Dirt Bike Facts and information Types of Bikes
I Will be displaying Photos of all types of bikes and suggestions on which ones you should buy and how to maintain them.
This
is a Suzuki RM-Z450 2 Stroke Bike. This bike is used for racing. This
Bike has been in many Champion ships around the world. This is a really
fun bike to ride. I recommend this bike for racers and for people to
just have a lot of Fun!
The
YZ250 has a 249 cc liquid-cooled two-Stroke reed-valved engine with a
YPVS exhaust valve for a wider spread of power. The engine produces a
peak 48.8 horsepower (36.4 kW) at 8,800 rpm and 30.6 foot-pounds force
(41.5 N·m) of torque at 7,500 rpm, with a 9,000 rpm redline (Motocross
Action Magazine).
This
is a KTM 300 EXC 2 Stroke Race bike. All EXC models are equipped with
an extremely sturdy, tapered Neken handlebar made from high-strength
aluminium alloy. In accordance with the proven KTM standard,
KTM is a really fun and a long lasting bike to ride daily and to race. If you bought this bike it would not let you down. No mater how much you crash. This bike would never give up it will keep on going for ever.
KTM is a really fun and a long lasting bike to ride daily and to race. If you bought this bike it would not let you down. No mater how much you crash. This bike would never give up it will keep on going for ever.
This
is the new Kawasaki KX85 2 Stroke Race bike. This bike is a fun and
reliable bike to buy. This bike would be best for teen riders. This is a
easy and stable bike to ride. This new bike is one of the best bikes
that they have made for the Kawasaki Team.
This
bike is a Honda crf 50f 4 Stroke. This bike is a great bike to learn
on. Many people have bought this bike all around the world. This bike is
manly for little kids learning how to ride dirt bikes to get into the
world of racing or just riding.
www.youtube.com/watch?v=n9quxGUwyOE This link i have provided is a video of the last x games
http://www.dirtrider.com/ This website is a magazine giving information of the latest events and news
Here are some well known brands around the world. These brands sell things such as parts,Clothes and other modifications.
RM-Z250. For
2014, the Suzuki RM-Z250 is still the bike to beat! It features engine
performance designed for mid- to top-end performance and offers smooth
power delivery. The result is performance that lets you blast out of
turns and blow by the competition on the straights. The RM-Z250
incorporates a solid chassis design and an amazing suspension with the
Separate Function front Fork (SFF) from Showa. It provides stable
handling so you can carve up the tightest tracks on your way to the top
of the podium.
Honda CRF 230 F
This
is a 2012 Honda CRF 230 F this bike is a really fun and reliable Trail
bike. This bike is a trust worthy bike to own. This bike is an electric
Start bike. This is a clutch bike with 5 Gears. This bike can be used
for enduro racing and normal racing. I highly recommend this bike for
all. I am reviewing this bike because i own one and want to share some
thing about this bike.
This
pit bike comes from a brand called torn. This is a 150cc modified bike.
The purpose of a pit bike is to just have fun on it and to also modify.
People of all ages can ride this bike. It is a perfectly safe and fun
bike to own.
KTM has uncovered its revamped 2014 EXC range, to be officially launched this week in Sardinia, Italy.
All models across the range feature a new look. Spoiler, airbox cover and front fender, including headlight mask and headlight, have all been restyled for 2014. In doing so, KTM focussed on designing the new bodywork ergonomically and functionally in such a way that the whole motorcycle is in perfect harmony with the rider down to the very last detail.
But other aspects have also been considered. For example, the designers ensured there is no ribbing whatsoever on the inside of the new front fender, thereby preventing mud build-up. Nevertheless, thanks to its skilfully selected contour and its modified attachment to the lower triple clamp, the new fender is up to 50 percent stiffer than its predecessor.
All EXC models are equipped with an extremely sturdy, tapered Neken handlebar made from high-strength aluminium alloy. In accordance with the proven KTM standard, the handlebar can be fixed in a choice of four positions.
Redesigned handguards made from ultra-sturdy two-component plastic have been fitted for the 2014 model year, ensuring more efficient hand protection. The newly installed clutch armature from Brembo has been adapted to the appearance of the brake armature.
A new, refined graphic design with clear lines underlines the high demands made of a modern, state-of-the-art off-road motorcycle.
The frame colour has been changed for the 2014 model year and it makes the styling even more attractive.
KTM engineers have also revised the chain guide for the benefit of higher functional reliability, while simultaneously reducing the weight.
A new handbrake armature has been employed for the 2014 model year, with new remote reservoir, smaller brake piston diameter and a new lever with optimised lever kinematics. As a result and thanks to optimised sintered brake pads (Toyo B169), the performance and application of the front brake have been perceptibly improved again.
A revised design of the airbox guarantees optimum protection of the air filter from dirt plus maximum air throughput for the highest performance. New airbox covers are manufactured in a two-component process with new in-mould graphics.
The lightweight, polyethylene fuel tank is equipped with fuel pump and pressure regulator. The pressure mechanism for unlocking the bayonet filler cap has been optimised to make the cap even easier and quicker to open.
The seat on the four-stroke range has an improved foam core that ensures even higher stability of the padding. All four-strokes feature both electric and kick starters.
The new frame on the 250 EXC‑F impresses in MY 2014 with thinner-walled down tubes and even lower weight. In addition, the engine braces to the cylinder head have been optimised and the frame adapted to the new engine. It is now identical to the frame on the 350 EXC‑F.
For the 2014 model year 250 EXC-F, KTM engineers have ignited the next evolutionary stage and developed a completely new, state-of-the-art DOHC engine that unites the concentrated engine expertise amassed from motorsport and development.
The crankshaft on the new 250 EXC‑F has five percent more gyrating mass available for achieving optimum traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye. The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin.
The engine’s direct pressure lubrication system ensures the necessary oil supply. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft – a benefit in terms of time and costs.
Thanks to a completely new design of engine case, which is now manufactured in a pressure die-casting process, it has been possible to significantly reduce the wall thicknesses compared with a gravity die-cast case. A new, high-strength, aluminium alloy ensures that the case is resistant to stone impact and other damage.
To counterbalance the inertia forces, the new 250 EXC‑F engine is now also equipped with a balancer shaft that acts as a multi-function shaft, driving timing chain and water pump simultaneously. The 350 EXC-F and 450 EXC also have balancer shafts.
The design of the new generation 250 EXC-F engine shares numerous basic components with the successful 350 EXC‑F engine. This results in a perceptible increase in torque, above all in the low to mid rev range (an additional 4 Nm between 6000 and 7000rpm).
The heart of the newly developed DOHC 250 EXC-F engine is the redesigned cylinder head with twin overhead camshafts and DLC-coated cam followers. Compared with the previous year, larger, flow-optimised ducts in conjunction with the more generously dimensioned intake valves guarantee 10 percent more gas flow and therefore significantly improved performance.
The new camshafts have also been designed to achieve a perceptible increase in torque compared to the predecessor model, together with enduro-specific engine characteristics. The engine’s optimised water jacket ensures even better heat dissipation.
The new 250 EXC‑F engine can be started with either a kickstarter or an electric starter. Positioned behind the cylinder, the electric starter is well protected and connected via the electric starter drive in the ignition cover to the further improved freewheel on the ignition rotor. The starter freewheel has been optimised for increased durability and reliability.
The new 250 EXC‑F is also equipped with the further optimised DDS (Damped Diaphragm Steel) clutch, which features a wear-free outer clutch hub and diaphragm springs. The single-piece hub is machined along with its primary gear from a solid block of high-strength steel. This clutch is featured across the four-stroke range.
This process guarantees unbeatable reliability and allows the engine to be extremely narrow thanks to the compact, rivetless design of the outer clutch hub. In addition, this design allows use of thin steel discs, which also contributes to the compact dimensions of the clutch.
The diaphragm spring enables implementation of an additional hub damping mechanism – a benefit in terms of traction and gearbox wear. Furthermore, an optimised inner clutch hub improves the durability of the clutch. Finally, in conjunction with the diaphragm spring, the hydraulic clutch actuation system from Brembo ensures very smooth and very precise clutch control.
Compared with its predecessor, the new six-speed enduro gearbox, developed especially for the 250 EXC‑F, has slightly shorter transmission ratios for fourth, fifth and sixth gears. The new gearbox excels with high precision and easy shifting. The secondary transmission has also been adapted to the new gearbox.
The six-speed transmission featured on the 350 EXC-F is designed specifically for the engine characteristics of the 350cc and 450cc engine and for every type of enduro use. It excels with precise and easy shifting.
The engine case production process was already converted from sand casting to die casting in the previous model year in order to reduce the wall thickness and save weight. In MY 2014, the optimised gasket for the new water-pump cover guarantees absolute reliability even in the toughest of conditions.
Compared with the 350 SX‑F, the 350 EXC‑F is equipped with a heavier crankshaft to generate more gyrating mass for more uniform power development and better traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye.
The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.
New valve spring retainers in the 350 EXC-F ensure even greater durability in the most extreme conditions in MY 2014 and a revamped auto-decompressor optimises starting behaviour.
The cylinder head of the 450 EXC-F is equipped with an overhead camshaft, which has been reduced in weight by approx. 10 percent for MY 2014, as well as two titanium intake valves and two steel exhaust valves. The weight-optimised valve train (40 percent lighter valve springs and valve spring retainers) results in lower friction and therefore both improved performance and reduced engine braking.
Designed in accordance with the latest racing standards, a reinforced cylinder head gasket now also guarantees even greater durability in extreme conditions. The auto-decompressor has also been reinforced to optimise its durability.
The lightweight, forged piston with a box-in-box design is equipped with the high-performance piston rings of the 450 SX‑F. The benefits are reduced oil consumption and optimised performance. These features are also included on the 500 EXC.
In MY 2014, the crankshaft with 63.4 mm stroke and ultra-light connecting rod is manufactured by Pankl from a special, high quality steel on the 450 EXC. As on the other EXC-F models, it is equipped with a plain bearing in the lower conrod eye.
The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.
The lower triple clamp of the 450 and 500 EXC has been modified for optimum attachment of the new front fender. Thanks to its new contour and attachment with two bolts from the front and two from below, the new fender boasts significantly higher stability.
A redesigned ECU for all four-strokes ensures even faster and absolutely reliable data processing. Various engine characteristics can be selected via the EMS, with a map-select switch available as a PowerPart. Furthermore, a user-setting tool (also available as an option) allows data to be read from the bike by laptop and the mapping, ignition and fuel injection to be modified in a matter of a few mouse clicks.
The engine in all two strokes has a redesigned reed valve housing featuring Boyesen high-performance reeds. Thanks to the innovations, performance has been optimised and responsiveness improved. Ignition curve and cylinder head have been optimised and the carburettor setting adjusted.
A new cylinder head with optimised combustion chamber on the 300 EXC makes its debut in MY 2014, delivering more effective combustion and above all better responsiveness in the partial load range. This results in better power development and optimised rideability. The 250 EXC also has a new cylinder head.
In addition, a more powerful battery is fitted to the 2014 model, making starting all the more reliable.
The KTM 300 EXC is equipped with both kick and electric starters in 2014 and a more powerful battery than ever. This simplifies starting the bike in all situations.
On the 200 EXC, the electric starter has been overhauled for the 2014 model year and made substantially more powerful (480 W instead of 370 W). Starting is now even more reliable and paves the way for swift progress.
For now, here’s a first look film and a selection of images, but stay tuned for more when we have it!
All models across the range feature a new look. Spoiler, airbox cover and front fender, including headlight mask and headlight, have all been restyled for 2014. In doing so, KTM focussed on designing the new bodywork ergonomically and functionally in such a way that the whole motorcycle is in perfect harmony with the rider down to the very last detail.
But other aspects have also been considered. For example, the designers ensured there is no ribbing whatsoever on the inside of the new front fender, thereby preventing mud build-up. Nevertheless, thanks to its skilfully selected contour and its modified attachment to the lower triple clamp, the new fender is up to 50 percent stiffer than its predecessor.
All EXC models are equipped with an extremely sturdy, tapered Neken handlebar made from high-strength aluminium alloy. In accordance with the proven KTM standard, the handlebar can be fixed in a choice of four positions.
Redesigned handguards made from ultra-sturdy two-component plastic have been fitted for the 2014 model year, ensuring more efficient hand protection. The newly installed clutch armature from Brembo has been adapted to the appearance of the brake armature.
A new, refined graphic design with clear lines underlines the high demands made of a modern, state-of-the-art off-road motorcycle.
The frame colour has been changed for the 2014 model year and it makes the styling even more attractive.
KTM engineers have also revised the chain guide for the benefit of higher functional reliability, while simultaneously reducing the weight.
A new handbrake armature has been employed for the 2014 model year, with new remote reservoir, smaller brake piston diameter and a new lever with optimised lever kinematics. As a result and thanks to optimised sintered brake pads (Toyo B169), the performance and application of the front brake have been perceptibly improved again.
A revised design of the airbox guarantees optimum protection of the air filter from dirt plus maximum air throughput for the highest performance. New airbox covers are manufactured in a two-component process with new in-mould graphics.
The lightweight, polyethylene fuel tank is equipped with fuel pump and pressure regulator. The pressure mechanism for unlocking the bayonet filler cap has been optimised to make the cap even easier and quicker to open.
The seat on the four-stroke range has an improved foam core that ensures even higher stability of the padding. All four-strokes feature both electric and kick starters.
The new frame on the 250 EXC‑F impresses in MY 2014 with thinner-walled down tubes and even lower weight. In addition, the engine braces to the cylinder head have been optimised and the frame adapted to the new engine. It is now identical to the frame on the 350 EXC‑F.
For the 2014 model year 250 EXC-F, KTM engineers have ignited the next evolutionary stage and developed a completely new, state-of-the-art DOHC engine that unites the concentrated engine expertise amassed from motorsport and development.
The crankshaft on the new 250 EXC‑F has five percent more gyrating mass available for achieving optimum traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye. The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin.
The engine’s direct pressure lubrication system ensures the necessary oil supply. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft – a benefit in terms of time and costs.
Thanks to a completely new design of engine case, which is now manufactured in a pressure die-casting process, it has been possible to significantly reduce the wall thicknesses compared with a gravity die-cast case. A new, high-strength, aluminium alloy ensures that the case is resistant to stone impact and other damage.
To counterbalance the inertia forces, the new 250 EXC‑F engine is now also equipped with a balancer shaft that acts as a multi-function shaft, driving timing chain and water pump simultaneously. The 350 EXC-F and 450 EXC also have balancer shafts.
The design of the new generation 250 EXC-F engine shares numerous basic components with the successful 350 EXC‑F engine. This results in a perceptible increase in torque, above all in the low to mid rev range (an additional 4 Nm between 6000 and 7000rpm).
The heart of the newly developed DOHC 250 EXC-F engine is the redesigned cylinder head with twin overhead camshafts and DLC-coated cam followers. Compared with the previous year, larger, flow-optimised ducts in conjunction with the more generously dimensioned intake valves guarantee 10 percent more gas flow and therefore significantly improved performance.
The new camshafts have also been designed to achieve a perceptible increase in torque compared to the predecessor model, together with enduro-specific engine characteristics. The engine’s optimised water jacket ensures even better heat dissipation.
The new 250 EXC‑F engine can be started with either a kickstarter or an electric starter. Positioned behind the cylinder, the electric starter is well protected and connected via the electric starter drive in the ignition cover to the further improved freewheel on the ignition rotor. The starter freewheel has been optimised for increased durability and reliability.
The new 250 EXC‑F is also equipped with the further optimised DDS (Damped Diaphragm Steel) clutch, which features a wear-free outer clutch hub and diaphragm springs. The single-piece hub is machined along with its primary gear from a solid block of high-strength steel. This clutch is featured across the four-stroke range.
This process guarantees unbeatable reliability and allows the engine to be extremely narrow thanks to the compact, rivetless design of the outer clutch hub. In addition, this design allows use of thin steel discs, which also contributes to the compact dimensions of the clutch.
The diaphragm spring enables implementation of an additional hub damping mechanism – a benefit in terms of traction and gearbox wear. Furthermore, an optimised inner clutch hub improves the durability of the clutch. Finally, in conjunction with the diaphragm spring, the hydraulic clutch actuation system from Brembo ensures very smooth and very precise clutch control.
Compared with its predecessor, the new six-speed enduro gearbox, developed especially for the 250 EXC‑F, has slightly shorter transmission ratios for fourth, fifth and sixth gears. The new gearbox excels with high precision and easy shifting. The secondary transmission has also been adapted to the new gearbox.
The six-speed transmission featured on the 350 EXC-F is designed specifically for the engine characteristics of the 350cc and 450cc engine and for every type of enduro use. It excels with precise and easy shifting.
The engine case production process was already converted from sand casting to die casting in the previous model year in order to reduce the wall thickness and save weight. In MY 2014, the optimised gasket for the new water-pump cover guarantees absolute reliability even in the toughest of conditions.
Compared with the 350 SX‑F, the 350 EXC‑F is equipped with a heavier crankshaft to generate more gyrating mass for more uniform power development and better traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye.
The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.
New valve spring retainers in the 350 EXC-F ensure even greater durability in the most extreme conditions in MY 2014 and a revamped auto-decompressor optimises starting behaviour.
The cylinder head of the 450 EXC-F is equipped with an overhead camshaft, which has been reduced in weight by approx. 10 percent for MY 2014, as well as two titanium intake valves and two steel exhaust valves. The weight-optimised valve train (40 percent lighter valve springs and valve spring retainers) results in lower friction and therefore both improved performance and reduced engine braking.
Designed in accordance with the latest racing standards, a reinforced cylinder head gasket now also guarantees even greater durability in extreme conditions. The auto-decompressor has also been reinforced to optimise its durability.
The lightweight, forged piston with a box-in-box design is equipped with the high-performance piston rings of the 450 SX‑F. The benefits are reduced oil consumption and optimised performance. These features are also included on the 500 EXC.
In MY 2014, the crankshaft with 63.4 mm stroke and ultra-light connecting rod is manufactured by Pankl from a special, high quality steel on the 450 EXC. As on the other EXC-F models, it is equipped with a plain bearing in the lower conrod eye.
The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.
The lower triple clamp of the 450 and 500 EXC has been modified for optimum attachment of the new front fender. Thanks to its new contour and attachment with two bolts from the front and two from below, the new fender boasts significantly higher stability.
A redesigned ECU for all four-strokes ensures even faster and absolutely reliable data processing. Various engine characteristics can be selected via the EMS, with a map-select switch available as a PowerPart. Furthermore, a user-setting tool (also available as an option) allows data to be read from the bike by laptop and the mapping, ignition and fuel injection to be modified in a matter of a few mouse clicks.
The engine in all two strokes has a redesigned reed valve housing featuring Boyesen high-performance reeds. Thanks to the innovations, performance has been optimised and responsiveness improved. Ignition curve and cylinder head have been optimised and the carburettor setting adjusted.
A new cylinder head with optimised combustion chamber on the 300 EXC makes its debut in MY 2014, delivering more effective combustion and above all better responsiveness in the partial load range. This results in better power development and optimised rideability. The 250 EXC also has a new cylinder head.
In addition, a more powerful battery is fitted to the 2014 model, making starting all the more reliable.
The KTM 300 EXC is equipped with both kick and electric starters in 2014 and a more powerful battery than ever. This simplifies starting the bike in all situations.
On the 200 EXC, the electric starter has been overhauled for the 2014 model year and made substantially more powerful (480 W instead of 370 W). Starting is now even more reliable and paves the way for swift progress.
For now, here’s a first look film and a selection of images, but stay tuned for more when we have it!
Since
the creation of the KX brand 40 years ago, Kawasaki has won a
staggering 31 AMA SX titles, the most of any manufacturer. The 2014
KX450F continues to build on that pedigree with the most advanced
chassis and engine technology a modern motocross bike has to offer.
Innovations such as the Pneumatic Spring Fork, Launch Control and
plug-and-play ECU Tuning put the power to win firmly in your
hands.selector dogs and revised settings for the SFF front fork and
rear.
It has a liquid-cooled, 4-stroke Single delivers hard-hitting power from low- through high-rpm.The broad powerband and responsive throttle offer a broad spread of torquey response that enables racers to get on the gas and go even from down low.In addition to the inherent benefits, fuel injection contributes to the KX450F’s lag-free acceleration, especially after landing jumps.
It has a liquid-cooled, 4-stroke Single delivers hard-hitting power from low- through high-rpm.The broad powerband and responsive throttle offer a broad spread of torquey response that enables racers to get on the gas and go even from down low.In addition to the inherent benefits, fuel injection contributes to the KX450F’s lag-free acceleration, especially after landing jumps.
Pro taper is the most used brand for dirt bike riders. Pro taper is famous for there clothes, Parts, and safety Gear.
http://www.rockymountainatvmc.com/s/44/54/Dirt-Bike-Parts
This website contains all dirt bike parts and how much they cost. For all types of dirt bikes.
http://www.motorcycle-superstore.com/2/10/PARTS/Dirt-Bike-Motocross-Parts.aspxhttp://www.rockymountainatvmc.com/
These stores contain parts and and safety gear for road and dirt bikes in Melbourne.
This website contains all dirt bike parts and how much they cost. For all types of dirt bikes.
http://www.motorcycle-superstore.com/2/10/PARTS/Dirt-Bike-Motocross-Parts.aspxhttp://www.rockymountainatvmc.com/
These stores contain parts and and safety gear for road and dirt bikes in Melbourne.
http://dynobike.com/services.htm
This is a dirt and road bike service place located in Melbourne
This is a dirt and road bike service place located in Melbourne
Before you are going to ride you must check your brakes, Wheels, Suspension and most importantly the weather so you can prepare for your ride. A good thing is to remember and check your surroundings.
How Much Air can you apply to you're dirt bike tyres?
2 psi front and 12 psi rear. Except in extreme conditions, a two pound adjustment up or down is the range you should stay within from 10 to 14 psi.
If some of you were wondering what PSI stands for it means (pounds per square inch)
2 psi front and 12 psi rear. Except in extreme conditions, a two pound adjustment up or down is the range you should stay within from 10 to 14 psi.
If some of you were wondering what PSI stands for it means (pounds per square inch)
Riders With a headlamp!
For Riders that have a light on there bike. If you have a bike with a headlamp. Your bike must be an electric start. You need to regularly start up your bike to recharge the battery so you dont have any problems in the future. If you do this it will stop you from paying hundreds of dollars to get your battery repaired.
For Riders that have a light on there bike. If you have a bike with a headlamp. Your bike must be an electric start. You need to regularly start up your bike to recharge the battery so you dont have any problems in the future. If you do this it will stop you from paying hundreds of dollars to get your battery repaired.
Important Information for daily riders!
If
you ride a 4 Stroke or a 2 stroke bike you have to remember how long
you are riding for. If you ride for hours non stop you can damage your
bike. You have to let it cool down every 40 or 50 minutes to
prevent damaging your bike. If you do ride for longer times your bike
will not function the best. 1 way of knowing if you have damaged your
bike. 1 you may have a difficulty starting it up. 2 Your engine may
stall when you let go of the trottle. 3 You may run out of petrol
quicker.
If
your a regular rider you must beware of the chains and shocks are moist
and slipper. If your chains and shocks are not in that condition you
must lube them up or you will be breaking important parts.
What petrols should you use?
A four stroke engine uses regular unleaded gasoline, the same as a car or lawnmower.
Two stroke engines must have a certain amount of oil mixed in with the fuel as this is the only means of lubrication these engines get for the most part.
Two stroke engines must have a certain amount of oil mixed in with the fuel as this is the only means of lubrication these engines get for the most part.
When should you get a service on your bike?
You
should get a service about every 2 years just to see how your bike is
going and for you to know how your bike is going and what needs to be
changed to prevent you from paying hundreds of doller on repairs.
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