Motorcycling & Off-Road Tools
Gearing, suspension, premix, stopping distances, recovery loads and the angles that decide what you can drive over.
What a sprocket change does to your revs, your speed and your speedometer — calibrated from one point you already know.
Suspension Sag CalculatorRider sag and static sag from three measurements — and the static figure tells you whether the spring itself is right for your weight.
Two-Stroke Premix CalculatorOil for any fuel quantity at any ratio, in ounces and millilitres — plus a check on what you actually poured.
Motorcycle Braking DistanceReaction and braking distance by speed and surface, how much speed you still carry if the road runs out, and what a following gap really covers.
Winch & Recovery Gear SizingThe pull a stuck vehicle actually needs, what your winch really delivers with rope on the drum, and whether a snatch block closes the gap.
Approach, Departure & Breakover AnglesThe three angles that decide what a vehicle can drive over, plus the static tip angle and what bigger tires really change.
Tire Size, Speedometer & GearingWhat a tire size change does to your speedometer, odometer, clearance and effective axle ratio — with the regear that puts it back.
Tire Age (DOT) & Pressure by TerrainDecode the DOT date code to find how old a tire really is, and what pressure to run on sand, rock, snow and gravel.
Jetting for Altitude & TemperatureThe main jet that keeps your mixture right when the air thins — altitude and heat together, with a grid across both.
Riding Gear & Wind Chill GuideWhat the air actually feels like at road speed, and the layers that match it — because 50°F at 60 mph is not 50°F.
Motorcycle Payload & Load PlannerWhether your bike is within its load limit once rider, pillion, luggage and fuel are counted — the check almost nobody performs.
Motorcycle Fuel Range PlannerRange to reserve, range on reserve, and fuel stops for a route — with economy falling the way it actually does as speed rises.
Overlanding Water, Fuel & StorageWater and fuel for a self-sufficient trip, what they weigh, how many jerry cans — and whether your roof is already over its limit.
Group Ride Signals & FormationThe hand signals every group rider should know, a flashcard test, and the staggered-formation spacing at any speed.
About these motorcycling & off-road tools
Above about walking pace a motorcycle is steered by pushing the bar on the side you want to go — push right to go right. This is countersteering, it is how every two-wheeled vehicle above a few miles an hour actually turns, and most riders do it for years without knowing they are doing it. Pushing the right bar momentarily steers the front wheel left, which puts the contact patch out from under the centre of mass and drops the bike into a right-hand lean. It matters because under pressure people revert to what they believe rather than what they practise, and a rider who thinks they turn by leaning will pull the bar the wrong way in an emergency and steer straight into the thing they were avoiding. Deliberately practising it is one of the few interventions that measurably changes crash outcomes. The second thing worth knowing is where the braking comes from. Weight transfers forward as you slow, loading the front tyre and unloading the rear, so the front brake supplies something like seventy to ninety per cent of the available stopping force — and the harder you brake, the more that asymmetry grows. The rear locks easily precisely when you need it most. The third is that payload has far less margin than on a car. A machine rated for 400 pounds of load is close to spent with two riders and a tank bag, and going over it changes suspension geometry, tyre temperature and braking distance simultaneously rather than one at a time.