What Is Typical Mileage For A Motorcycle – I hear it often, really. I can even predict the next part. It’s either “I can’t afford it right now” or “its mileage is really high”. If your wallet is too thin, I can’t help you too much. Work hard and invest. However, I have some definite opinions about the second ending. How many miles are too many for a motorcycle? The answer is clear, but not simple.
Seriously. That’s really the short answer to this question. I think a lot of riders balk at this because it depends so much on the “book value” quoted by outfits like Kelley and NADA. And on late model bikes – kilometers
What Is Typical Mileage For A Motorcycle
Case – for value. But most people who ask about high mileage aren’t concerned about book value. Instead, their concern is longevity. Longevity is determined by many factors. Mileage is only one and I would say relatively unimportant. Instead, the question should be: “How much service can I get from a motorcycle?”
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Given that mileage isn’t the only factor in this answer, let’s dive into a few things to consider when trying to figure out a solution.
A bike that has been owned by the same rider for 50 years is likely to be treated much differently than one that is passed on to a new owner each riding season. If a cyclist has been with a rider for a long time, they are probably ready to forget it a bit. Many owners are not necessarily bad, but one owner for a long time can often be a good thing.
Similarly, an older rider is likely to be conservative and aggressive with maintenance funds. Younger riders are often (though not always) a little more likely to crash the machine and a little less inclined to maintain it, simply because of life circumstances. For the same reason, a dirt bike handed down by a student from a family of children may have taken a bit more damage than a weekend toy purchased by an experienced rider.
Another factor could be the bike itself. Most learner bikes have suffered falls, crashes and deferred maintenance, a larger displacement machine aimed at more experienced riders with a higher starting price might not have met that fate.
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Similarly, the lifespan of a grand touring bike can be literally 10 or more times what you can expect from an off-road racing machine in terms of mileage. Touring bikes often have low-revving engines that make enough power due to their large displacement, so the engine doesn’t have to work too hard to do its job. The accumulated miles could be easy highway miles, and the load on the drivetrain (and chassis!) was kept to a minimum.
Compare that to a small-displacement motocross machine, which is tuned for a lot of power and often driven hard. These bikes are often battered and destroyed, and the environment can take a toll on cosmetics. Dirt, dust, sand and water can get into nooks and crannies like the engine, transmission and bearings. All of this will accelerate wear and tear and shorten the life of individual components and the bike as a whole.
Motorcycle architecture can also play a role. Some engine layouts, such as flat-twins or inline-sixes, do not have the vibration characteristic of some designs, such as a single or 45-degree V-twin. Air-cooled bikes tend to have a shorter lifespan due to the longer operating distance required at higher temperatures. The design of the chassis is also taken into account. Badly suspended (or stiff) bikes add more shock to the chassis. Similarly, lightweight bikes often sacrifice some material strength to achieve their lightness. Examples of this can be broken frames or subframes.
I don’t mean “is this new?” I mean the motorcycle was ridden regularly. I have seen many motorcycles with extremely low mileage (due to lack of riding) when they are put back into service. When bikes sit, tires tend to break down, seals dry out and leak fluids, and moisture can build up and attack even the toughest parts.
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If the bike was simply not being used, rather than being intentionally “killed” (colloquial for long-term storage), the problem could be compounded. Pistons and rings can get stuck in their bores, carburetor jets get clogged, fuel goes bad, and gas tanks can start to flake off with rust. In general, a higher mileage motorcycle that is used (but not abused) will show fewer problems than a lower mileage example that has stopped riding.
If driven, was it used carefully? Or was the driver using gas all the time, shifting gears without a clutch, pulling wheel stands and slamming the bike behind each one? If it’s a touring bike, was it ridden alone or was it overloaded towing a trailer? Did the rider turn the engine off the rev limiter every chance he got? Was it gently warmed up or was it forced to redline every day when frozen? Driven in mud, dust and sand? Is it an air-cooled bike that has sat quietly in city traffic all its life? All of these factors and more can significantly increase or decrease the life of a motorcycle.
Related to the previous question is one about storage. Even if it is ridden regularly, a bike stored in the elements will show a lot of wear and tear. The vinyl used on the seats can often crack, the paint will water and fade, the chrome can bubble and peel, and the underlying steel can rust and the aluminum will oxidize. Heat, cold, humidity, dirt and precipitation can cause damage. Keeping it in a structure helps reduce many of those problems, and a temperature-controlled environment is even better. Pay attention to where the bike was stored.
What’s more important to you…low mileage or the rest of the bike? I know which one I want to see. photo.
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Gears can be disconnected, replaced, changed and fixed, especially if they are mechanical devices. Don’t expect every odometer reading to be correct. Other items such as changing tire sizes and aftermarket chains may cause the leather to show numbers higher or lower than the actual mileage.
In my opinion, this is the single most important factor in determining how many miles a motorcycle will last. We can start with repairs and maintenance. A motorcycle is quite an expensive purchase for many people. Someone who takes great care of their ride, repairing and maintaining their bike when needed (or better yet, more often than needed!) is often the kind of person who understands that maximizing economy doesn’t necessarily mean cutting costs.
In the same way, use and even abuse can be corrected, corrected or revoked. Properly damaged and repaired motorcycles can be better than undamaged or unmaintained motorcycles. A motorcycle with high mileage and a few major component rebuilds may be more reliable than a similar unit with a lower odometer reading. A textbook example of this is a restored motorcycle. Often found in a state of disrepair, a restored bike often has parts that have been refurbished, replaced and reupholstered. An older motorcycle that has served many owners faithfully may have many miles on it, but with lots of new or well-used parts installed, it can often look as good or better than it did in the showroom – and often ride as well as look.
Accordingly, there comes a point where so many parts have been replaced that they don’t really reflect age
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The general condition also provides contextual clues. Unobstructed factory wiring, shiny paint, shiny chrome with no blemishes, and decent tires in good condition all belie the mileage in one way or another. There are many places you can look to determine the condition that has nothing to do with the odometer.
. What is a reasonable amount of repairs to do on a high mileage motorcycle? A new set of tires? Engine overhaul? Rebuilding the fork?
A motorcycle is rarely “shot”. Instead, the ratio of the value of the bike to the cost of more expensive and many repairs just goes down. The two-stroke conversion is very common, but it’s also very easy to do. Likewise, a liquid-cooled touring bike can go many miles before needing additional maintenance, but when it does, it can be a little expensive.
Also, the rarity, age, and price of the bike should be related to what you consider “high mileage.” A well-maintained motorcycle with high mileage and an asking price well below book value may be “high mileage”. It can also be a very sweet deal with lots of loyal service. The same goes for a very old bike – 1948. A Panhead with 100,000 miles on the clock, hard to find in original condition, is worth a pretty penny, and
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