•  The powersports technician's main responsibilities   •  Wages and benefits   •  Training and advancement   •  The employment picture   •  Additional career opportunities   •  Authorized dealerships versus independent repair shops   •  The various types of motorcycles and other powersports vehicles   •  The major powersports vehicle mechanical and electrical systems

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Fig. 1 - Routine maintenance is an important part of the technician's duties in the modern powersports service center. Courtesy Yamaha Motor Corporation USA

The Powersports Technician
Powersports (that is, motorcycle, ATV, scooter, snowmobile, personal watercraft, utility vehicle, recreation utility, and electric) vehicles are everywhere. Their use is increasing, and the powersports industry is expanding. Once-discontinued brands are back in business, and brands have changed hands. Several new companies have appeared, including many from Taiwan and China. Manufacturers previously mid-pack in sales are now near the front and are pulling away. With names once ranging from Adly to Zundap, today there are more than 60 major powersports vehicle manufacturers. It's an exciting time to be in the powersports business. Though there was a downturn during the recent 2008-2010 period, the powersports industry is thriving and growing, and there are many rewarding job opportunities.

The Technician's Responsibilities
The typical duties of the powersports technician may neatly be divided into six categories. These are maintenance, pre-delivery service, troubleshooting, repair, restoration, and custom work.

Maintenance
In the maintenance role, the technician performs routine maintenance. Maintenance means making adjustments for normal wear and replacing fluids. It includes servicing high-wear items such as tires, brakes and clutches. The technician usually follows a mileage or elapsed time based checklist provided by the motorcycle's manufacturer. He or she inspects, lubricates, and adjusts the many systems. Largely preventative maintenance, this servie keeps the machine safe and reduces failures. Preparing a vehicle for storage, often called Winterizing, or for coming out of storage, sometimes called Summerizing, is another aspect of maintenance, as is also a different but related aspect of routine maintenance called Pre-Delivery Service. Pre-delivery service is when a new vehicle is uncrated and prepared for delivery to the purchaser. The vehicle is uncrated, and a few parts installed, including a battery. Air, oil, fuel, and other fluids are put in, controls are set up, tires inflated, and moving assemblies are checked for secure attachment. Preservative coatings are also removed, particularly on the brakes and exhaust. Then the motorcycle is started and checked for leaks and for a proper engine idle. Final adjustments are made, and the vehicle is test-ridden or otherwise operated. Predelivery service, often abbreviated PDI (predelivery inspection), SFD (service for delivery) or A&P (assembly and prep), is typically an entry point for beginning technicians. Nonetheless, it is a critical aspect of the powersports dealer's business and work that has considerable liability associated with it, and can make or break the relationship the buying public establishes with the selling dealer and the brand. Pre-Delivery Service is therefore very important to the manufacturer, who maintains criteria and guidelines for how it is performed, including forms and othe documents.

Fig. 2 - Troubleshooting is a skill that every shop owner needs in a technician. Courtesy Yamaha Motor Corporqtion USA.

Troubleshooting and Repair
Troubleshooting is another technician task that is perhaps the most common and frequent part of the technician's duties, and the skill most in demand by employers. Sooner or later troubleshooting comes into play in nearly every service scenario. In the troubleshooting role, the tech performs diagnostic tests and makes repairs as indicated. The mark of a skilled technician is the ability to find problems and make repairs in a short time. However, proficient troubleshooting actually entails having knowledge and using logic. In short, being a detective. Repairs, as a separate category, is of course a cross-functional activity, as repairing can be a part of nearly everything the technician does. Remedying a flat tire and replacing leaky fork seals are examples of simple repairs the technician will perform on a regular basis.

Restoration
The technician also assembles machines previously dismantled by someone else. These are called in the industry by the obviously-colloquial term "basket-cases." Bssket case projects require a very organized approach. Often the motorcycle is in haphazardly collected pieces inside soggy cardboard boxes, and often parts are missing and/or damaged. Collision repair is another restoration-oriented task. Usually good paying, collision repair involves preparing an estimate that will be accepted by an insurance company and carefully examining the vehicle for repairs that are frequently not obvious. Hidden trouble such as bearing damage and electrical problems must not be overlooked as insurance companies don't like supplemental estimates and are prone to reacting by "totalling" the vehicle, which means paying the customer a lump sum and salvage-selling it. Thus a meticulous and systematic approach is mandatory, and some techicians thrive at this demanding activity while others do not.

Fig. 3 - Custom and high performance work is commonly undertaken in some shops, such as this specialty independent, Eastside Performance, Mesa, AZ.

Custom Work
Custom work includes high performance modification, that is, alterations that make the machine perform above factory specification or radically alter its original appearance, or both. It also includes custom bike building, that is, manufacturing a vehicle altogether. These are tasks for the top-level tech. This high-stress work demands a high degree of skill and an almost fanatical attention to detail. Custom work often takes months to complete, so may be billed by the job instead of by the hour, and rewards the patient, methodical person.

Working Conditions
Powersports vehicle repair work offers several attractive features. It offers an immersion into the powersports environment, constant riding opportunities, reasonably good pay, and the satisfaction of seeing the outcome of doing skilled work with one's hands.

Fig. 4 - Vehicle lifts, a clean and well-lit and orderly shop, and heating and air-conditioning, make it much easier to do professional quality work. Courtesy Yamaha Motor Corporation USA.

General Conditions
Powersports repair shops are usually well lighted and ventilated. The best shops have forced ventilation, which will prevent the accumulation of carbon monoxide, a dangerous poisonous gas that is the byproduct of running engines. Many service shops are air-conditioned, and most are heated. The career tech will wear quality work shoes, as most shops have concrete floors which quickly create foot fatigue. Also shoes having steel reinforced toes protect the feet around shop equipment. Vehicle lifts raise the unit to waist height to prevent back injuries and permit the technician to work harder and longer without fatigue. Shops generally have music playing, and many have areas for taking short breaks and reading areas for researching manufacturer's specifications. The technician is to some degree left to him or her self while servicing powersports vehicles, although regularly checking in with the supervisor is necessary. For those who like to work this way, this is a real benefit. The technician must however be self-motivated and to a degree a self-starter. He or she must keep records of the time spent on tasks, for both their own sake in tetms of knowing how much money they made, and for the customer's sake in billing. With this kind of time awareness, the technician will eventually become very good at the efficient estimating and use of time. The technician's workload varies with experience and place of employment. Beginning techs can expect a light workload. This may be two to three moderately difficult jobs per day. Seasoned technicians however work on as many as seven to ten vehicles in a day.

Seasonal Aspects
In many parts of the world, powersports repair is seasonal work. During some parts of the year in those places, the technician may work fewer than 20 hours a week, then at a different period in the year 50 to 60 hours. In prime areas such as the Western United States, the technician may experience no slow periods and instead have more work than he or she can handle, year-round. Many shops change their service focus during different seasons to smooth out humps in service business. During the winter months, for example, such shops may schedule all their engine work, or focus on snowmobiles. In the Southwest U.S. and similar areas, it's the hotter months that signal a change in service scheduling, as motorcycle and ATV use slows dramatically in arid desert regions such as Arizona. Cooler personal watercraft riding is often the focus in hotter areas during the summer. Personal watercraft are under 16 feet long, inboard-powered, water-jet propelled, one-through-three-passenger boats.

Fig. 5 - Each technician in a powersports repair shop has his or her own tools. They usually have a lot of them, and the acquiring of these tools is a major investment.

Tools and Equipment
Employers furnish most floor- or bench- mounted equipment. However, the powersports technician is expected to own basic tools. The tech accumulates tools as he or she gains experience and seasoned technicians own thousands of dollars worth of tools. These include gauges, meters, pullers, measuring tools, and numerous specialized tools, in addition to the expected wrenches and screwdrivers. A few of these tools are purchased from the powersports manufacturers themselves, but most from specialty automotive tool suppliers. Equipment such as this, though expensive, is a must for the busy technician, who will keep these tools for as long as he or she works in the industry.

Wages and Benefits
The average yearly earnings of experienced powersports technicians in the U.S. is presently about $40,000. Top techs make more than $60,000, and a few technicians, particularly those working in specialty areas such as racing, make much more. Less skilled techs make less than the average, and ghe regions in which the tech works can also affect earnings. Powersports technicians in some cases receive benefits such as paid vacations, sick leave, and health insurance, and many employers also provide uniforms, and pay for work-related training for their techs.

Fig. 6 - How a technician is paid varies with the shop, the technician, and the kind of work he or she is doing. Courtesy Yamaha Motor Corporation USA.

Wage Plans
There are six ways powersports technicians are paid. Until twenty-five years ago, most shops compensated their techs on the straight commission pay system, a method in which the technician earned a fixed percentage of every billed hour. The technician made more money for doing more work, so this system encouraged productivity. But techs back then also enjoyed little or no employee benefits, so it wasn't as grand as it sounds. The straight commmission system has disappeared mainly because it was not a good system from the employer's point of view, because it constituted a built-in raise for the tech each time the shop raised its labor rate. The best shops raise their rates every three to five years. The hourly pay system, the way many clerical level positions are paid today, is sometimes found in powersports shops, but this method too is quickly disappearing. The benefit of this system is that the technician can count on the same pay each week. This is especially helpful as he or she acclimates to new responsibilities and learns new skills. But it is for various reasons not the best for either party. A much more sophisticated pay system is the base plus commission method. In this system, the worker is hired on a set hourly wage, and offered additional pay as a percentage based on the work that he or she accomplishes. This method is common for beginners, especially those doing repetitive work such as new vehicle preparation. But this is still not the best. The most common pay system and one increasing in popularity in today's powersports industry is the wage-per-billed-hour scheme. The wage-per-billed-hour method is a kind of combined commission and hourly system. For every hour billed to the customer, the technician earns an amount agreed on previously at the time of hire. Note that this is based on billed hours, not actual hours, so the wage-per-billed-hour system is a form of incentive system, that is, a plan that encourages and rewards productivity, and conversely, can monetarily hurt the tech if he or she is not efficient. Sophisticated incentive systems originated in the automotive trades and have only recently begun to be used in the powersports field. The fifth system, the sliding wage-per-billed-hour system, is another incentive plan. Basically, this is a two-tiered wage-per-billed-hour system. Up to a certain number of billed hours, the technician's pay is a set level, and above that is a higher level. The sliding wage-per-billed-hour system is a kind of double-incentive system typically offered only to very experienced technicians, Figure 1-6. Finally, there is the wage-per-billed-hour plus bonus pay system. This method works the same as the previous one, except the second tier amount is paid to the tech as a bonus, not as an increase in actual pay, which avoids certain tax penalties and other related issues. This again is a system usually used only with top performing technicians.

Fig. 7 - In many shops, each technician receives regular performance evaluations. He or she is rated in terms of both productivity and efficiency. Courtesy Yamaha Motor Corporation USA.

Evaluation
In many shops, the technician is evaluated periodically. These evaluations are used by management to calculate expenses and profit in the service department, in addition to giving the tech feeback on their contribution to the business. The assessment typically includes measurements of the technician's attitude, punctuality and performance. The first one is usually after the first 30 or 90 days of employment, and often ongoing evaluations then occur every 6 to 12 months. Though this differs with every shop, there are at least two evaluation metrics that are used by management to determine shop profitability. These are the tech's efficiency and his or her productivity. Technician efficiency refers to how fast the technician works. Most of the technician's tasks are routine and are therefore judged to take a certain amount of time, usually by a scale determined beforehand by the shop itself. A scheduled maintenance service for example might require two and a half hours to complete. The technician who completes the job right at the specified time is considered 100% efficient. The beginning tech will naturally be slower, a very experienced tech a little faster, than the "flat rate." If the tech takes, say, four hours to do this two-and-half-hour job, his or her efficiency would be 62 percent, an efficiency level that is very common with entry-level technicians. The other rating system, the technician's productivity, focuses on the tech's use of time between jobs. That is, how busy the tech is. Productivity is therefore a measurement of wasted time. Any time not spent on income-generating work is compared with the total number of hours the tech is at the shop. One way to score poorly in productivity is by taking too many breaks, or when the vehicle isn't fixed right the first time and has to be servied over again for the same work. It usually returns to the shop to be redone, and is called a "comeback." Comebacks are done for free, no matter how long they take. Consequently, comebacks reflect poorly on the tech's performance and are indicated directly in his or her productivity rating.

Training and Advancement
In earlier times, techs learned their trade by working alongside experienced technicians. However, the powersports vehicle is increasing in complexity. This demands that even entry-level applicants be graduates of formal training programs. Powersports technician programs are offered by high schools, community colleges, and public and private vocational schools. Privately owned specialized mechanics schools offer the fastest and most well respected track into the field. Public schools that offer vocational training on the other hand are recognized as offering the best academic rewards, while still somewhat preparing techs. Each institution teaches the beginning tech more than just mechanics. He or she must also acquire communication, computer, interpersonal, and mathematical skills.

Fig. 8 - Technical training by the OEMs is one of the benefits of working in the powersports industry. The training is first rate. Courtesy Yamaha Motor Corporation USA.

OEM Training
The vocational certificate from a respected training institution is important. It signifies a great deal of commitment and discipline, as well as newfound knowledge. But is isn't the end of the story. The technician isn't through learning -- he or she has just begun. The diploma is merely a "license to learn." On-the-job experience is one way the technician keeps learning. Experience is important, and may in the end be the best teacher. However, just as formal training gets today's tech the job in the first place, training in new technology after the hire will keep the technician at his or her best also. All of the original equipment manufacturers (OEMs, that is, the vehicle manufacturers) offer short, intense courses in model-specific technology. Most factory-to-dealer training of this sort is either free or very low cost, but the technician must already be employed by a the dealer to be eligible. Formal after-hire training has many rewards. There is the tech's increased competence. There is also the customer's confidence in the tech and in the shop. Hard-earned certificates hanging above the tech's work area show customers he or she knows their stuff, and most employers value what that can mean to their bottom line.

Aftermarket Training
The aftermarket, that is, the part of the industry not controlled by the vehicle manufacturers, offers training also. Makers of dynamometers (instruments which measure engine power), exhaust gas analyzers, computer-based troubleshooting systems and other diagnostic equipment conduct regular training programs on their products. Such training improves the skills of those using the manufacturer's equipment. The makers of the customer relations and sales and parts and scheduling software the shop computers run on also train on their programs. Management consultants provide seminars also. Just about every business connected with the powersports industry conducts training of some kind for the benefit of those employed in the powersports industry. This is aftermarket training, and it is very valuable.

Fig. 9 - Advancement isn't as sure as perhaps it is with other fields, but there are still opportunities to grow. Courtesy Yamaha Motor Corporation USA.

Advancement
Participation in various kinds of training can be an avenue of advancement. At evaluation time, an effort to become more proficient is justification for a wage increase, as such training increases the technician's value to his or her employer.

The Employment Picture
Powersports techs are badly needed. There is a secure market for the technician's skills. Three factors play a role in this need. There is the powersports vehicle buyer's increasingly higher income, the increasing complexity of powersports technology, and the graying powersports service workforce.

Higher Disposable Income
The past few decades have seen a marked growth of personal disposable income among powersports vehicle users, probably due mostly to the change in powersports user demographics, a subject we'll explore a little later. In short however, powesports is increasingly becoming a "rich man's sport." Powersports products are much more expensive than they used to be, and fewer riders work on them themselves. The technician's skills are naturally in greater demand as a consequence. Also, for various reasons, older motorcycles are gaining in popularity. The number of classic and near classic vehicles in use is growing. More technicians are needed to keep both newer and older vehicles running smoothly.

Technology
Though powersports vehicles are increasing in purchase cost, the level of their performance and therefore the rewards of riding have increased at an even higher rate, so that the buying public is comfortable with paying the higher prices. The powersports product's pleasure-to-cost ratio is therefore more favorable than ever, thanks to advances in technology. But advanced technology often means longer service sessions. It also means more complicated troubleshooting scenarios. More technicians and better ones are needed to fulfill these roles.

A Graying Workforce
A generation of seasoned techs is retiring. Long-time techs either advance to management positions or move on to less physically demanding work, or at least work that doesn't require standing all day on concrete. This opens up technician slots in the shop and contributes to the demand for highly trained technicians.

Fig. 10 - The trained powersports professional is not limited in the types of jobs in the industry he or she performs. Sales, management, and other positions are also available. Courtesy Yamaha Motor Corporation USA.

Additional Career Opportunities
Several positions other than that of technician await the trained and dedicated powersports professional, if something other than "wrenching" is what they are after.

Within the Powersports Shop
Most service techs will want to stay in the powersports shop. For these technicians, several opportunities other than technician are available.

Service Writer
The service writer greets customers. He or she is often the first and the last person the customer sees. To the customer, the service writer doesn't just work for the shop, he or she is the shop. The service writer must of course know the product. More importantly however, he or she must know people. The service writer must have the attitude and ability to deal with people and their needs. In many ways the service writer is really a salesperson. He or she sells service work. The service writer position is therefore a busy, responsible post. It is often a stepping-stone to assuming the responsibilities of management.

Service Manager
The service manager oversees the entire service operation. He or she also occasionally deals with customers. However, this job is different from the service writer's. Budgets, staffing, and profitability objectives are on the service manager's mind. He or she answers to the shop owner or general manager. The service manager makes certain that shop and/or manufacturer's policies are carried out, and controls the expenses of the department. He or she also coordinates on-going training programs. The service manager keeps all shop personnel working together. A strong technical background is in many cases secondary. The service manager may rise up from the service technician ranks. However, this is becoming less and less the norm as individuals with business training are more effective in this position than are former technicians.

Parts Manager
The parts department has a tough job. It must have its finger on enough urgently needed parts to quickly satisfy both service department and parts counter needs. But it must not keep so many parts on hand that the parts become outdated and difficult to sell. To be flexible enough to respond to changes in buying trends, inventory must be kept small. The parts manager is the one responsible for meeting this goal. Powersports shops seldom today maintain an inventory of parts. Instead, they cultivate critical purchasing contacts for getting them quickly, from not only OEM sources but also, most significantly, from the aftermarket. The parts manager balances the store's parts needs against order schedules, storage resources, billing cycles, and other business considerations. The parts department is computerized. The parts manager therefore uses computers daily. The parts manager's responsibilities are in some ways parallel to that of the general manager. In many shops the parts manager eventually moves up to that higher position.

General Manager
The post of general manager is second only to the owner's position. In a few cases the two are one and the same. The general manager is the store's operational manager. His budget and objectives are that of the overall store's. He has oversight over all departments. He or she empowers the other managers to run their departments, and those managers report to him or her.

Parts Counterperson
The parts counterperson works with four customers. He or she helps the store's service department with their parts needs, sales staff with that department's parts and accessories needs, meets the counter customers' demands, and those calling about parts on the phone. You can also add mail customers and internet customers, if the store sells in those ways. The parts department in a large store can be very busy indeed. The service department aspect of parts sales by itself is huge and under-appreciated. The timely delivery of service parts is important if the shop is to satisfy service customers. Delays can cause frustrating hold-ups. In some cases there are legal or warranty considerations as well. The partsperson's job includes advising customers concerning accessories purchases. Parts people are also on the phone quite a bit, so good phone skills are important. The parts counterperson's career track includes parts management, general management, and vehicle sales.

Salesperson
If one has a knack with people, vehicle sales can be very rewarding. A good salesperson is relaxed and easygoing, and sincerely cares about people. Product knowledge is important so the salesperson can communicate the product's qualities. More important however is a basic understanding of powersports sales. This includes contracts, state licensing procedures, and manufacturer's and aftermarket warranties.

Outside the Powersports Shop
There are several kinds of work outside of the powersports store. These include OEM jobs, aftermarket jobs, positions in training institutions, jobs with tool manufacturers and retailers, and positions with any number of industry related companies and vendors. We'll explore just a few of these.

OEM Jobs
Positions at the OEMs are often filled by persons coming from dealerships. One example is Technical Service Managers, representatives of the manufacturer who are responsible for educating and assisting the manufacturer's dealers in technical areas. Positions in the manufacturer's publications, training, parts, and communications departments are all available to former techs, and many of them even to people newly graduated from training schools. OEM sales reps, who assist their dealers with manufacturer sales programs, allocations, and other major unit (vehicle) sales issues, also often come from within the industry.

Aftermarket Jobs
Aftermarket companies need knowledgeable people also, in both sales and technical capacities. Sales representatives work with shops to sell their products and help shop owners deterimine stocking and delivery timelines. They also ensure their dealers are properly informed about their products so they are marketed and installed correctly. Magazines and other publications need staff writers having technical backgrounds and training. Insurance companies hire powersports experienced people as adjusters and analysts. Even private vehicle collectors hire full- or part- time technicians to maintain and advise concerning the maintanance and proper collection of their machines.

Jobs in Training
With powersports industry growth, there is increased need for training the many entry-level technicians. There are dozens of legitimate public and private training institutions involved in powersports training. The need for instructors for these programs is great.

Fig. 11 - Authorized motorcycle dealerships sell the manufacturer's product. They can be impressive examples of the partnership of the owner's business insight and the manufacturer's technological might. (Bert's Motorcycle Mall)

Authorized Dealers Versus Independent Shops
There are two kinds of powersports repair shops. The authorized dealership is perhaps the best known. Independent shops are however more numerous. Qualified service technicians are needed by both kinds of repair shops. Let's compare these two kinds of shops.

The Authorized Dealership
The manufacturer-authorized dealership is the most easily recognized part of the powersports industry. The authorized dealer represents, and partners with, the manufacturer. Primarily, this is in the selling of the manufacturer's product. A dealer agrees to certain bylaws when he or she signs the dealership agreement. In return, the manufacturer assigns to the dealer the right to use its name and logo, and enjoy the benefits of brand identity and other benefits such as cooperative (shared costs of) advertising. The agreement promotes the business interests of both.

Direct Link to the Product
Only dealerships sell the manufacturer's new vehicles. Only dealerships can buy parts direct from the vehicle's manufacturer. The dealer is also the first to learn of new specifications and procedures, again, direct from the manufacturer, and especially important changes to the product that will help in proper maintenance.

Direct Link to the Manufacturer
The dealer is as close to the manufacturer as the customer will usually get. For example, the dealer administers the manufacturer's warranty, something only an authorized dealer can do. The warranty is the manufacturer's guarantee of quality, and it is the manufacturer who decides what the warranty will cover. The dealer does the physical warranty repair work, if needed. Authorized dealers also have exclusive access to the manufacturer's technical help department, a benefit that is of great value when it comes to solving that mystery ailment, whether the machine is new or is older.

Employment Advantages
Working for an authorized dealership offers many advantages. These include technical support, the use of special equipment, and the opportunity for factory training. Thus the person employed by the authorized dealer will grow professionally in ways they could not working for a non-authorized shop.

Independent Service Shop
More than half, in fact an estimated sixty-one percent, of all powersports repair shops are independent shops. Independent shops are stores not set up as retail sales channels for manufacturers. While independent stores service vehicles and sell used vehicles, they do not sell new vehicles, do not sell parts procured direct from the vehicle manufacturer, and cannot act as a manufacturer's agent in servicing the warranty manufacturers offer on their vehicles. Independent shops would seem to be handicapped somewhat, but actually they offer some unique benefits to the technician seeking employment. For one, being tied to knowing and servicing only the manufacturer's vehicles, as does the authorized dealer tech, can limit the technician's experience. In an independent shop, there is no such limitation. The tech encounters older vehicles and a wider array of vehicles themselves, and most importantly, their service challenges. This permits the technician to learn areas he or she might not have opportunity to in an authorized store.

General Maintenance and Repair
Independents can be divided into two categories. Some independents attempt to compete with dealerships directly. These general maintenance and repair shops offer the same services as the dealer, and thus can be at somewhat a disadvantage. They do not have factory parts purchasing privileges or warranty authority. As a result, their services cannot help but appear less attractive to the powersports public. It's a tough way to go.

Specialty Shops
The other kind of independent shop is the specialty shop. In a word, the specialty shop specializes. The only way for an indendent to compete with an authorized dealer is to offer something the dealer can't. Customization and race tuning are examples of work the dealer is hesitant or ill-equipped to perform. The specializing independent has more freedom to do so however. More importantly, the specialty shop relies less on OEM parts, as much of specialty work involves special parts as well. And in the event hard-to-get OEM parts are needed, and have to be bought at a lower profit margin because they are coming through a dealer who is making a profit on them, the independent's special service offerings justify the higher prices he or she must then charge for the part. In connection with this, the more successful independents use this value-added marketing approach. The value-added approach is the selling of unique service offerings that are highly competetive, since they are unique. Value-added selling takes the focus off the parts and puts it on the service itself.

Employment Advantages
Although the authorized dealer (and its supporting manufacturer) would say otherwise, the independent repair shop is a legitimate part of the powersports industry. City and municipal police motorcycle, ATV, utility vehicle and personal watercraft maintenance for example is frequently a form of independent work, as are race shops, shops devoted to a niche in the market such as scooters or American-made motorcycles or personal watercraft, and many others. One aspect of working in an indepedent shop is that the technician sees the product from a totally different perspective than does his or her counterpart in the authorized dealership. This has both a bad side to it and a good side. The bad side is the independent tech is not going to learn of the latest and best procedures for the many vehicles, simply because this information is communicated by the manufacturers to only their dealers. The good side is, while the manufacturer's perspective is naturally presumed to be the best available, coming straight from the manufacturer as it does, it can however, due to corporate liability contraints and other considerations, be skewed and thus not as easily worked out in the workshop environment. As often as not, the independent tech, though he or she might lack the manufacturer's latest technical data, is ahead of the manufacturer in the things they do know, that is, what works and what doesn't in the real world. Independent shop employment can be rewarding, though it has challenges all its own. Working in an independent shop presents constant challenges, but can result in a well-rounded technical background. There are plusses and minusses both ways in other words.

Types of Powersports Vehicles
Although many think of powersports vehicles only in terms of motorcycles, scooters, and ATVs, and other wheeled powersports vehicles, personal watercraft and snowmobiles are also an important part of the powersports industry.

The Motorcycle Rider
Understanding the motorcycle owner is part of serving him or her as a customer. People ride powersports vehicles for widely different reasons. The powersports marketplace is therefore a diverse place in which to work. But it's not the same place it was twenty-five years ago.

A Different Breed
Before the influx of the Asian manufacturers during the 1960s, who by the 1970s completely controlled the industry, motorcycles used to be purchased by those having a mechanical bent. They maintained their own machines, and didn't replace them very often. Today however most riders keep their bikes only a short while, and ride them very little. The motorcycle plays a somewhat smaller role in their lifestyle, though it is still important.

Wheeled Powersports Vehicle Demographics
Powersports rider demographics, that is, the people making up the market, have radically changed. Once the enclave of the more independent and even anti-social aspect of society, motorcycles have become much more mainstream. From purely a numbers standpoint, powersports use is most popular with riders between the ages of 18 and 24. Note the bright colors on the sport bikes and youth ATVs, and their emphasis on performance over comfort. That's not an accident. However, persons over the age of 40 are also well represented in the marketplace, and in fact are increasing. The touring bike ranks are well populated by this latter segment. They want car-like features and comfort, and are able to pay for them. The percentage of women riders, a relatively new segment, has doubled each of the past two decades, as powersports vehicles have become more women-friendly and the powersports culture has evolved into a more egalitarian market. There are actually many groups that make up a shop's customers. The younger set provides the volume and fuels the excitement. The older segment moves the big-ticket units. The women riders especially are driving the market to become less traditional and more practical, accessible, and personal, and many consider the female segment the fastest growing. It's all good.

Personal Watercraft and Snowmobile Demographics
The personal watercraft and snowmobile segment of the industry may be the most difficult to serve in the powersports service department, as their vehicles are the most seasonably operated. Personal watercraft in particular are difficult to maintain, even by trained technicians, as they are used so little and stored so long, storage which if done unprofessionally does more to age these vehicles than does actual use. Add to that the effects of both fresh and salt water on aluminum and especially on the dissimilar metals used in powersports vehicles, and you can see that these are high-maintenance toys. Personal watercraft buyers are as a group higher wage earners (boating really is a "conspicuous consumption" sport), almost half own more than one unit, and more than half modify their toys to the tune of $3000 on average. Snowmobilers are pretty similar to personal watercraft users, except that their regions of the country differ, naturally. Add to this the difficulty of housing these larger vehicles and their trailers, not to mention the greater level of expectations of the vehicle's owners, and you can see that the powersports service shop has its job cut out for it.

Motorcycle, ATV, and Scooter Types
Motorcycles and other powersports vehicles are like the people who ride them. They come in an almost endless number of categories. They vary in their utility, appearance, equipment, and performance. Following is a brief accounting of the many motorcycles, ATV, scooters and other powersports vehicles in the marketplace.

Motorcycles
Standard
Once the only motorcycle category, an upright seating position and minimal special equipment characterize the standard motorcycle. Though during the 1980s and 1990s the standard all but disappeared, recent years have witnessed a revival of this powersports mainstay.

Cruiser
The cruiser is at the heart of the present motorcycle market, making up over 55% of all roadbikes sold. This machine is distinguished by its feet-forward, relaxed seating position, and traditional (or retro) styling.

Custom
Attention-getting styling and a showbike circuit pedigree make the custom stand out from the rest. Customs used to be lavishly-finished showcases for the painters and fabricator's craft. Built by individuals, these machines are perhaps a throwback to motorcycing's roots in that they promote the nonconformist, individualist lifestyle. Though the individual custom bike builder thrives today more than ever, most major manufacturers today also offer one or more models having a factory-built custom appearance.

Tourer
Touring models are designed for covering the most distance with the least discomfort. Not surprisingly, tourers are the most car-like. Tourer specifications include rider-to-passenger intercoms, computerized suspension, complete sound systems, cruise control -- even air bags! These bikes typically make up the heavyweight segment.

Offroad Bike
The offroad motorcycle offers weekend recreation. Riders of this motorcycle seek playtime in the woods, desert, and mountains. The offroad machine is lightweight, with virtually no special equipment, and by definition is not street-legal, that is, not able to be licensed or registered for on-road use, not having even basic safety equipment. This is the all-around playbike.

Motocrosser
Further down the offroad spectrum, the motocrosser is a lightweight, noisy, high-horsepower racing-only design. It is similar in appearance and specification to the offroad machine. However, the motocrosser makes absolutely no concessions to the transportation model and is not emissions regulated. Neither does it in most cases have a warranty. And, with parts replacement schedules literally marked in hours, motocrossers are very high-maintenance, racing-only machines demanding both a high degree of riding ability and dedication to mechanical upkeep.

Roadracer
The roadracer is similar to the motocrosser in many respects. It is a noisy, powerful, highly specialized machine, and is generally unsuitable for anything but racing use. That is, it has no horn, starter, or other electrical accessories fitted, its tires and brakes are not highway agency approved, and the padding on the seat is sufficient for just the hour and a half it will be raced, and no more. And of course the roadracer differs from the motocrosser in that it is designed for asphalt, not dirt. A handful of manufacturers market specially built roadracers, sometimes making them available only to buyers with racing licenses. Others make them available only to race teams which the manufacturers themselves support.

Other Racers
There are also several other types of purpose-built competition machines. These include the dragracer, hillclimber, grass-tracker, flat-tracker, and racing sidecar outfit. Also included are the streamliner, speedway bike, trials machine, desert racer, one-wheeled racer, and the ice racer. Each is highly specialized, and each is most often a product of the individual builder, as opposed to the traditional, volume, major manufacturer.

Sportbike
The sportbike has the looks of a roadracer, but is street-legal and made to meet all the necessary safety and emissions requirements. Like the roadracer, this production machine is built with leading-edge technology. Though street legal, these bikes are quickly adaptable for roadracing use on the amateur level. There is however little comfort, and like the racer, the owner can expect a far more demanding maintenance schedule than for most roadbikes.

Sport Tourer
The sport tourer is a street-legal motorcycle positioned in between the sport motorcycle and the touring machine, generally with the emphasis on touring confort. This bike is lighter, more nimble and higher performing than the tourer, yet heavier and more comfortable than the sport bike, and offers the tourer's amenities of wind protection and luggage capacity.

Dual-Purpose
Another combination motorcycle, the dual-purpose motorcycle is positioned in between the offroad bike and the standard, and combines the capabilities of both. In practice, the dual-purpose machine is more streetbike than dirt bike, however. The dual-purpose machine is also known as the dual-sport, and a recent variant whose edge is honed a bit more on the touring side is called the adventure-tourer.

Specialty Motorcycles
The specialty motorcycle category includes motorcycles made to order and those made in very small quantities. The powersports industry is blessed with a significant micro-industry of gifted artisans all over the globe. A few use engines of their own design. Most however use readily available powerplants, even in some cases, car engines. The usually hand-assembled specialty bike can be the most expensive motorcycles on the planet, with some selling for over $250,000. Tri-cars (3-wheeled cars powered by motorcycle engines) are another form of specialty motorcycle. Specialty motorcycles also include Harley-like clones, reproductions (authorized or not) of well-known but obsolete models, and uniquely-constructed machines of all kinds.

Youth Motorcycles
Most motorcycle manufacturers have a youth motorcycle line. Youth motorcycles are small, usually have automatic transmissions that make riding easier, and often have graphics and coloring that mimics the manufacturer's larger models to tap into the aspirations of the beginning rider. These products also sport such parental controls as adjustable throttle limiters, engine stop switch tethers, and other conscessions to safety for the youngest riders.

Electric Motorcycles
Electric motorcycles, or ebikes, beginning a decade ago with simple handmade experiments, are now completely credible and seem on the verge of impacting the powersports industry in a very big way. Battery technology and power conservation system improvements are developing so quickly that the industry is about to undergo a huge shift. With no emissions and (in most cases) no clutch, ebikes are drawing on the desire of many for simplicity, resource stewardship, and reduced environmental impact. And while initial examples were disappointing in both performance and charge time, great advances are happening at this time.

ATVs
Utility ATVs
There are many different kinds of all terrain vehicles, or ATVs. The utility ATV is distinguished by its almost tractor-like appearance and sealed shaft type driveline. For farmers and ranchers, the machine has practically taken the place of small farm machinery for all but strictly agricultural use. Utility ATVs are also used by the Bureau of Land Management and the Forestry Service. Also, a number of law enforcement agencies, including those in desert and beach areas, rely on these very practical vehicles.

Play ATVs
The play ATV is the four-wheel equivalent of the offroad bike. Some manufacturers call these their sport ATVs. Smaller and lighter than utility models, these machines offer all-around fun.

Youth ATVs
The youth ATV is a significant ATV segment also. Their small size, automatic transmissions, and bright colors appeal to youngsters. Parents like such safety features as adjustable throttle governors, tethered engine stop switches, and oversized footrests. Electric starting is usually standard also.

Racing ATVs
The racing ATV is designed for the competition-minded. This is essentially a motocrosser with four wheels. The racing ATV's longer axles, standard transmissions, and smaller and harder tires suit dirt racetracks. The machine's competitive purposefulness is further emphasized by its high-output motocross type engine.

Scooters
Standard Scooters
A number of manufacturers offer scooters as part of their powersports line. With automatic tranmissions, light weight, full bodywork, and essentially automotive-like encapsulated styling, scooters offer such a departure from the traditional motorcycle lifestyle that most scooter manufacturers insist that their dealers separate their scooter offerings from the regular motorcycles on their sales floor. Many versions of the standard scooter are produced in Taiwan, China, and Italy. Some of the Asian manufacturers also make them.

Maxi Scooters
Motorcycle-like engine displacement and automotive sophistication make the maxi scooter the king of the scooter world, at least if size and expense is any measure.

Retro Scooters
There are several retro scooters having traditional 1960s Italian scooter styling. Bulbuous and old-fashioned looking, these machines are very popular with a certain subset of the teenage segment.

Electric Scooters
Electric scooters, like electric motorcycles, are destined to change the powersports landscape. Those riders drawn to scooters, being aleady largely millennials (i.e. gen Y), are usually even more passionate about their vehicle being emissions-free than are even electric motorcycle users.

Personal Watercraft
There is nearly as much variation in personal watercraft (PWC) and snowmobiles as there is in wheeled vehicles. Just as with those products, available usually from the same manufacturers, makers of PWC and snowmobiles make every effort to reach different kinds of users of their products. Therefore, the categories will sound somewhat similar across the wheeled vehicle, personal watercraft, and snowmobile groups. For example, there are touring, sport, and performance models of all these powersports vehicle types.

Stand-Up Personal Watercraft
The personal watercraft segment was once dominated by vehicles that were standing-only operated. As of this writing only one manufacturer continues on this market, and it will soon fade away also, more due to environmental concerns than anything else. A unique category to PWC, stand-up models require the utmost in skill and athletisism to ride, but offer an exhilarating experience not shared by sit-down personal watercraft, which all other models are.

Sport Personal Watercraft
Many manufacturers offer sport personal watercraft, very high output versions of their PWC line, some with superchargers, components that essentially double the engine's power output. Although abiding by a "gentleman's agreement" with the U.S. Coastguard to not produce PWC that exceed 67 mph, acceleration is nonetheless breathtaking and the "name of the game" where supercharged PWC are concerned. "Bragging rights" are also involved, as virtually all supercharged personal watercraft are marketed on the basis of their horsepower output, with most of them even having the level of horsepower as part of their name.

Family Personal Watercraft
One form of personal watercraft however is sold more than any other, and this is the three-seater, family oriented personal watercraft. This is not to say that the hot-rod PWC won't seat three, some will. But the three-seater segment has taken over the market as the most successful genre, and it is not hard to see why. The increased size and complexity of the larger personal watercraft has made storing, towing, launching and just plain owning these vehicles nearly as much of a commitment as is owning a full-size boat. Price is also a factor. Consumers therefore have demanded more from ownership of these products than was formerly possible, hence the ability to put Dad, Mom and Jr. on one all at one time.

Snowmobiles
Trail Snowmobiles
The trail snowmobile is roughly equivelant to the standard motorcycle. This basic vehicle offers entry-level, moderate performance suitable for a wide range of uses and users. Its lower expense, lighter weight, and ease of handling make it a good all-around snowmobile and a good choice for the beginning snowmobiler.

Performance Snowmobiles
Like its motorcycle, ATV, and PWC counterparts, the performance snowmobile is for the high performance enthusiast. With its larger, higher-output engine and superior suspension, the performance snowmobile demands the most from the rider, but also gives back the most in thrills.

Touring Snowmobiles
Touring snowmobiles, like their motorcycle counterpart, are flush with amenities and comfort features. They have longer tracks and more compliant suspensions, seat two people as opposed to only one, and are fitted with mirrors and larger windshields.

Mountain Snowmobiles
The mountain snowmobile is a category unique to the snowmobile product. Mountain snowmobiles are designed with specialized tracks and narrow frames to traverse mountain inclines more effectively. They also do better in very soft snow, and have high-output engines to compensate for the loss of oxygen (and thus engine power) at higher altitudes. Even their gearing (actually clutching) is optimized for mountain use.

Utility Snowmobiles
The utility snowmobile, like the utility ATV, is one designed for work. Whether plowing or towing loads, the utility snowmobile is designed to get the job done. This category may be the most varied, with examples of working snowmobiles that date back to the beginning of the snowmobile itself.

Youth Snowmobiles
As with motorcycles and ATVs, the youth is not forgotten in the snowmobile market. Youth snowmobiles are smaller, obviously, and contain many of the same kinds of features that make this category similar to the youth category in other segments of the powersports market, such as youth motorcycles and youth ATVs.

Powersports Vehicle Systems
All of these vehicles function in some respects very much the same. They all have a number of systems (related group of parts or components) that work together to provide safe, dependable mobility. Each system has a special job that in most cases is the same in every vehicle type. The engine is one such system. Powersports vehicles all have internal combustion engines. Internal combustion engines burn fuel to produce heat and pressure. The engine channels this pressure into useful mechanical work. This provides the power which turns the vehicle's drive wheel(s) or propulsion system.

The Engine
The Engine's Parts
The powersports engine has an overall housing called the crankcase, a principle rotating part within known as the crankshaft, supporting parts called connecting rods, pistons, piston rings, and cylinders, and coverings for the cylinders called cylinder heads. These are the basic engine parts. They are used to trap, compress, and consume a quantity of air that has been misted with a burnable fuel. To do this, the engine must perform these four steps:

    1. Create a vacuum which draws the air and fuel mist from the fuel system into the cylinder
    2. Compress this mixture to make its burn more vigorously when ignited
    3. Ignite this mixture and mechanically convert the resulting pressure into useful work
    4. Remove the combustion's waste products in preparation for repeating the process

The Four-Stroke Engine
Most powersports products have a type of engine called a four-stroke engine. This engine requires four strokes of its piston to complete the four events just described. The four-stroke engine is dealt with more fully in Chapter 11.

The Two-Stroke Engine
The two-stroke engine is also found in some powersports products, although recent environmental regulations and societal pressures are limiting its use. The two-stroke engine produces power every crankshaft revolution instead of every other revolution of the crankshaft as in the four-stroke engine, and with fewer parts is much lighter in weight, making it a far more efficient producer of power. Chapter 12 is dedicated to the more powerful but less common two-stroke powersports engine.

The Fuel System
The powersports vehicle's fuel system stores fuel and supplies it to the engine. The system delivers this fuel to the engine in quantities and air/fuel ratios suited to the engine's rpm and load. The system includes the fuel tank, fuel shutoff valve, fuel filter, fuel lines, air cleaner, and one of two different types of fuel delivery devices.

The Carburetor
The carburetor is the older and simpler fuel delivery device. Basically a puddle of fuel is dribbled into the passing intake airstream. The air and fuel are trapped and compressed in the engine's cylinder and burned to produce pressure. As the throttle, the carburetor's air valve, is opened, more air and fuel pass through the carburetor and into the engine. This results in increased engine speed and power. A crude system, but nonetheless well developed and quite effective, simple, and economical.

Fuel Injection
Fuel injection replaced carburetors on powersports vehicles during roughly a 25-year period beginning in the mid 1980s, lagging somewhat behind the car world mainly due to costs. The more modern fuel injection system replaces the carburetor with an impressive collection of computerized electronics, for a more reliable, lower maintenance system that gives superior performance over a wider range of conditions than was possible with the carburetor, and does it while lowering vehicle emissions and, not the least, making the engine easier to start and faster to warm up. The fuel injection system is thoroughly explored in Chapter 15.

The Electrical System
All powersports vehicles use electricity in some way. Even vehicles lacking a battery still have ignition systems. Many also have batteries that supply electricity for electric starting, ignition, and lighting. The powersports vehicle's electrical system consists of four subsystems:

  •  Charging system
  •  Ignition system
  •  Starting system
  •  Accessory system

The Charging System
Just as with your cell phone, the powersports battery can provide electrical energy to the electrical systems for only so long, and then it's energy must be replenished; it must be "recharged." The charging system combines mechanical energy (engine rotation) with magnetism to produce electrical energy for battery charging.

The Ignition System
The ignition system ignites the air-fuel mixture in the combustion chamber, to start the combustion process inside the cylinder with which the engine will make power. The system produces an electric arc at the spark plug. Several parts make up the ignition system. We'll explore the ignition system in depth in a later chapter.

The Starting System
An electric starting system is used on many powersports vehicles, eliminating the need to kickstart the engine. However, not all powersports vehicles have an electric starter. The electric starting system is built around an electric motor. The electric motor is geared down to increase torque for turning the engine's crankshaft. So severe is this motor's electrical burden that the electric starter can quickly drain the battery if over-used, and to prevent overheating must be used only for short periods.

The Accessory System
The accessory system includes all electrical components and wiring other than the charging, ignition and starting systems. Lights, horn, turnsignals, and warning lights are included in the accessory system.

Engine Cooling
Powersports engines produce heat and must therefore be cooled down to ensure durability. In the combustion process, a great amount of heat is produced. Some of this heat is used for power production (piston movement). The rest is conducted away from the engine to prevent engine damage. These engines use air cooling, forced air cooling, liquid cooling, or oil cooling, and in some cases a combination of these cooling methods.

Air Cooling
The air-cooled engine transfers heat directly into the air by means of cooling fins. Cooling fins provide an exaggerated amount of surface area for exposure to outside air, allowing for greater heat transfer. The air cooling method is the most traditional for powersports vehicles, but is beginning to be superseded by more efficient cooling methods in modern vehicles.

Forced Air Cooling
Many powersports vehicles are forced-air cooled. This simply means they have fans and/or metal shrouding which supplement the air-cooling effect explained above. The fans are either engine or battery powered. A few forced air cooled engines do not have any metal shrouding, but most make use of shrouding to enhance the fan effect.

Liquid Cooling
The liquid-cooled engine, the most common today, works just as it does in the familiar car. Engine heat is conducted into a water-based coolant circulating through cavities in the cylinder, head, and crankcase. The hot coolant is then piped to a radiator which radiates the heat to the outside air. Liquid cooling maintains a more consistent engine operating temperature despite varying operating conditions, and therefore is the choice of engine manufacturers who must meet demanding power and emissions-control targets. Liquid-cooled engines are also quieter than air-cooled ones, an important feature in today's vehicles.

Oil cooling
A few powersports engines have piston aircraft derived cavities cast around their combustion chambers which flow oil instead of water-based coolant. This oil circulates and removes the heat, before being sent to an oversized oil cooler. This is an oil-based cooling system and is similar in function to a liquid-cooling system, only oil is used instead of water.

The Lubrication System
The lubrication system reduces friction within the engine. There are three types of four-stroke engine lubrication systems: wet sump, dry sump and semi-dry sump.

Wet Sump vs. Dry Sump
The sump is the lowest portion of the engine crankcase. The wet sump design keeps the oil within the crankcase. The dry sump system on the other hand contains the oil in a separate oil cavity or tank, usually to allow the engine to sit lower in the frame or for other reasons.

Semi-Dry Sump
Although not all manufacturers use the term, many of their racing or high performance models use what could be called the semi-dry sump lubrication system. In the semi-dry sump system, oil is contained in the wet sump manner, but is nonetheless segregated as much as is practical for many of the same benefits as are available with the true dry sump system. Kawasaki engines for example have the oil pump circulated oil returned to the transmission, far from the crankshaft, mimicking a dry sump arrangement.

Four-Stroke vs. Two-Stroke
Engine lubrication differs greatly between two- and four-stroke engines. The four-stroke engine circulates the oil throughout the engine. The two-stroke engine by design burns some of its lubricating oil after having flung it around inside the engine. Two lubrication methods are used in two-stroke engines: premixed fuel and oil, and oil injection. Pre-mix lubrication describes mixing oil into the fuel by hand before it goes into the fuel tank, once a common technique. More modern oil injection lubrication is automatically added to the engine separately from the fuel but at the same time and place as the fuel is added.

The Driveline
The motorcycle driveline consists of the primary drive, the transmission, and the final drive. As a technician, you will service these areas frequently.

Primary Drive
The primary drive is the crankshaft-to-transmission portion of the driveline. It slows down the transmission to about one-third the rpm of the crankshaft. The slower speed permits smaller gears to be used, for an attractively compact power transmission unit. The primary drive also houses the clutch. The clutch provides a means of connecting and disconnecting the engine from the transmission, for purposes of starts and stops. Engagement of the transmission gears is smoother when the clutch is used during shifting.

Transmission
The transmission is a torque multiplier. A series of gears in the transmission can be selected in different combinations, either manually or automatically. This provides a wide variance in rear wheel speed while the engine operates within a narrow speed range. This allows the engine's torque to be matched to the rear wheel's load in every riding environment.

Final Drive
The last link in the motorcycle driveline is the final drive system. The powersports vehicle's final drive provides motion to the rear wheel(s). There are three types of motorcycle, ATV, and utility vehicle final drives: chain, belt, and shaft. Personal watercraft are generally direct drive at drive end, and snowmobiles are almost all chain final drive.

The Chassis
The motorcycle chassis includes the frame plus everything but the engine, although increasingly today the engine is designed to be a frame member. The frame, and front and rear suspension components, are subparts of the chassis. Chapter 7 is dedicated to the chassis and its parts.

Frame
The motorcycle frame provides a means of rigidly mounting the engine, suspension, and accessories. Many different frame designs are used. The frame must be strong to support the rider and maintain wheel alignment. It must also be light enough to provide good performance.

Suspension
The suspension system uses springs and hydraulic dampers. These smooth the ride of the motorcycle. Modern motorcycles have suspension units at both the front and the rear, and increasingly, modern powersports vehicles are beginning to boast of computer-controlled suspension that adjusts with the needs and inputs.

Wheels, Tires, and Brakes
Wheels and tires support the motorcycle, provide traction, and deliver engine power to the pavement. Motorcycles have either solid wheels or wire spoke wheels. Tires provide traction for moving the motorcycle, absorbing bumps, and assisting the brakes in stopping. Today's tires are available in many different rubber compounds and tread designs. Brakes slow and stop the vehicle. Powersports vehicle brakes are made in both disc and drum styles, and a third heavy equipment derived clutch-type "wet" brake is also found on some ATVs and utility vehicles.

Summary
Powersports vehicles are exciting. Motorcycle repair work offers a constant powersports environment and good pay, and there is also the satisfaction of skilled work with one's hands. The technician's six responsibilities are maintenance, pre-delivery service, troubleshooting, repair, restoration, and custom work. The technician must be a self-starter and must also be trained. The motorcycle's complexity demands that entry-level technicians be graduates of formal training programs. These programs are offered by high schools, community colleges, and public and private vocational schools. After hire, techs may take advantage of advanced training offered by the OEMs. Experienced powersports technicians average $40,000 in yearly earnings, and many techs receive such benefits as paid vacations, sick leave, and health insurance. There are different pay systems, and techs are evaluated periodically as to their efficiency and productivity. In some parts of the U.S., powersports repair is seasonal work.

There are many positions other than that of technician. These include service writer, service manager, parts manager, general manager, and parts counterperson. Many techs go on to work for one of the manufacturers. Employment opportunities and working conditions vary. This is especially true between dealerships and independents.

Powersports vehicles are made up of motorcycles, ATVs, scooters, personal watercraft, snowmobiles, utility vehicles, recreational utility vehicles, and electric vehicles. There are many different categories of each, for example sport motorcycles, ATVs, and snowmobiles. Powersports vehicles use internal combustion engines. These engines change the heat energy of burning fuel into useful mechanical work. Most are the four-stroke type, though the two-stroke engine continues in limited service. They may either be carbureted or fuel-injected. Powersports vehicles have to varying degrees some kind of electrical system. Included in the electrical system is the ignition system. Many powersports vehicles also have a battery charging system, and systems for starting the motorcycle.

The powersports engine is air, forced-air, liquid, or oil cooled. The four-stroke engine also has either a dry sump, wet sump, or semi dry sump lubrication system. Two-stroke engines use either pre-mix or oil injection lubrication.

The motorcycle driveline is made up of the primary drive, the transmission, and the final or secondary drive. The motorcycle is held together by a chassis, which includes the frame and everything except the engine and its supporting systems. The sub-parts are the frame, the suspension, and the wheels, tires, and brakes.