That's actually quite a lot of profile what you see here. Modern motorcycles hardly have any continuous grooves. They start in the middle and end when they even come close to the edge. Why is that so? It is due to the relatively small contact area, which does not change significantly in inclined positions.

And yet these few profile grooves are necessary. In motorbike races, for example, slicks are switched to profiled tyres. Also in motorbike races, slicks are switched to profiled tyres. When you see their adventurous inclined position, you know what rubber compounds are capable of. This can almost only be described as an 'adhesive bond'.

And what about the minimum profile for motorcycle tires? That's 1.6 mm, just like in a car. So you have to assume that there is a risk of aquaplaning here too. It should be noted that although its occurrence is less likely, its consequences are more serious. Then there is no mutual support from neighboring wheels. There is even the 4 mm limit for motorcycles, although the tires never have a tread depth of around 8 mm when new, right? And to complete the matches, there are also the so-called wear indicators, but these are usually only visible from 0.8 mm. Motorcycle tires are more often different at the front and rear than on other vehicles. Nevertheless, a certain equality of make and type is recommended.

The designations of motorcycle tires are identical to those of passenger cars, perhaps with the addition of 'm/c' (motor cycle). There are indicators for the direction of rotation on both the tires and the rims. Since the motorcycle is even more dependent on its tires than other vehicles, new tires should be broken in while at the same time being used with caution until all unfavorable deposits have been worn off and the parts of the tire have settled.

Incidentally, what has been said here does not necessarily apply to sidecars, which sometimes feel more at home on car tires. Finally, a look at the small and light motorcycles. They may drive the profile down to 1 mm, which of course is also not recommended.

Here are the standardizations for bicycle tires, for example for diameters of 26 and 28 inches. The new norm on the left after the European Tyre and Rim Ttechnical Organisation, on the right the old English name. If you compare these with those in the 'Standardization' chapter, you will hardly notice any differences.