Candace Ownens and Vivek Ramaswamy

Vivek and Candice put a great conversation on the table. #hardtalknews

Fat Tire Kits from HardTalk News

Fat Tires for Motorcycles, Pros & Cons

Motorcycle fat tire kits have gained popularity among riders seeking to customize their bikes for a unique appearance and improved performance. These kits involve replacing the stock narrow tires with wider ones, giving the motorcycle a distinct look and altering its handling characteristics.

One of the primary reasons riders opt for fat tire kits, is the visual impact. Wider tires can give your motorcycle a bold and aggressive appearance, making it stand out from the crowd.

While some riders enjoy the unique handling, others find that fat tire kits can negatively impact the bike's maneuverability. The wider tires can lead to slower and less responsive steering, making tight turns more challenging. Wider tires are typically heavier than their narrower counterparts. This additional weight can affect acceleration, braking, and overall performance. Fat tire kits can be expensive.

If you go for a two-forty rear wheel, then all you will need is a simple extended sprocket that is slightly wider than the original. However when you go wider, you will need a Jack Drive or Out Side Drive setup. The jack drive requires 2 chains and a special swingarm, while the OSD Kit has a double bearing sprocket drive that attaches to the side of your bike where the forward sprocket drive is located. Swingarms, extended or single sided, can be pricey, costing many thousands of dollars.

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Wider Wheel Pros Cons | Motorcycles

Fat Tires for Motorcycles | Pros & Cons Motorcycle fat tire kits have gained popularity among riders seeking to customize their bikes for a unique appearance and improved performance. These kits involve replacing the stock narrow tires with wider ones, giving the motorcycle a distinct look and altering its handling characteristics. Like any modification, fat tire kits come with both pros and cons that riders should consider before making a decision.

Pros: Aesthetic Appeal: One of the primary reasons riders opt for fat tire kits is the visual impact. Wider tires can give your motorcycle a bold and aggressive appearance, making it stand out from the crowd. Enhanced Stability: Wider tires provide a larger contact patch with the road, potentially improving stability and grip during cornering, especially at lower speeds. Customization: Fat tire kits allow for personalization and customization, enabling riders to express their individual style through their motorcycles. This can include choosing from various tire tread patterns, rim designs, and color options. Unique Handling: While it may not be to everyone's taste, some riders enjoy the altered handling characteristics that come with wider tires. The bike may feel more planted and stable, especially in straight-line riding. Improved Traction: The increased tire width can result in better traction, especially on surfaces like gravel or sand, where wider tires can help prevent sinking. Cons: Altered Handling: While some riders enjoy the unique handling, others find that fat tire kits can negatively impact the bike's maneuverability. The wider tires can lead to slower and less responsive steering, making tight turns more challenging. Increased Weight: Wider tires are typically heavier than their narrower counterparts. This additional weight can affect acceleration, braking, and overall performance. Limited Tire Choices: The variety of tire options for fat tire kits might be more limited compared to standard tire sizes. This could restrict your choices when it comes to tire brands and tread patterns. Installation Complexity: Installing a fat tire kit is more complex than simply swapping out tires. It often involves modifications to the swingarm, rear suspension, and other components. Professional installation is recommended, which adds to the overall cost. Cost: Fat tire kits can be expensive. In addition to the cost of the kit itself, there's also the expense of professional installation, potential modifications, and any necessary adjustments to the bike's suspension, brakes, and drivetrain. Legal and Safety Concerns: Widening the tire size might lead to legal issues depending on your local regulations. Additionally, handling changes can affect the bike's stability and safety, especially if not properly adjusted or ridden without the necessary skill. Types: 240, 300, 330 Here's where the rubber hits the road. If you go 240 rear wheel then all you will need is a simple extended sprocket that is slightly wider than the original. Big advantages to going 240 because of this, plus the ride is better and more truer for a wider wheel. However when you go wider than a 240 wheel, you will need a Jack Drive or OSD (Out Side Drive) setup. The jack drive requires 2 chains and lots of ongoing adjustments, while the OSD requires a single chain but still has the double bearing sprocket drive. Regardless, going wider than a 240 greatly increases your rear end weight and decreases all ridability in curves and corners. Plus tires are expensive and so are the rims. Swingarms: Custom swingarms, extended or single sided swingarms can be pricey costing many thousands of dollars. Again, you go wide, the cost goes up and the ridability goes down, that simple. Bottom line, our recommendation is go 240 with a braced standard swingarm. Note: Unlike OSD systems, the Jack drive is almost always built in to the swingarm and quite often a single sided swingarm. In conclusion, motorcycle fat tire kits offer a unique and attention-grabbing aesthetic along with potential handling improvements for some riders. However, they also come with downsides such as altered handling characteristics, increased weight, and added costs. Before installing a fat tire kit, it's essential to thoroughly research, consider your riding preferences, and consult with professionals to ensure that the modification aligns with your motorcycle and your riding style.

Facts on Transgender Numbers in Canada

In Canada, the proportions of transgender or non-binary individuals are three to seven times higher among Generation Z (born between 1997 and 2006, 0.79%) and millennials (born between 1981 and 1996, 0.51%), than among Generation X (born between 1966 and 1980, 0.19%), baby boomers (born between 1946 and 1965, 0.15%), and those born in the pre-World War II and Silent Generation era (born in 1945 or earlier, 0.12%). An increase in gender transition may also lead to an increase in detransition. Recent studies, cited in a Real Clear Science article, suggest detransition rates ranging from approximately 2% to 10%, surpassing the previously reported 1%. Questions have arisen regarding whether the teaching of gender ideology in schools contributes to this phenomenon. When queried about the importance of discussing this topic in classrooms, the majority expressed support.

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Turbo 800 Twin from Suzuki?

From Cycle World

People throughout Suzuki must be breathing some huge sighs of relief as reviews roll in on the GSX-8S and V-Strom 800DE because those models are just the vanguard to a whole array of future bikes that will be developed around the same parallel-twin engine. Among them we can expect to see at least one full-faired sport model—probably bearing the GSX-R name.

This past spring, we threw a leg over Suzuki’s new GSX-8S.Julien LaCroix/Suzuki Arguably, the GSX-8S and V-Strom are the first completely new midsize Suzukis in nearly a quarter of a century. Sure, there have been substantial developments to other models, but the last time we saw a completely new engine and chassis combination in the middleweight class from the brand was the introduction of the SV650 back in 1999. That 649cc V-twin served Suzuki well, and still does today, appearing in multiple generations of SV, including naked and faired variants, as well as the V-Strom and the largely forgotten SFV650 Gladius. The engine that powers the GSX-8S and V-Strom 800DE will power an upcoming sportbike.Suzuki With the new 776cc parallel twin, Suzuki has its eye on an even broader array of models, and there are growing rumors that the next will be a faired sport version, either called GSX-8F or GSX-8R. That makes plenty of sense as the whole parallel-twin project that led to the GSX-8S and V-Strom 800 was first introduced to the public as the turbocharged Recursion concept bike back in 2013. Back then it was a 588cc SOHC twin with an exhaust-driven blower to boost power to 100 hp, but within two years it had evolved into the DOHC “XE7″ engine—still boasting a turbo—that was unveiled at the 2015 Tokyo Motor Show. The 776cc twin in the GSX-8S and V-Strom is all but identical to that prototype motor, albeit shorn of the turbocharger.

Patent drawings of Suzuki’s turbocharged twin features an exhaust that incorporates the turbo and catalytic converter into a single unit. Over the years since then we’ve seen a huge number of patent applications from Suzuki related to the project, revealing that the turbo engine project remained under development for several more years—and may still be alive today—and that the twin is destined for a wide range of models. Interesting designs to show up in those patents include an innovative exhaust that combined the turbocharger and first-stage catalytic converter into a single unit, mounted as close as possible to the exhaust ports to fire up the catalyst fast and to minimize turbo lag—always the bane of the few boosted bikes to have reached production. The fact that the normally aspirated version of the twin in the GSX-8S and V-Strom prioritizes midrange punch over top-end power could be a hint that turbocharging is still on the agenda for the future. Another patent image shows the proposed turbo engine in the Recursion concept bike.Suzuki The same patents have also shown a variety of sportbike chassis designs around the parallel-twin engine. The original Recursion used a cast-alloy frame but every document since has pointed toward the adoption of a tubular-steel design. The earlier versions showed a version with two main tubes on each side forming an “X” shape, a little like the chassis of KTM’s current 1290 Super Duke. Later patents showed a design with a more conventional steel trellis front section bolted to a cast-alloy-rear part around the swingarm pivot, a little like the chassis design used on current MV Agusta models. A running theme through all these designs was a single-sided swingarm, carried over from the original Recursion concept, and Suzuki’s draftsmen often gave the bikes a Recursion-like outline when any bodywork was included in the patent images. While a turbo twin would be an interesting halo model for Suzuki, and potentially an easy way to create a bike with 1,000cc four-cylinder performance from a sub-800cc twin, it’s likely that the first sportbike model built around the GSX-8S engine will be essentially a faired version of the GSX-8S, borrowing its chassis as well as the engine and creating an instant rival to bikes like Yamaha’s R7 and Honda’s CBR650R. Honda is also believed to be developing a CBR750R around the engine from the new Hornet and Transalp. For Suzuki, this non-turbo model—perhaps to be called GSX-8F rather than adopting the GSX-R branding—is likely to be a more important mainstream offering than any future turbocharged derivative, offering the appeal of the GSX-8S but with the bonus of a fairing to make longer-distance rides less of a chore.