These are general guidelines. Motorcycle torque specs vary significantly by manufacturer and model. Always consult your service manual. Incorrect torque on motorcycle fasteners can be life-threatening.
| Application | Size | Typical N·m | ft·lbs |
|---|---|---|---|
| Axle nut (front) | M14–M20 | 60–90 | 44–66 |
| Axle nut (rear) | M18–M24 | 80–130 | 59–96 |
| Brake caliper bolts | M8–M10 | 25–40 | 18–30 |
| Brake disc bolts | M6–M8 | 18–25 | 13–18 |
| Sprocket bolts | M8–M10 | 30–55 | 22–41 |
| Fork clamp bolts | M6–M8 | 15–25 | 11–18 |
| Engine mount bolts | M10–M12 | 40–65 | 30–48 |
| Cylinder head bolts | M8–M10 | 25–45 | 18–33 |
| Spark plugs | M10–M12 | 10–15 | 7–11 |
| Oil drain plug | M12–M14 | 20–30 | 15–22 |
| Handlebar clamp | M6–M8 | 15–25 | 11–18 |
Many motorcycle bolts are aluminum. Japanese bikes extensively use aluminum bolts for weight savings, particularly on engine covers and bodywork. These have dramatically lower torque specs than steel — often 50–60% less. If you see a silver bolt that feels "soft," it's probably aluminum. Do not apply steel torque values.
Thread locker usage: Blue Loctite (242/243) is standard for bolts exposed to vibration — caliper bolts, disc bolts, sprocket bolts. Red Loctite (271) is permanent and should only be used where the service manual specifies it. Never use thread locker on axle nuts or any bolt that goes into aluminum without checking the manual first.
Tightening sequences: Cylinder heads, brake calipers, and sprockets all have specific tightening patterns. Ignoring the sequence can warp the component or create uneven clamping.