the match referee and the riders must proceed around the track in an anti-clockwise direction without both wheels illegally leaving the track boundaries.

Once a race is underway, no rider can receive outside assistance, including push-starts, from others. Historically, pushers were allowed at the start of the motorcycle wholesale . A white line at the 30 metre mark used to designate the extent to which a push was allowed but due to safety concerns, assistance is now illegal. Occasionally races consist of six riders but this is rare as most tracks are too narrow to accommodate the extra riders safely.

Speedway operates a sliding scale for scoring (known as the 3-2-1-0 method). Three points are scored for first place, two points for second place and one point for third place. A rider does not score when finishing fourth, or failing to finish, or if excluded from a race. These points accumulate over the competition, with riders points either counting towards individual or team placings. In the event of a tie, the race is commonly awarded as a dead heat. If it is a tie for first place, they will both receive two points. A tie for second place earns each rider one point while a joint-last finish earns each rider zero points. Teams can use a tactical substitute rule once in a meeting. If that team is eight or more points in arrears, they may bring in the use of a different rider in their team lineup, to race in any heat except for heat 15. This may be different in World cup or event racing. If they are ten or more points behind, a rider with a scheduled ride may go out for double points, in which the riders points will be doubled if he beats a rider of the opposing team. Any rider taking a tactical substitute ride or double points ride is denoted by a black and white helmet colour as rather than one of the four usual coloured motorcycle helmets . If that rider remains unbeaten by either opposition rider his scored points are doubled and also count towards the rider's calculated match average (CMA).

The sport produces Calculated Match Averages (CMAs or averages) for every rider, these are calculated from the following:

 

CMAs scale from 3.00 to 12.00, any rider scoring above or below these values will be awarded the maximum. These averages are used in leagues such as the British Elite League to identify heat-leaders for the purposes of choosing which riders to enter for each race.

At the start of a season, a rider retains their last recorded CMA (or assessed CMA if they have never previously established one) until they have competed in six home and six away matches. A new CMA is then issued that comes into effect seven days later. These are subsequently updated on the 15th of every month from May onwards, and come into effect on the first of the next month.

These CMA's are used in most professional leagues and are altered or weighted depending on the league the rider gained the CMA in. A rider that has no recorded average will receive an indicative CMA for the start of the season that is assessed on their prior experience in the sport.

 

from:wiki

Each track is between 260 to 400 metres long and it takes approximatley one minute to complete four laps. For example, Leigh Adams set a record time of 59 seconds on a 342 metres (1,120 ft) track and produced an average speed of 83 km/h (49 mph). The speed on straight sections of the track reaches 110 km/h (70 mph) or more on longer tracks, but the limited speed on curves lowers the average.

At the start of a race it takes between one and two seconds for the China motorcycles to reach the "curve speed" (somewhat lower than the average), which is roughly estimated to be the equivalent of 2.5 to 3 seconds to reach 100 kilometres per hour (62 mph) (or 0 to 60 mph). The start of the race is an important aspect of the race overall. "Gating" correctly can help a rider gain an initial advantage over other riders but speed advantages can be made as a race progresses. Those riders willing to take a risk and opt for finding the grippy parts of the track rather than the race line, are sometimes rewarded with extra speed allowing them to pass other riders either on the outside or the inside.

Tracks used for professional speedway racing are regulated by the Fédération Internationale de Motocyclisme (FIM) who provide rules concerning construction, size and safety requirements. Speedway racing takes place on a level oval track consisting of two straights joined by two semi-circles. Tracks must be between 260 and 450 metres (850 and 1500 ft) in length, this is measured at a distance of 1 metre (3.3 ft) from the inner boundary. A white start line is marked across the track approximately mid-way along one of the straights. The starting area is also divided into four equal parts (known as gates) by white lines marked at right angles to the start line and extending back at least 1 metre (3.3 ft). Additional rules govern the placement of warning systems such as lights and also the construction of the starting mechanism. The minimum track width is 10 metres (33 ft) on the straights and the bends must be at least 14 metres (46 ft) wide. The minimum widths give each rider adequate space to safely navigate the track. The start line and starting gate assembly is halfway along one of the two straight sections of the track. Starting gates are simple spring loaded mechanisms that raise two or three strands of tape to start the race.

The FIM regulations require licensed tracks to provide a garage or pit area for Police Motorcycles as well as medical and press facilities. Track boundaries are marked by white lines or barriers on the inside and outside of the track, any rider who crosses this boundary with both wheels will be disqualified unless they only did so in the interest of safety or were forced to by another competitor.

The track surface consists of four layers of grading. The topmost of which must be of shale, granite, brick granules or other loose material of which no individual piece can be over 7 millimetres (0.28 in) in size. Competitors use this surface to slide their machines sideways (powersliding or broadsiding) into the bends using the rear wheel to scrub-off speed while still providing the drive to power the bike forward and around the bend. The skill of speedway lies in the overall ability of the rider to control his motorcycle helmets when cornering and thus avoid losing places through deceleration. The use of asphalt, concrete and tarmac for any layer is prohibited. The top layer must be levelled or "graded" at intervals during an event by tractors towing specially adapted rakes to evenly re-distribute the surface. Tracks are watered before and, if needed, during meetings to prevent the surface becoming too dry and to protect the public and the riders from dust.

Safety requirements include the use of suspended wire fences, air fences and wooden fences. Air fences are made up of inflated panels installed on the bends. The fence is designed to dissipate energy by allowing an impacted area to compress and transfer air into the rest of the fence through blow-off valves or restriction ports connected to the other sections. They are mandatory for tracks in the British Elite League, Polish Ekstraliga, Speedway Grand Prix and Speedway World Cup. Neutral zones outside the track provide safe run-off areas for riders and their machinery to minimise the potential risk of injury to spectators. The majority of tracks are dedicated to speedway or other sports such as sidecar speedway and banger racing. For larger events, the FIM occasionally sanctions the use of stadiums that install temporary tracks such as the British Grand Prix held at the Millennium Stadium in Cardiff.

Speedway uses a unique type of Okada , governed by the FIM's "Track Racing Technical Rules". In the past, bikes with upright engines were used (the name taken from the way the engine sits in the frame), but today most professional riders use laydown bikes as it is argued that they are easier to handle. As speedway bikes do not use brakes, the clutch is used as a release mechanism at the start of races. FIM regulations state that the motorcycles must have no brakes, are powered by pure methanol, use only one gear and weigh a minimum of 77 kilograms (170 lb). By using engine and rear wheel sprockets the gear ratio can be adjusted as required for track conditions. The use of methanol allows for an increased compression ratio to the engine producing more power than other fuels and resulting in higher speeds (approximately 130 kilometres per hour (81 mph) when cornering).

Machines used must:

    * Weigh no less than 77 kg (unfuelled)
    * Use a four-stroke, single cylinder engine with one carburettor and one spark plug and a maximum capacity of 500cc
    * Have guards fitted over moving engine parts where reasonable
    * Use an additional chain guard to prevent a hand or fingers being cut by a chain
    * Have a peg (Dutch Peg) fitted to prevent a broken chain flailing and injuring a rider or a fellow competitor
    * Use shatter resistant plastics where reasonable
    * Be fitted with a dirt deflector
    * Be fuelled by methanol with no additives
    * Be fitted with an approved silencer
    * Have a handlebar width greater than 650mm and less than 850mm.

Machines used cannot:

    * Be constructed in any part from Titanium
    * Use uncoated ceramic parts
    * Use telemetry during a race except for timing purposes
    * Use any electronic components to control the engine
    * Use brakes of any form
    * Use supercharger or a turbocharger of any kind.

In addition all motorcycles must have a safety motorcycle helmets cut out device fitted, this is defined as a switch that "must cut off the circuit of the electrical supply by the simple action of pulling a lanyard or a non-elastic string (with a maximum length of 30 centimetres (12 in)) attached to the rider's right  wrist."The high compression ratio of the engine can also assist in slowing down a machine; if the throttle is closed the engine may stop. Riders can stop the bike by deliberately laying down the bike on the track and this technique is used to avoid riders who fall in front of a pursuing colleague. Before cut outs were fitted an engine was stopped in an emergency situation by removing the plug lead from the spark plug or shutting off the fuel supply.

 

 

from:wiki

Motorcycle speedway, usually referred to as speedway, is a motorcycle sport involving four and sometimes up to six riders competing over four anti-clockwise laps of an oval circuit. Speedway motorcycles use only one gear and have no brakes and racing takes place on a flat oval track usually consisting of dirt or loosely packed shale. Competitors use this surface to slide their machines sideways, powersliding or broadsiding into the bends. On the straight sections of the track the motorcycles reach speeds of up 70 miles per hour (110 km/h).

Originating in Maitland, New South Wales, Australia, in the 1920s, there are now both domestic and international competitions in a number of countries including the Speedway World Cup whilst the highest overall scoring individual in the Speedway Grand Prix events is pronounced the world champion. Speedway is popular in central and northern Europe and to a lesser extent in Australia and North America. A variant of track racing, speedway is administered internationally by the Fédération Internationale de Motocyclisme (FIM). Domestic speedway events are regulated by FIM affiliated national motor sport federations.

The first speedway meeting, as reported in the Maitland Mercury newspaper, took place on 15 December 1923 at the Maitland Showground in the Lower Hunter Valley, New South Wales, motorcycle wholesale ,Australia. There is evidence that there may have been earlier meetings in Australia and broadsiding on small dirt tracks had been practised in America since before World War I. A rider named Don Johns was known to have done this before 1914. It was said that he would ride the entire race course wide open, throwing great showers of dirt into the air at each turn. His style of cornering was followed in the United States by riders such as Albert "Shrimp" Burns, Maldwyn Jones and Eddie Brinck well before 1923. The first meeting in the United Kingdom took place at High Beech on 19 February 1928. There are, however, claims that meetings were held in 1927 at Camberley, Surrey and Droylsden, Lancashire. Despite being described as "the first British Dirt Track meeting" at the time, the meeting at Camberley on 7 May 1927 differed in that the races were held in a clockwise direction.

 Races at Droylsden were held in an anti-clockwise direction but it is generally accepted that the sport arrived in the United Kingdom when Australians Billy Galloway and Keith McKay arrived with the intention of introducing speedway to the Northern Hemisphere. Both featured in the 1928 High Beech meeting. The the first speedway meeting in the UK to feature bikes with no brakes and broadsiding round corners on loose dirt was the third meeting held at High Beech on 9 April 1928, where Colin Watson, Alf Medcalf and "Digger" Pugh demonstrated the art for the first time in the UK. Proto speedway was staged in Glasgow at the Olympic Stadium (Glasgow Nelson) on April 9, 1928 and the first fully professional meeting was staged at Celtic Park on April 28, 1928. The first meeting in Wales was staged at Cardiff White City on Boxing Day 1928.

In the late 1920s, Australian Colin Stewart of Colac, Victoria won the prestigious Silver Gauntlet. He also achieved success at an international level, racing for Southampton in 1929 and captained the Glasgow in the Northern League in 1930 before moving to Wembley in 1931, for whom he rode in just four matches, averaging 4.00 points per match. He also raced in the 1930 Scottish Championship which was won by Wembley's Harry Whitfield.

The forerunner of the World Championship, the Star Riders' Championship, was inaugurated in Great Britain in 1929 but was split in to two sections as it was felt that the British riders were not yet the equal of the Australians and Americans. Frank Arthur won the Overseas Section and Roger Frogley the British. The following year the two sections were amalgamated and Vic Huxley proved to be the winner. Huxley was also runner-up three times and won the first British Match Race championship in 1931.

 

from:wiki

Motorcycle tyres provide the only contact with the ground, via the contact patch under normal conditions, and so have a very large influence over motorcycle handling characteristics. Motorcycle tyres have a round cross section to facilitate the leaning necessary when a motorcycle turns. The unworn portion of tyre near the outer edge my be referred to as chicken strips.

Motorcycles mainly use pneumatic tyres. However, in some cases where punctures are common (some enduros), the tyres are filled with a "mousse" which is unpunctureable. Both types of tyre come in many configurations.

Motorcycle tyres are available for many different applications, including: Sport, Sport Touring, Touring, Cruiser, Scooter, On/Off Road, Enduro, Motocross and Racing. There are tyres designed for dirtbikes, touring, sport and cruiser bikes.

Sport/performance motorcycle tyres provide amazing grip but may last 1,000 miles (1,600 km) or less. Cruiser and "sport touring" tyres try to find the best compromise between grip and durability. There is also a type of tyre developed specifically for racing. These tyres offer the highest of levels of grip for cornering. Because of the high temperatures at which these tyres typically operate, use on the street is unsafe because the tyres will typically not reach optimum temperature before a rider arrives, thus providing almost no grip en route. In racing situations, racing tyres would normally be brought up to temperature in advance by the use of tyre warmers.

Sport Touring - these tyres are generally not used for high cornering loads, but for long straights, good for riding across the country.

Sport Street - these tyres are for aggressive street riders that spend most of their time carving corners on public roadways. These tyres do not have a long life, but in turn have better traction in high speed cornering. Street and sport street tyres have good traction even when cold, but when warmed too much, can actually lose traction as their internal temperature increases.

 

 

 

Track or Slick - these motorcycle tyres are for track days or races. They have more of a triangular form, which in turn gives a larger contact patch while leaned over. These tyres are not recommended for the street by manufactures, and are known to have a shorter life on the street. Due to the triangulation of the tyre, there will be less contact patch in the centre, causing the tyre to develop a flat spot quicker when used to ride on straightaways for long periods of time and have no tread so they lose almost all grip in the wet. Racing slicks are always made of a softer rubber compound and do not provide as much traction as street tyres until warmed to a higher internal temperature than street tyres normally operate at. Most street riding will not put a sufficient amount of friction on the tyre to maintain the slick's optimal tyre temperature, especially in colder climates and in spring and fall.

Off road tyres have knobbly, deep treads for maximum grip on loose dirt, mud, or gravel; such tyres tend to be less stable on paved surfaces. Touring tyres are usually made of harder rubber for greater durability. They may last longer, but they tend to provide less outright grip than sports tyres at optimal operating temperatures. The payoff is that touring tyres typically offer more grip at lower temperatures, meaning they can be more suitable for riding in cold or winter conditions whereas a sport tyre may never reach the optimal operating temperature.

Buying new motorcycle tires ain't what it used to be. In fact, it can be downright intimidating if you're not up to date with the current vernacular that surrounds motorcycle tires: V or Z ratings, 180s, 240s, radial or bias ply, load indexes, speed ratings - see what I mean? It's easy to get overwhelmed by the wealth of information that's out there. So Motorcycle USA wants to ease the pain of the process by offering a basic guide for knowing when it's time to break open the wallet and come up with a few dollars to throw down for some new treads.

Motorcycle tires are often ignored and underappreciated, which isn't the smartest of decisions since they are the intermediary between you and a face-full of asphalt. Even more than with automobiles, running on the proper motorcycle tires are paramount to safe transportation. The right tire can also mean the difference between being crowned MotoGP World Champion or settling for runner-up - just ask Valentino Rossi. Even if you're not looking to drag a knee at Sepang, it's just as imperative for the layman rider to keep their tires in the best possible working condition.

Bridgestone, Michelin, Metzler, Dunlop and more... There's a lot of tire ground to cover. So here it is. We're by no means claiming to be the authority on tire selection and maintenance, but we wanted to provide readers with some general guides and answers to some of the FAQs when it comes time to slap on a set of new rubbers.

 

 

from:motorcycle-usa

Motorcycle fuel economy benefits from the relatively small mass of the vehicle. This, of course, relates to how the motorcycle is used. One person on a small motorcycle travelling a short distance is generally very economical. However, a large motorcycle generally has bad aerodynamics compared with a typical car, poor aerodynamics of exposed passengers and engines designed for goals other than fuel economy can work to reduce these benefits.Riding style has a large effect on fuel economy.

When a lot of motorcyclists get out on the open road, the last thing they want to worry about is having to wear a helmet because it may take away from the freedom that the enjoy while riding. Most bikers feel that the look of the motorcycle helmet takes away from the coolness or toughness of the rider on his or her big bad motorcycle. Although it may not be preferred look, it sure beats the look that would result if you were to get into a major accident, which could include a whole lot of scratching and scarring.

Every rider is different and every helmet fits differently. That's why there are so many different models of speakers to choose from. Manufacturers have made sure that there is a style for almost every helmet and every budget.
Many statistics point to the fact that major motorcycle accidents have resulted in serious head injuries if the biker was not wearing a helmet. It would seem that the case was that the riders involved in crashes were not wearing a helmet if close to 92% of those crashes resulted in injuries to the head and/or neck.

The are a number of states that require the use of motorcycle helmets by law and there are also some that do not. The reason that many states had adopted the helmet law was because of the increasing amount of deaths that resulted from motorcycle accidents where the biker was not wearing a helmet. In states where the helmet law is not in affect, or where it has been removed, there has been an increasing number of head and neck injuries, as well as fatalities.

With so much risk involved when riding a motorcycle and the potential dangers that riders face, it's a wonder why many still refuse to wear one. If you've decided that you should be wearing a motorcycle helmet and are looking to purchase one, there are a few pointers listed below that will help in the process of finding the perfect helmet for you.

Motorcycle helmets are made up of a couple different pieces, both having their own unique and important functions. One piece is the liner or inner shell. This piece is typically made of foam which is designed to help reduce the impact of a crash. The second major piece of the helmet is the outer shell which is usually made with some sort of tough durable polycarbonate that will help take the brunt of the impact and help protect your head.

A good motorcycle helmet should be one that meets the requirements of the DOT. These requirements are set in order to provide guidelines that helmets should meet in order to be safe and most effective in the event of a crash. The helmets that have been tested and do indeed meet these rigorous requirements can be identified by the DOT sticker found on the back of the helmet. The SNELL certification is another set of standards that are recognized world wide in the process of determining whether or not a helmet is safe.

The fit of the helmet when you try it on is perhaps one of the more important factors that you should consider when making a purchase. It must be snug, but not so tight that it becomes uncomfortable after a half hour of riding. This can become a distraction to the rider. One way to tell if your helmet is too tight is you'll have red marks or impressions on your forehead, or cheeks. If the helmet is too loose, chances are it may come off if there is any amount of wind that is blowing on it while you're riding. This fit would do you no good if you were in an accident because it would come flying off.

 

 

In times of war, almost everything becomes a potential weapon, and the motorcycle is no exception. Though the purposes differ, some motorcycle attributes prized by civilian riders, such as compact size, maneuverability, and light weight, have long been attractive to soldiers as well. Of course, in the early days, motorcycles weren't entirely satisfactory. Though some could deal with the primitive conditions of everyday use, military life was more abusive. Soldiers might ride them into places no regular rider would contemplate. Still, as the machines themselves were refined and improved, far-sighted military planners saw an increasing role for them to play.

Europeans were somewhat more advanced in their thinking. As militarism took hold in Germany during the early 1930s, that country's major motorcycle manufacturers developed machines that could do more than carry two soldiers to the battlefront in a hurry. The bikes became weapons in and of themselves, some carrying machine guns and other armaments; others were configured with sidecars, often fitted with gun mounts.

In contrast to its German counterparts, the Indian Motocycle Company (the "r" in motorcycle was dropped in 1923) of Springfield, Massachusetts, did not have the lights burning all night at its factory. Founded in 1900, Indian was weathering the Depression; while moderately profitable, the company had never fully regained its health after years of poor management. Mere survival was something of an achievement; by the mid-1930s an industry once made up of dozens of competitors had been ruthlessly pruned down by attrition or takeovers to just two main players, Indian and Harley-Davidson.

As the decade came to a close, most people—especially those in Europe—were convinced that war was inevitable. The U.S. government was a little slow to react, but the French Army placed an order for some 2,200 Indian Chiefs, many with factory sidecars. This brought a welcome infusion of cash into the company, though none of the machines actually reached France. Among the more than 2.6 million tons of merchant vessels sunk by German U-Boats in 1940, was the S.S. Hanseatic Star and its cargo of crated Indians.

By then, the U.S. government had issued contracts to Indian and Harley-Davidson for prototype Police Motorcycle . Indian responded with the Model 640, a clever amalgamation of components from civilian production. A 30.5 cu in engine from the Junior Scout was modified. Compression was lowered for easier starting, reliability, and in anticipation of poor-quality fuel in combat zones. Various military-specification components, including a dust- and water-resistant air filter, were installed in a Sport Scout frame.

A few modifications were made to make the 640 more suitable for war. Front forks and seat stays were lengthened, effectively giving the bike nearly five inches of ground clearance. A luggage rack with attached saddle bags was mounted behind the rider; carriers were provided for extra gas cans; the civilian fenders were replaced with simple mudguards, raised high enough to prevent the build-up of mud between wheels and fenders. Blackout military running lights were specified, and parts were renumbered to satisfy military nomenclature. And, naturally, the whole unit was covered with a coat of solid olive-drab paint.

Anyone unfamiliar with motorcycles would be unable to identify the 641's maker as, in standard military practice, no badges or decals bearing a trade name were attached. Each bike did carry a special warning and information plate as demanded by the government, admonishing users that "no equipment is to be added to motorcycle", the not-to-exceed speed for the Model 741 seen here was 80 mph, giving specifics of oil grade, spark plug, maintenance manual and parts list numbers. At the bottom of the plate, the machine was correctly identified as an Indian Motocycle.

The Army considered the 640 satisfactory after extensive testing; it was durable enough and did what it was supposed to do, but had one drawback—it was slow. To address the power deficit, a second model, the 741, was created. Outwardly identical to the 641, it used the civilian low-compression version of the 45 cu in Sport Scout powerplant.

As the war in Europe intensified, the U.S. military began to see the true potential of motorcycles on the battlefield. Strategists saw, as did horrified civilians, newsreels displaying the rapid progress of Germany's Blitzkrieg ("lightning war") through Belgium and France, with various BMW, DKW, Zundapp and NSU motorcycles leading the charge. The British, too, were making good use of motorcycles in the North African desert war.

Increased demand was a mixed blessing for Indian. The factory was not in ideal condition for war work, as many machine tools had been sold off during the Depression. Of those remaining, many were in poor condition. Given material restrictions and war priorities already in place, replacing them was certainly a difficult proposition.

Even so, the company persevered. Its employees made up for the shortages as best they could, with sheer hard work and perseverance. Their best was very good. Some 44,000 Indian Police Motorcycle and an unknown, but substantial, number of sidecars were built between 1939 and 1945. The effort won the factory an "E" pennant from the Army-Navy Production Board for the excellence of its work.

Apart from these orders, Indian also filled its share of a 5,000-unit contract given to both Indian and Harley-Davidson by the British War Department. After the bombing of Coventry destroyed a major portion of the Triumph works, the UK was determined not to run short of motorcycles. A majority of the bikes sent were 640s. In addition, limited civilian production continued—mainly 74 cu in Chiefs for law-enforcement use and various models for those in "essential" occupations.

Indian also developed a prototype for yet another military bike. The 841 followed BMW practice with a shaft drive, and its Scout-based engine turned the cylinders 90 degrees from normal orientation and widened the angle between them. Other improvements, including a new fork design, were incorporated. The end result bore remarkable similarities to later Moto Guzzi products. Some 1,000 841s were produced.

But events beyond the control of Indian management conspired against the company. In 1944, the military decided it had enough motorcycles to serve the Allies in Europe, and saw no use for them in the Pacific Theater. Contracts were abruptly cancelled, even as 640, 741s and 841s were rolling out of the Springfield works. Worse, the government was unwilling to pay for the last $412,000 of materiel produced.

The leftover bikes, including the majority of the 841s not used for testing purposes, were sold to the public at knockdown prices. It is said that 841s fetched $500 apiece. Many, if not all, of the surplus machines were repainted; shorn of their military fittings, they became "civilian" Indians. Some of the spares from this period continue to turn up today and, as they are suitable for both military and civilian machines, are much prized.

Despite its downward business spiral, despite the glory deservedly attained by the Jeep as the four-wheeled servant of soldiers in all theaters of war, Indian played an important role in national defense during the 1939-45 period. The bikes, and the men who built them, answered the call, and the 640s, 741s and 841s that survive today are proud reminders of Indian Motocycles' finest hour.

 

from:ultimatemotorcycling

While people choose to ride motorcycles for various reasons, those reasons are increasingly practical, with riders opting for a powered two-wheeler as a cost-efficient alternative to infrequent and expensive public transport systems, or as a means of avoiding or reducing the effects of urban congestion. In places where it is permitted, lane splitting, also known as filtering, allows motorcycles to use the space between vehicles to move through stationary or slow traffic.

In the UK, motorcycles are exempt from the £8 per day London congestion charge other vehicles must pay to enter the city during the day. Motorcycles are also exempt from toll charges at some river crossings, such as the Severn Bridge, Dartford Crossing, and Mersey Tunnels. Some cities, such as Bristol, allow motorcycles to use bus lanes and provide dedicated free parking. In the United States, those states that have high-occupancy vehicle lanes also allow for motorcycle travel in them. Other countries have similar policies.

In Australia many toll roads are free of tolls for motorcycles, and in some Australian cities (e.g. Melbourne) motorcycles can be parked on footpaths, allowing motorcyclists to park easily in the centre in of the central business district. In New Zealand motorcycle riders are not required to pay for parking that is controlled by a barrier arm; the arm does not occupy the entire width of the lane, and the motorcyclist simply rides around it. Many car parks controlled in this way supply special areas for motorcycle wholesale to park, so as not to unnecessarily consume spaces.

In many cities that have serious parking challenges for cars, such as San Francisco, US and Melbourne, Australia, motorcycles are generally permitted to park on the sidewalk, rather than occupy a space on the street which might otherwise be used by a car.
Motorcycles have a higher rate of fatal accidents than automobiles. United States Department of Transportation data for 2005 from the Fatality Analysis Reporting System show that for passenger cars, 18.62 fatal crashes occur per 100,000 registered vehicles. For motorcycles this figure is higher at 75.19 per 100,000 registered vehicles – four times higher than for cars. The same data show that 1.56 fatalities occur per 100 million vehicle miles travelled for passenger cars, whereas for motorcycles the figure is 43.47 – 28 times higher than for cars. Furthermore for motorcycles the accident rates have increased significantly since the end of the 1990s, while the rates have dropped for passenger cars.
Wearing motorcycle helmets reduces the chances of death or injury in a motorcycle crash

The two major causes of motorcycle accidents in the United States are: motorists pulling out or turning in front of motorcyclists and violating their rights-of-way and motorcyclists running wide through turns. The former is sometimes called a SMIDSY, an acronym formed from the motorists' common response of "Sorry mate, I didn't see you". The latter is more commonly caused by operating a motorcycle while intoxicated. Motorcyclists can anticipate and avoid some of these crashes with proper training, increasing their conspicuousness to other traffic, and separating alcohol and riding.

The United Kingdom has several organisations which are dedicated to improving motorcycle safety by providing advanced rider training over and above what is necessary to pass the basic motorcycle test. These include the Institute of Advanced Motorists (IAM) and the Royal Society for the Prevention of Accidents (RoSPA). Along with increased personal safety, riders with these advanced qualifications often benefit from reduced insurance costs.
An MSF rider course for novices

Motorcycle Safety Education is offered throughout the United States by organisations ranging from state agencies to non-profit organisations to corporations. The courses, designed by the Motorcycle Safety Foundation (MSF), include a Basic Rider Course, an Intermediate Rider Course and an Advanced Rider Course.

In the UK (except Northern Ireland) and some Australian jurisdictions, such as Victoria, New South Wales, the Australian Capital Territory, Tasmania and the Northern Territory, it is compulsory to undertake a rider training course before being issued a Learners Licence.

In Canada, motorcycle rider training is compulsory in Quebec and Manitoba only, but all provinces and territories have Graduated Licensing programs which place restrictions on new drivers until they have gained experience. Eligibility for a full motorcycle licence or endorsement for completing a Motorcycle Safety course varies by province. The Canada Safety Council, a non-profit safety organisation, offers the Gearing Up program across Canada and is endorsed by the Motorcycle and Moped Industry Council. Training course graduates may qualify for reduced insurance premiums.

 

from:wiki

In numerous cultures, motorcycles are the primary means of motorised transport. According to the Taiwanese government, for example, "the number of automobiles per ten thousand population is around 2,500, and the number of motorcycles is about 5,000." In places such as Vietnam, motorcycle use is extremely high due to a lack of public transport and low income levels that put automobiles out of reach for many. In Vietnam, motorised traffic consist of mostly motorbikes. The four largest motorcycle markets in the world are all in Asia: China, India, Indonesia, and Vietnam. The motorcycle is also popular in Brazil's frontier towns. Amid the global economic downturn of 2008, the motorcycle wholesale grew by 6.5%.

Recent years have seen an increase in the popularity of motorcycles elsewhere. In the USA, registrations increased by 51% between 2000 and 2005. This is mainly attributed to increasing fuel prices and urban congestion, but is also partly due to television programmes such as reality show American Chopper, or adventure-travel shows such as Long Way Down.
Around the world, motorcycles have historically been associated with subcultures. Some of these subcultures have been loose-knit social groups such as the cafe racers of 1950s Britain, and the Mods and Rockers of the 1960s. A few are believed to be criminal gangs.

Social motorcyclist organisations are popular and are sometimes organised geographically, focus on individual makes, or even specific models. Example motorcycle clubs include: American Motorcyclist Association, Harley Owners Group and BMW MOA. Some organisations hold large international motorcycle rallies in different parts of the world that are attended by many thousands of riders.

Whereas many social motorcycle organisations raise money for charities through organised events and rides, some other motorcycle organisations exist only for the direct benefit of others. Bikers Against Child Abuse (BACA) is one example. BACA assigns members to individual children to help them through difficult situations, or even stay with the child if the child is alone or frightened.

In recent decades, motorcyclists have formed political lobbying organisations in order to influence legislators to introduce motorcycle-friendly legislation. One of the oldest such organisations, the British Motorcycle Action Group, was founded in 1973 specifically in response to helmet compulsion, introduced without public consultation. In addition, the British Motorcyclists Federation (BMF), originally founded in 1960 as a reaction to the public perception of motorcyclists as leather-jacketed hooligans, has itself moved into political lobbying. Likewise, the U.S. has ABATE, which, like most such organisations, also works to improve motorcycle safety, as well as running the usual charity fund-raising events and rallies, often for motorcycle-related political interests.

At the other end of the spectrum from the charitable organizations and the motorcycle rights activists are the Outlaw Motorcycle Gangs. These are defined by the Provincial Court of Manitoba as: "Any group of motorcycle enthusiasts who have voluntarily made a commitment to band together and abide by their organizations' rigorous rules enforced by violence, who engage in activities that bring them and their club into serious conflict with society and the law". The Federal Bureau of Investigation (FBI) and Criminal Intelligence Service Canada have designated four MCs as Outlaw Motorcycle Gangs (OMGs), which are the Pagans, Hells Angels, Outlaws MC, and Bandidos, known as the "Big Four".

 

from:wiki|motorbike

Motorcycle construction is the engineering, manufacturing, and assembly of components and systems for a motorcycle which results in performance, cost and aesthetics desired by the designer. With some exceptions, construction of modern mass-produced motorcycles has standardised on a steel or aluminium frame, telescopic forks holding the front wheel, and disc brakes. Some other body parts, designed for either aesthetic or performance reasons may be added. A petrol powered engine typically consisting of between one and four cylinders (and less commonly, up to eight cylinders) coupled to a manual five- or six-speed sequential transmission drives the swingarm-mounted rear wheel by a chain, driveshaft or belt.

Motorcycle fuel economy varies greatly with engine displacement and riding style ranging from a low of 29 mpg-US (8.1 L/100 km; 35 mpg-imp) reported by a Honda VTR1000F rider, to 107 mpg-US (2.20 L/100 km; 129 mpg-imp) reported for the Verucci Nitro 50 cc Scooter. A specially designed Matzu Matsuzawa Honda XL125 achieved 470 mpg-US (0.50 L/100 km; 560 mpg-imp) "on real highways - in real conditions." Due to lower engine displacements (100 cc–200 cc), motorcycles in developing countries offer good fuel economy. In the Indian market, the second most selling company, Bajaj, offers two models with superior fuel economy: XCD 125 and Platina. Both are 125 cc motorbikes with a company-claimed fuel economy of 256 mpg-US (0.919 L/100 km; 307 mpg-imp) and 261 mpg-US (0.901 L/100 km; 313 mpg-imp), respectively.

Very high fuel economy equivalents can be derived by electric motorcycles . Electric motorcycles are nearly silent, zero-emission electric motor-driven vehicles. Operating range and top speed suffer because of limitations of battery technology. Fuel cells and petroleum-electric hybrids are also under development to extend the range and improve performance of the electric motors.
Different types of motorcycles have different dynamics and these play a role in how a motorcycle performs in given conditions. For example, a longer wheelbase provides more stability in a straight line. Motorcycle tyres have a large influence over handling.

Motorcycles must be leaned in order to make turns. This lean is induced by the method known as countersteering, in which the rider steers the handlebars in the direction opposite of the desired turn. Because it is counter-intuitive this practice is often very confusing to novices—and even to many experienced motorcyclists.

Short wheelbase motorcycles, such as sport bikes, can generate enough torque at the rear wheel, and enough stopping force at the front wheel, to lift the opposite wheel off the road. These actions, if performed on purpose, are known as wheelies and stoppies respectively. If carried past the point of recovery the resulting upset is known as an "endo" (short for "end-over-end"), or "looping" the vehicle.
Various features and accessories may be attached to a motorcycle either as OEM (factory-fitted) or after-market. Such accessories are selected by the owner to enhance the motorcycle's appearance, safety, performance, or comfort, and may include anything from mobile electronics to sidecars and trailers.

 

from:wiki|motor

Arguably, the first motorcycle was designed and built by the German inventors Gottlieb Daimler and Wilhelm Maybach in Bad Cannstatt (since 1905 a city district of Stuttgart) in 1885. The first petroleum-powered vehicle was essentially a motorised bicycle, although the inventors called their invention the Reitwagen ("riding car"). It was designed as an expedient testbed for their new engine, rather than a true prototype vehicle.However, if a two-wheeled vehicle with steam propulsion is considered a motorcycle, then the first one may have been American. One such machine was demonstrated at fairs and circuses in the eastern U.S. in 1867, built by Sylvester Howard Roper of Roxbury, Massachusetts.

In 1894, Hildebrand & Wolfmüller became the first motorcycle available for purchase. In the early period of motorcycle history, many producers of bicycles adapted their designs to accommodate the new internal combustion engine. As the engines became more powerful and designs outgrew the bicycle origins, the number of motorcycle producers increased.

Until the First World War, the largest motorcycle wholesale in the world was Indian, producing over 20,000 bikes per year. By 1920, this honour went to Harley-Davidson, with their motorcycles being sold by dealers in 67 countries. By the late 1920s or early 1930s, DKW took over as the largest manufacturer.

After the Second World War, the BSA Group became the largest producer of motorcycles in the world, producing up to 75,000 bikes per year in the 1950s. The German company NSU held the position of largest manufacturer from 1955 until the 1970s.NSU Sportmax streamlined motorcycle, 250 cc class winner of the 1955 Grand Prix season

In the 1950s, streamlining began to play an increasing part in the development of racing motorcycles and the "dustbin fairing" held out the possibility of radical changes to motorcycle design. NSU and Moto-Guzzi were in the vanguard of this development both producing very radical designs well ahead of their time. NSU produced the most advanced design, but after the deaths of four NSU riders in the 1954–1956 seasons, they abandoned further development and quit Grand Prix motorcycle racing. Moto-Guzzi produced competitive race machines, and by 1957 nearly all the Grand Prix races were being won by streamlined machines. The following year, 1958, full enclosure fairings were banned from racing by the FIM in the light of the safety concerns.

From the 1960s through the 1990s, small two-stroke motorcycles were popular worldwide, partly as a result of East German Walter Kaaden's engine work in the 1950s.

Today, the motorcycle industry is mainly dominated by Japanese companies such as Honda, Kawasaki, Suzuki, and Yamaha, although Harley-Davidson and BMW continue to be popular and supply considerable markets. Other major manufacturers include Piaggio group of Italy, KTM, Triumph and Ducati.

In addition to the large capacity motorcycles, there is a large market in smaller capacity (less than 300 cc) motorcycles, mostly concentrated in Asian and African countries. An example is the 1958 Honda Super Cub, which went on to become the biggest selling vehicle of all time, with its 60 millionth unit produced in April 2008. Today, this area is dominated by mostly Indian companies with Hero Honda emerging as the world's largest manufacturer of two wheelers. For example, its Splendor model which has sold more than 8.5 million to date.

from:wiki

Police motorcycles in the United States and Canada typically use purpose-built motorcycle wholesale by Harley-Davidson, Kawasaki, Honda, or BMW. Kawasaki Police Motorcycles, which were built for the US market in Lincoln, Nebraska, ceased production in September 2005.

In Germany, BMW Motorrad is the largest provider of motorcycles for authority use.

 

 

In the United Kingdom, the most common Police motorcycles are the BMW RT series and the Yamaha FJR1300. Police forces have withdrawn the Honda ST1300 Pan-European since the death of an officer was blamed on the machine. Some police forces also use scooters within towns, or special-purpose machines such as unmarked (covert), or off-road motorcycles.

Of the British manufacturers themselves, Triumph motorcycles, built at Meriden, were used by some British and mainly Commonwealth police forces until 1983 when the factory closed. The police version of the Triumph Thunderbird was nicknamed the Saint, an acronym of "Stops Anything In No Time". Norton's Commando Interpol and later Wankel rotary engine Interpol 2 motorcycle were used by some British forces until that firm's collapse in the early 1990s. Other marques such a BSA were used by some forces although only the Velocette LE 'noddy-bike' model proved as popular with the police as the Triumphs.

In 2008, BMW claimed to be the largest seller of motorcycles for authority use, as more than 100,000 BMW motorcycles were in official use in over 150 countries on five continents. In 2007, BMW sold 4,284 Police motorcycles worldwide. BMW produces police-specific models such as the R1200RT and R900RT, the latter not available to the general public. More than 225 U.S. law enforcement agencies, including the California Highway Patrol, have BMW authority motorcycles in their fleets of patrol vehicles.

Harley-Davidson has maintained a long relationship with police departments and law-enforcement agencies. For the 2009 model year, Harley-Davidson offers the FLHTP Electra Glide, the FLHP Road King, the XL883 Sportster and the new XB12XP Buell Ulysses Police motorcycle. The FLHTP Electra Glide and the FLHP Road King are also offered as Fire/Rescue motorcycles.

 

from:wiki

The motorcyclist's riding position depends on rider body-geometry (anthropometry) combined with the geometry of the motorcycle itself. These factors create a set of three basic postures.

    * Sport — the rider leans forwards into the wind and the weight of the upper torso is supported by air pressure as long as the motorcycle is travelling at speed, typically above 50 mph (80 km/h). The footpegs are below the rider or to the rear. The reduced frontal area cuts wind resistance and allow higher speeds. However, at low-speed this position throws the weight of the rider onto the arms instead, and this is quickly tiring to the wrists of unfamiliar riders. Moreover, the sports position makes it more difficult for the rider to look around and foot through traffic. Many sport bikes have narrow, swept-back handlebars, or clip-ons (short stubs clamped to the telescopic fork tubes). Following the style of racing bikes, most have full-fairings and often come with almost complete engine enclosure, although motorcycles with a sport riding position are becoming more diverse with the marketing of factory naked bikes, streetfighters, retro cafe racers, and other blends of styles, having varying riding positions somewhere in the range from sport to standard.

    * Standard — the rider sits upright or leans forwards slightly. The feet are below the rider, not too far to the front or back. These are straightforward, versatile motorcycle wholesale that are not too specialized for one task, but don't excel in one area either.Standards are used in touring, commuting, and sporting, and are good for beginners. The rider enjoys the benefits of freedom of head movement, good visibility in all directions, and easier use of the feet while moving through stationary traffic.

    * Cruiser — the rider sits at a lower seat height with the upper torso upright or leaning slightly rearwards. Legs are extended forwards, sometimes out of reach of the regular controls on cruiser pegs. The low seat heights can be a consideration for new or short riders. Handlebars tend to be high, and wide. Harley-Davidsons are exemplars of this style.The emphasis is on comfort, while compromising cornering ability because of low ground clearance and the greater likelihood of scraping foot pegs, floor boards, or other parts if turns are taken at the speeds other types of motorcycles can do.

Important factors of a motorcycle wholesale ergonomic geometry that determine the seating posture include the height, angle and location of footpegs, seat and handlebars. Likewise, factors in a rider's physical geometry that contribute to seating posture include torso, arm, thigh and leg length, and overall rider height.

 from:wiki

A study carried out in 1993 in Yola, a medium-sized city in the north-eastern state of Adamawa, Nigeria, provides additional insight into the nature of the okada business. The study showed that about 88% of the okada riders were aged between 18 and 30 years and only 47% of them received formal education of any form. The 1993 survey also elicited information from 106 motorcycle users. Customers were generally: male (65%); young adults between 18 and 30 years of age (57%); in possession of a diploma from a secondary school or higher (83%); unemployed but in the job market (59%); and of low-to-moderate income levels (45%).

Okadas were valued mainly because they were fast and readily available. Customers disliked them because they were considered to be unsafe (stated by two-thirds of respondents) and expensive (stated by 43% of respondents). The survey of okada customers in Akure also revealed customer concerns over safety – 61% felt operators drove too fast and 31% felt they drove too recklessly. Left with few mobility options, many patronize okadas well knowing the significant risks involved.

Okadas, like motorcycles elsewhere, have a higher rate of crippling and fatal accidents per unit distance than automobiles. A study conducted in the USA in 2004 showed that While about 15.0 cars out of 100,000 ended up in fatal crashes, the rate for motorcycles was 69.3 per 100,000. A 1998 study at the Obafemi Awolowo Teaching Hospital, Ile-Ife, Nigeria, showed that injuries to limb the occurred in 79.3% of patients who reported at the emergency department of that hospital. The same study also stated the male: female ratio of accident victims to be around 2.8:1, and identified the use of personal protective equipment (PPE) to be practically nonexistent among most okada riders.

A motorcycle helmet is a type of protective headgear used by motorcycle riders. The primary goal of a motorcycle helmet is motorcycle safety - to protect the rider's head during impact, thus preventing or reducing head injury or saving the rider's life. Some helmets provide additional conveniences, such as ventilation, face shields, ear protection, intercom etc.

The Snell Memorial Foundation has developed stricter requirements and testing procedures for motorcycle helmets with racing in mind, as well as helmets for other activities (e.g. drag racing, bicycling, horseback riding), and many riders in North America consider Snell certification a benefit when considering buying a helmet while others note that its standards allow for more force (g's) to be transferred to a rider's head than the U.S. Department of Transportation (DOT) standard. However, the DOT standard does not test the chin bar of helmets with them, while the Snell (and ECE) standards do. A motorcycle helmet with either standard will nonetheless provide vastly more protection than no helmet at all.

In the United Kingdom, the Auto-Cycle Union (ACU) defines a stricter standard for racing than the legal minimum ECE 22.05 specification. Only helmets with an ACU Gold sticker are allowed to be worn in competition, or at track days. Many riders in the UK choose helmets with an ACU Gold sticker for their regular on-road use.
There are other types of headwear - often called "beanies," "brain buckets", or "novelty helmets", a term which arose since they cannot legally be called motorcycle helmets. These helmets are not certified and are generally only used to provide the illusion of compliance with mandatory helmet laws. Such items are often smaller and lighter than helmets made to DOT standards, and are unsuitable for crash protection because they lack the energy-absorbing foam that protects the brain by allowing it to come to a gradual stop during an impact. A "novelty helmet" can protect the scalp against sunburn while riding and - if it stays on during a crash - might protect the scalp against abrasion, but it has no capability to protect the skull or brain from an impact.

There are other types of headwear - often called "beanies," "brain buckets", or "novelty helmets", a term which arose since they cannot legally be called motorcycle helmets. These helmets are not certified and are generally only used to provide the illusion of compliance with mandatory helmet laws. Such items are often smaller and lighter than helmets made to DOT standards, and are unsuitable for crash protection because they lack the energy-absorbing foam that protects the brain by allowing it to come to a gradual stop during an impact. A "novelty helmet" can protect the scalp against sunburn while riding and - if it stays on during a crash - might protect the scalp against abrasion, but it has no capability to protect the skull or brain from an impact.