/ Motorcycle Product Reviews / There are only three things you really need to know about the all-new Dunlop Elite 4, sayeth Dunlop: mileage, mileage, and more mileage. According to a test performed by an independent lab in March of 2016, with 130/70R18 and 180/60R16 Dunlop Elite 4 tires on a 2007 Honda Gold Wing, you could cross the U.S.A. six times before needing to replace your tires. Correct, up to 18,000 miles. That’s down to Dunlop’s MT Multi-Tread rear tire technology; the rear tire uses a tough, long-wearing compound in the center, and special lateral compounds along the outside edges of the tread for cornering grip. Dunlop says it’s the only true multi-tread design the cruiser and touring tire market, and gives riders the best of both worlds: outstanding mileage and handling. They also point out somewhat jokingly that, like Ford trucks, nine out of ten Honda Shadows are still on the road. Rather than focus on developing a tire solely for new machines, Dunlop went about it a different way than usual, using registration data to target the most popular models on the road today, and engineering a tire to work well across that very broad cross-section.

Tires can have a transformative effect on a motorcycle, says Dunlop. used dirt bikes for sale pittsburgh paOlder bikes rolling on older tire tech, with less braking and cornering grip and less compliance than modern tires, will be in for a treat. red wing boots marquette mi“The E4 gives new life to older bikes by taking all those evolutionary advancements to the next level with better mileage, more wet and dry grip, less road noise and improved ride compliance.”honda motorcycle dealer in victoria bc The Elite 4 will be offered in a plethora of sizes to fit nearly every motorcycle still rolling, some radial but mostly bias ply – but most riders will at least double their mileage compared to whatever tire they’ve been running. motorcycle helmet stripe decals

Unless it’s a car one. (The Dunlop people attend a lot of bike events, and have gone from being amazed to amused at the number of riders who think car tires are a good idea. motorcycle helmet evaluationThey, naturally, think it’s a terrible one.)motorcycle dealers loveland While Multi-Tread technology forms the central advantage of the Elite 4, other technologies round out the package. motorcycle engine oil milkyDunlop’s continuously wound hexagonal bead construction – originally developed for Dunlop’s racing tires – stiffens the lower sidewall and is claimed to supply superior feel when cornering. The tire’s aggressive new tread pattern is an outgrowth of the cosecant-curve design Dunlop first introduced in its DOT race tires, then carried into the Sportmax family.

This new pattern features significant land area and long tread grooves that put more rubber on the ground for greater dry grip and mileage. These long grooves help evacuate water, contributing to greatly enhanced wet-weather performance compared to the Elite 3, which had been around since 2005. The new tread is also designed to provide even wear from center to shoulder for consistent handling as the miles add up. Also, Dunlop says, both front and rear patterns were designed to limit road noise for a quieter ride. The new pattern also includes innovative tread depth indicators incorporated into the tread pattern design that disappear when the tread depth reaches 1/32-inch of remaining tread – the legal limit – providing a clear visual indication when it’s time for a new tire. The design team, Dunlop says, targeted high mileage and balance, easy handling, excellent straight-line, braking and cornering stability in dry and wet conditions. The Elite 4, it concludes, “sets a new standard for mileage and versatility in the Dunlop product line.”

Furthermore, the tire was designed and engineered at Dunlop’s Buffalo, New York, headquarters, tested on the road and at the Dunlop Proving Grounds in Huntsville, Alabama – and 75% of the tires will be manufactured in Dunlop’s Buffalo plant. They’ll be available May 1. Elite 4 Bias Front Elite 4 Bias Rear Elite 4 Radial Front Elite 4 Radial RearChances are you’ve been in the dating game at some time in your life and, if so, you’ve likely experienced the frustration of having several choices. You’ve dated a number of people and none of them is perfect, but you really like certain aspects of various individuals. Wouldn’t it be great if you could combine these traits into a single person? You could take this person’s intellect, that one’s personality, combine them with a third’s face and a fourth’s body and perhaps have your ideal mate. But unfortunately, life doesn’t work that way. The good news is that, in a sense, motorcycle tire technology does work that way.

Beyond the fact that all tires are pretty much round and black, the manufacturers do attempt to give us the best of all possible worlds. The ideal tire might be one that combines the grip of a racing tire with the feel of a sport tire, or the comfort of a sport-touring tire with the longevity and wet grip of a touring tire. The tire makers have done a bit of this type of genetic engineering for us and now attempt to balance these forces in specific ways that allow riders to fine-tune their tires to their bikes and the types of riding they do. Touring tires are generally considered those that are fitted to heavyweight machines such as various models by Harley-Davidson and Victory, the Honda Gold Wing and other full-dress touring machines. Here the priorities are great load capacity for two-up riding with a full complement of luggage. Longevity is also a top priority, as no one wants to discover that their tires are on their last 500 miles while they’re still a couple thousand miles from home.

You’ll also want good tread depth with deep groves and sipes (the channels cut into the tread to disperse water) for wet weather, but back-road handling will be lower on the priority list. (This Touring & Sport-Touring Tire Buyers Guide was published in the August 2012 issue of Rider.) Those who ride sport tourers such as the Yamaha FJR1300, Kawasaki Concours 1400 or many BMW models expect their bikes to carry them long distances at higher speeds, in comfort, and to brake and handle well. A sport tourer is a lighter machine than a dresser but generally makes more power, so its rider will be willing to sacrifice some degree of mileage for grip and feel. The tire will not need as great a load capacity or wet-weather capability. Those deep grooves that are so handy for dispersing water on a rainy day can lead to tire squirm when a sport-touring bike is pushed hard on dry pavement. An H-rated tire (approved for sustained speeds of up to 130 mph) may be well within the needs of a touring bike even on Europe’s autobahns, but a sport-touring rider may want the additional safety margin of a V- or Z-rated (149 or 150-plus mph) tire.

Depending upon how you ride, you may notice that the center of your tires’ tread wears out while there’s still plenty left on the shoulders. This is common on touring bikes, as tourers usually spend the majority of their time riding straight up. Also, you may not go haring around in the corners because your tires feel uncertain in terms of grip when leaned over and pushed. To deal with this, most tire manufacturers offer dual- or even triple-compound tires that have a harder rubber compound and construction in their center portion for greater wear resistance, and a softer compound on their shoulders for better grip. Many tire manufacturers also have a circumferential belt that is wound tighter in the center, and less so on the edges, for the same reason. When selecting tires, be certain to select the same type and general size as the tires that originally came on your bike. If it came with radial tires stick with them, or stick with bias-ply tires if they were original equipment.

Unless your bike came that way, never run a radial at one end with a bias-ply at the other—the bike may handle strangely. It’s usually best to run the same brand and model of tire as a matched set front and rear, as they are made to function together. Your bike carries a Gross Vehicle Weight Rating (GVWR) sticker, usually located near the steering head, that lists the maximum amount of weight the bike can carry including its own weight, a full tank of gas, riders and luggage. Your tires will carry a load rating on the sidewall that lists its maximum recommended load. The total load carrying capacity of your two tires should meet or exceed the GVWR figure. And of course, check inflation pressure frequently and keep it within recommended levels. For this article we asked the manufacturers to spotlight one set of their touring and sport-touring tires, send information and a photo, then we listed other such tires in their line. Touring & Sport-Touring Tire Buyers Guide The Storm 2 Ultra is a sport/sport-touring tire for bikes such as the Honda ST1300, Yamaha FJR1300 and the BMW R 1200 RT, and also for sportbike riders who don’t wish to wear out their center tread as quickly.

It features Advanced Variable Belt Density technology, a densely wrapped belt in the center for stability, wear and mileage, with less density on the shoulders for a larger, more compliant contact patch. Others: Avon also offers the bias/bias-belted Venom in cruiser sizes, and the Venom R in two custom sizes. The Roadrider cruiser tire is for non-radial applications and lighter cruiser/touring bikes. It fits everything from the Kawasaki 250 Ninja to Harley Sportsters and the Triumph Bonneville. 011 Verge Sport/Touring Radials Shinko’s 011 Verge Radial is designed specifically to provide performance with extended tread life. The rear features zero-degree JLSB (Joint-Less Steel Belted) technology for added stability and strength, while the front is Aramid belted for enhanced high-speed performance. Both of these DOT-approved front and rear tires feature a tread compound created to provide excellent grip with extended tread life. The 011 also features a tread radius designed for enhanced high-speed cornering and a W speed rating (168 mph).