Tires are a very big issue with most sportsbike riders, especially when it comes to riding all year round. The problem is that historically what worked in the heat of the hot season usually struggled when the weather gets a bit cooler – and were just plain dodgy in the raining season.

People tried sticking touring tires on their sportsbikes to help keep them upright all year round. Sadly, when the hot season temperature is upon you you're effectively left with a knobbled sportsbike. However, things have got a lot better in the last few years and there are now a few tires we could recommend for all round road use on a +150 horsepower sportsbike.

Knock or auto ignition in petrol engines is a destructive combustion phenomenon. We look at how motorcycle manufactures tread close to the edge of damage.

The first commercially successful internal-combustion engine was patented in 1858 by Belgian Étienne Lenoir. Since then, there's been an unending quest to increase combustion efficiency so that more power can be produced while using less fuel. Motorcycle manufacturers employ advanced technologies to gain even fractional improvements in efficiency.

However, the quest for lower fuel consumption and emissions amid the demand for increased power and torque does come with the risk of reaching the knock limit; push the boundaries too far and the engine will destroy itself in minutes.

In a four-stroke petrol engine, as modern motorcycles use, the intake stroke provides each cylinder with oxygen in the form of fresh air, normally at atmospheric pressure. Petrol is added to the air stream in a modern engine at the ideal ratio of approximately 1 part fuel to 14 parts air, by electronic fuel injection. During the compression stroke, the air-fuel mixture is compressed and ignited by the sparkplug just before the piston reaches its highest position, or top-dead center. A controlled burning process then releases the fuel's chemical energy, with the resultant combustion pressure pushing down on the piston during the power stroke.

Most of the time, we motorcyclists opt for full-face helmets, but there are times when preference and circumstance can dictate dropping the chin bar. Still, if you've ever taken a bee or other insect in the face, been sandblasted by high winds or pelted by rain, a shield-equipped open-face helmet like the HJC IS-33 is a great in-between solution.

First off, the HJC IS-33 is a very nice DOT-approved helmet at a good price. The polycarbonate composite shell has clean contours and easily accessible vents that breathe well when open. Paint quality is excellent The SilverCool anti-bacterial/anti-odor interior is plush, comfortable and easily removable for washing.

Our test helmet has a 60cm circumference, which is called a Large on HJC's size chart, but said head is a bit longer than its is wide, leading to the XL being a better fit. Available size range is XS to XXL.

Arai helmets are synonymous with performance. Coveted by those who go fast or aspire to be like the fastest, each handmade helmet comes with a reputation of safety, race-derived technology and distinctive art work. Understanding that there is not one universal head shape led Aria to provide multiple options for an optimal fit. For 2013, Arai offers a host of new helmet designs for three of its premier sportbike helmet models.

The top of the line Arai Corsair-V model is packed with performance features. The Intermediate Oval shell-shaped option comes ready in five new helmet designs inspired by top road-racers including the Dani Pedrosa, Randy Mamola, Scott Russel, Nicky Hayden and Leon Haslam colorways.

The street-focused Arai Signet-Q helmet is delivered with nearly the same characteristics as the Arai Corsair-V but in a Long Oval head form. This popular helmet choice for more regular riding on an awesome machine is now available in two new designs including two American flag motives.

If you fall off your motorcycle and smack your head on a hard surface, the consequences are often dire. Head injuries account for roughly 70 percent of motorcyclist fatalities. But what actually causes irreparable damage to motorcycle riders heads in crashes? Well, according to to some scientists, who conducted a wide study of motorcyclists injuries, only one-third of head injuries are caused by direct force form impacts.

In almost twice as many instances, the injury is caused by indirect force, where damage results not from the impact itself but from the rapid rotation of the head it triggers. Indeed, in more than 10 percent of cases, the injury occurs on the opposite side of the head to the site of the impact. In these cases, shock-absorption alone isn't sufficient.

The Arai CT-Z motorcycle helmet, replacing the XC-RAM in Arai's upper level motorcycle line, the Arai CT-Z is more than just a standard open-face motorcycle helmet.

The Arai CT-Z open-face helmet has an array of features that focuses it on cruiser/touring. An extended peak keeps the sun out of your eyes, while the integrated flip-up faceshield holds the wind at bay.

Comfort is provided by Arai's proprietary Facial Contour System, which supports your head and face over a larger area, including under your jaw, to eliminate pressure points.

When buying a new drive chain for your motorcycle there is one major decision – O or X-ring. But what is the difference? O-ring chains use a conventional shaped seal between the inner and outer plate that has a circular cross section – think of it as a doughnut cut in half.

X-ring motorcycle chains have a seal that has an X shaped cross section rather than circular and therefore, as the theory goes, it has a small contact patch with the chain and produces less friction and wear.

If you are after some new sports touring tires then you'd best start considering the new for 2013 Bridgestone T30 tires.

Bridgestone is claiming that the Bridgestone Battlax T30 tires will boast improved handling and better dry grip over the Current Bridgestone Battlax BT-023; some boast considering how good the current BT-023 tires are.

Using a new T-Cross tread pattern, the Bridgestone Battlax T30 offers better contact through corners, while the compound has been developed to operate in sports touring parameters, thus making it a bespoke product for the job.

Look around your motorcycle and you'll find bearings everywhere. In your wheels, swingarm, suspension, frame and engine - and while you';; find many different types of bearings, they all aim to do the same thing. They allow movement to take place with the minimum friction possible and supporting a load in one of more directions.

Perhaps the best known bearing you'll find on your motorcycle is the ball-bearing. Typically these are made up of four or five parts. In their basic form there will be the inner and outer rings, the steel balls and a cage. Some bearings also have one or more seals to keep dirt out and lubrication in.

The inner and outer rings fit over and into the moving parts respectively. For a wheel bearing, the outer ring touches the wheel rim and the inner ring touches the wheel spindle. You've probably heard of bearing races before. These are the area or the inner and outer rings where the balls touch – where they race around if you like. It's the cage's jog to ensure the spacing between the balls remains even.

Plenty of people still hanker after a center stand for their motorcycle, even though fewer and fewer motorcycles come with a center stand as standard. By far the easiest option is the other form of 'center stand. In the form of a race stand or also called superbike stand which is very secure. They grip the motorcycle by the rear swing-arm pivot and can be used safely by one person, and mean you don't need two separate front and rear stands. These types of motorcycle stands are easy to use alone, as you get them located with the motorcycle on its side stand, then simply lever the motorcycle. It's as straightforward as that.

Separate front and rear paddock stands could still be an option and might be cheaper than you think. Be wary of the cheapest of all, because they can be flimsy, but you can buy some good quality paddock stands.

Using a paddock stands for your motorcycle need some special skills, the easiest technique is to get someone else to hold the handlebars while you hoist it up on the stand. You can then take as much time as you like to make sure it' s located on the bobbins before concentrating on lifting the motorcycle up. If you're doing it alone, firstly get accustomed to how your motorcycle balances off the stand. Knowing how your motorcycle feels and behaves when you wheel it about by hand is a valuable skill. Don' t be afraid (motorcycles smell fear); it's a matter of confidence.