In cars -except in very special cases- the driver's height is not very important when it comes to getting behind the controls and reaching the pedals, since both the distance and height of the seat and the steering wheel can be adjusted. A motorcycle is driven sitting astride, it has much less possibilities of ergonomic adjustment and it is also essential to get your feet to the ground when stationary, so the "height factor" is decisive.
Normally, 1.75 meters is established as the standard height from which the distance to the ground of the seat and footrests is stipulated. However, it must be borne in mind that there are types of motorcycles that, due to the use for which they are designed, are especially high, such as trail or "Adventure".
This usually represents a serious inconvenience for users of a height somewhat below the average who see inaccessible some machines that seem designed for Nordic sizes.
In reality, and like almost everything in the motorcycle world, it is a simple matter of habit and skill because the height of a motorcycle only matters when it is stationary.
In any case, there are tricks and habits so that drivers concerned about this issue can lose their fear of tall motorcycles.
While a motorcycle is in motion, even at low speed, it naturally tends to remain stable and upright. Really, on many occasions, it is not necessary to set foot on the ground to keep it under control. It is enough to manage the gas and maintain balance. And let alone when you are shooting at a good speed; there the height is irrelevant. The more we keep the bike moving, the less we need our legs.
For safety in the event of a fall, specialized technical motorcycle boots are always generous in heel and sole width. On many occasions, a simple centimeter makes the difference when it comes to being comfortable and stable, so it is worth taking advantage of that centimeter of difference that technical footwear gives us.
Another thing that the short biker should use to their advantage is the terrain. Benches, curbs, flower beds, stones... everything serves as a possible point of support with which to gain a few centimeters. In the city, curbs are especially useful and are also always present.
Although logically with both on the ground the feeling of security is total, the truth is that with one foot well established on the pavement it is more than enough. It is enough to take a look at the starting line of any enduro competition to see that it is the favorite of the professionals. The most natural position for this is to rotate the hip to have one on the ground and keep the other on the footrest.
The vast majority of falls from a standstill occur trying to move the motorcycle while stationary or at low speed because they are situations in which, instinctively, you tend to pull your legs. It's not really necessary; it is enough to let the motor or gravity be the ones that "pull" the motorcycle without the need to push.
Climbing on the footrest, with the bike on the central or side stand, does not represent any difficulty, even for taller bikes and shorter riders, and is the most common resource even among professional riders.
It takes some skill but there are not few -especially in off-road practice since the bikes tend to be lighter- riders who let their bike pick up a bit of speed before running alongside it, leaning on the footrest and sit on the seat. As the bike is already rolling and not on the stand, the ground clearance is much less. It should be emphasized that some practice is required and therefore it is convenient to practice before trying it on public roads.
In addition to getting on the bike from the footrest, when moving the bike while stationary, having the side stand deployed provides an extra dose of confidence, since we can always support the bike if we feel that the weight is overcoming us. In the same way, to get off the motorcycle, if we don't feel safe, it is enough to deploy the side stand and simply drop the motorcycle on it without fear that it will break.
Although it is usually one of the most popular solutions -because it is also the one that requires the least effort on the part of the rider- it should always be the last resort since doing so alters the original geometries with which the motorcycle has been designed. This means that a motorcycle whose damping has been lowered does not behave the same on the road as it did before. It will probably be slower to react and it will cost a little more to enter the curve. Ground clearance also becomes less.
The vast majority of brands and the auxiliary industry have in their catalog of accessories gel-type seats or with reduced padding that replace the original and allow a couple of vital centimeters to be gained. It is a good solution, since it does not alter the architecture of the motorcycle, although they are always somewhat less comfortable.
