Bikesrepublic

Wahid Ooi

  • It’s useful to know a few math formulas and conversions.

  • They could come in handy whenever the situation arises.

  • Math isn’t scary, they can be downright fun instead.

You may have pulled up at a petrol station to inflate your tyres and the measurement unit on the air pump left you scratching your head. Or you’ve travelled a certain distance in a given time but uncertain on how to calculate the average speed. Or how many c.c.’s (cubic centimetres) is that 114 cubic inch Harley engine?

Fret not, because we’re here to help. We work with these numbers on an almost daily basis.

1. Pound-per-square-inch (psi) to kilopascal (kPa)

We’re familiar with these two pressure measurements as tyre pressures. While kilopascal is more widely used, there are still many pumps that still measure in pounds-per-square-inch.

To convert, multiply by 6.9 kpa. For example, 32 psi X 6.9 = 220.8 kPa.

What about bar? You just need to multiply the number by 100 to obtain the kilopascal reading i.e. 2.5 bar X 100 = 250 kPa.

2. Distance (km), speed (km/h) and time (hr.)

These three are interlinked. The easiest way to remember the formulas among them is to draw a triangle and place Distance (D) on top of Speed (S) and Time (T).

Say if you travelled at a steady 110 km/h for 3 hours and 15 minutes:

Distance = 110 km/h X 3.25 hours = 357.5 km

Conversely, to determine your average speed after covering a known distance in a certain amount of time, say from the Rawang R&R to the Bukit Kayu Hitam Immigration Checkpoint (441km) in 3 hours, 25 minutes:

Speed = 441 km ÷ {[(3 hrs. X 60 minute) + 25 minutes] ÷ 60 minutes} = 441 ÷ (205 ÷ 60) = 441 km ÷ 3.42 hours = 128.95 km/h

Finally, say you’re planning a convoy and need to estimate the amount of time you’d spend in covering a distance at a certain speed. Again, let’s assume the 441 km distance at an average of 110 km/h.

Time = 441 km ÷ 110 km/h = 4 hours

3. Engine Displacement / Capacity (cc)

The formula is: Displacement = Pi X radius2 X height = P X (½ X bore)2 X stroke

As an example, let’s use the Triumph Tiger 800 which we tested recently. The bore’s 74.0 mm and stroke’s 61.9 mm. However, since we seek the result in cubic centimetres (cc), we have to first convert milimetres to centimetres. Hence, the bore and stroke are 6.19 cm and 7.40 cm, respectively. Let’s plug in the numbers.

Pi X (½ X 7.40)2 X 6.19 = 3.14 X (3.70)2 X 6.19 = 3.14 X 13.69 X 6.19 = 266.08 cc

That’s the displacement of one cylinder. Since the Tiger 800 is an inline-Triple, we multiply 266.08 by 3. Therefore, the engine displacement of the Triumph Tiger 800 is 266.08 X 3 = 798.26 cc, which is rounded to 800 cc. 

4. Cubic Inches (c.i.) to Cubic Centimetres (cc)

As we mentioned earlier, Harley-Davidson and Indian motorcycle engine capacities are published in cubic inches; such as the Milwaukee-Eight 114 and Thunder Stroke 111, respectively.

To convert, multiply cubic inch by 16.387. Therefore, 114 X 16.387 = 1868.12 cc, rounded to 1870 cc.

5. Kilowatt (kW) to mechanical horsepower (hp)

Certain manufacturers publish their products’ power output in kilowatt (kW), but we are more familiar with horsepower.

To convert, multiply kW by 1.34. Hence, 70 kW X 1.34 = 93.8 hp, or rounded to 94 hp.

6. Metric horsepower (PS) to mechanical horsepower (hp)

PS is known as metric horsepower, while HP is known as mechanical horsepower.

To convert, multiply ps by 0.986. Thus 35 PS X 0.986 = 34.5 hp

7. Foot-pound (ft. lb.) to Newton-Metre (Nm)

These two units concern torque, usually used to quote the engine’s “pulling power.”

To convert, multiply ft. lb. by 1.36. Hence, 90 ft. lb X 1.36 = 122.4 Nm

8. Miles-per-hour (mph) to kilometres-per-hour (km/h)

To convert, multiply mph by 1.61. Thus, 60 mph X 1.61 = 96.6 km/h

Similarly, 1 mile is equal to 1.61 kilometres.

9. Foot (ft.) to metre (m)

To convert, multiply by 0.30. Thus, 30 feet X 0.30 = 9.00 metres

10. Inch (in.) to milimetre (mm)

To convert, multiply by 25.4. Hence, 3.5 inches X 25.4 = 88.9 mm

11. Pound (lb.) to kilogram (kg)

To convert, multiply by 0.45. Thus, 410 lb. X 0.45 = 184.5 kg

12. Fahrenheit (F) to Celsius (C)

Do bear in mind that the Fahrenheit scale is 32o when the temperature is 0o Celsius. So, in order to determine the temperature in Celsius, you need to take the Fahrenheit reading, subtract 32 and multiply by 0.5556.

For example: 90o F = (90 – 32) X 0.5556 = 58 X 0.5556 = 32.2o C

  • Shell Malaysia has launched their 2018 road safety campaign.

  • Called #SHELLSELAMATSAMPAI, it targets behavioural change in young bikers.

  • The campaign consists of four major programmes.

Kuala Lumpur, 23 April 2018 – Shell Malaysia has launched their 2018 road safety movement.

The campaign consists of four major programmes, all endeavored at conveying the importance of road safety among young motorcyclists and youth.

The Shell Malaysia Road Safety Movement, popularly known as #ShellSelamatSampai (#SSS) is a Shell Malaysia social investment programme that comprehensively drives road safety awareness and behavioural change among motorcyclists and youth, who make up the highest fatality rate in road crashes in Malaysia.

For the first time, Shell Advance will be actively conduct motorcycle maintenance workshops to inculcate the habit of proactive maintenance and proper lubrication practice. Properly maintained vehicles, including motorcycles, are crucial in reducing the number of road accidents.

This year, #ShellSelamatSampai (#SSS) consists of four main components, namely #SSS School Outreach, #SSS MyLesen, #SSS School Challenge and #SSS Varsity Challenge.

  • The #SSS School Outreach programme will see Shell Malaysia attempt to drive home its ‘Goal Zero’ accident-free zone message through a fun, educational and interactive roadshow to 20 schools nationwide.
  • In the #SSS MyLesen programme, Shell will sponsor 40 Sabahan students from Sekolah Menengah Kebangsaan (SMK) Badin in Tuaran and SMK Inanam in Kota Kinabalu to obtain their valid motorcycle-riding license.  The selected students would have the opportunity to undergo training on defensive riding, road safety awareness and how to handle emergencies, and a motorcycle maintenance workshop by Shell Advance.  The programme sees a joint effort among Shell Malaysia, Road Transport Department (JPJ), traffic police (PDRM) and Ministry of Education.

  • The #SSS Varsity Challenge aims to challenge students in six selected universities across the country, namely Curtin University, Monash University, Universiti Malaysia Sabah, Universiti Malaysia Sarawak, Universiti Sains Malaysia and Universiti Teknologi Mara, to develop technical prototypes or devices for road safety intervention that could help prevent road-related accidents among road users with a Grand Prize of RM10,000 in cash awaiting the most impactful, creative and sustainable project.
  • This year the selected twenty schools nationwide would also take part in in the #SSS School Challenge, which is similar to the #SSS Varsity Challenge in terms of objective and reward.

Since 1957, Shell Malaysia has been a strong advocate for the improvement of road safety culture amongst Malaysians. For more information on #ShellSelamatSampai, please visit www.shell.com.my.

  • Round 1 of the KTM Orange Enduro 2018 was a great start to the series.

  • It was held on 21st April 2018 at the Amanjaya Mall in Sungai Petani, Kedah.

  • Competition showed the high quality of Malaysian riders.

The first round of the KTM Malaysia Orange Enduro 2018 saw encouraging participation and a display of high level of skills from the competitors.

Enticed by the call of competition to prove themselves and KTM Malaysia’s offer of a total of RM 10,000 in prize money, 60 riders showed up for the enduro. While most hailed from the northern states there were also those from other states. The number could have been higher due to competing events during the previous week and next week besides being at the middle of the month, however, it was still encouraging to see such good turnout. Additionally, the event is open to competitors on all makes of motorcycles, although only KTM motorcycles are allowed entry into the KTM Enduro category.

Sungai Petani Off-Road Track

  • The layout and construction of the track was designed and supervised by KTM Malaysia’s Factory Rider Gabit Saleh.
  • At 1.5-kilometres in length, it has two sections.
  • The first section is MX-styled combined enduro features such as a long table-top jump at the finish line, logs and large rocks as obstacles, tall whoops, lower jumps, turns with deep mud and deep sink holes.

  • The second section consists of single- or double-tracks through the jungle, flanked by trees for a cross-country style race.

Race Format

  • The race format was in accordance with the FIM’s standard.
  • Each category was allocated a certain time limit, and one or two laps added at the end.

  • Riders line up opposite their motorcycles and sprint over to start the race.

  • The winner is determined by the number of laps completed and the first to cross the finish line.

  • KTM Malaysia contracted a sport timing company to fit a transponder to each bikes for accurate timing and lap tracking.

Categories

The competitors were divided into five categories:

  • ED 1 –           Open Enduro
  • ED2 –           Veteran
  • ED3 –           KTM Enduro
  • ED4 –           CKD Open
  • ED5 –           Cubcross Open

ED4 CKD Open Results

The event got under way with the CKD Open category. The race was allocated 30 minutes +1 lap. Thirteen riders started the race, with 10 finishers.

Hafizudin (#46) battled Muhammad Qusyairi (#42) throughout the proceedings before the latter made a mistake near the end to see the former through to claim the win. In fact, Muhammad Qusyairi had actually posted the best lap time of 3m:15.516s to Hafizudin’s 3m:25.367s. Abdul Hanif (#34) came home third almost a minute behind.

ED5 Cubcross Open Results

As the name suggests the Cubcross Open category is open to kapchais that have been modified into dirtbikes. The organizers allocated 30 minutes +2 laps to this class. Out of thirteen riders who took to the started, 10 finished.

There was a close fight among four competitors at the drop of the flag, however, they settled down and finished some ways ahead of each other at the end.

Abdul Hanif (#34) who had finished third in CKD Open took top honours this time, followed by Mohd. Zulhairi (#10) and Muhamad Adam (#3) in second and third respectively.

ED3 KTM Enduro Results

This class is exclusively for KTM dirtbikes and it was also the toughest as the competitors had to ride for 1 hour +1 lap in under the blazing sun. 11 riders took part, but only 9 went the distance.

A fierce fight developed early on and through the midway point but Ahmad Danial Haikal (#9) showed his mettle by finishing well ahead of his rivals. Lai Wai Seng (#148) rode at a steady pace to claim second place, while Mohamad Kharul Afif (#11) finished third.

 

Gabit Saleh withdrew at the halfway mark due to a technical problem resulting from a fall.

ED2 Veteran Results

The Veteran category is opened to riders aged 35 and up. Competitors had to complete the race within 35 minutes + 1 lap.

The class saw close competition amongst the top four all the way to end but Poh Ken (117) managed to pull away at the end with a controlled ride to finish 40 seconds ahead of second-placed Mohd. Sanusi (#119) and 45 seconds in front of Nazri Bahari (#67).

ED1 Open Enduro Results

This was the main event, featuring the top riders on the best machinery. A time of 45 minutes + 2 laps were allocated.

Ahmad Daniel Haikal (#99) challenged Gabit (#27) early on but soon faded and the latter went on to claim victory at the wave of the flag.  Mohamad Khairul Afif (#11) finished in third, a lap back.

Also present during the event were the Northern Dukers KTM onwers, who got to witness the proceedings first hand and lent their support to the KTM riders.

KTM Malaysia plans to hold Round 2 of the Orange Enduro 2018 at the Sungai Buaya Off-Road Track, so stay tuned. The series is in collaboration with Elf Lubricants Malaysia, EDT Printing, Gracshaw Helmets, and Bikes Republic.

PICTURE GALLERY

  • The Triumph Street Triple S one of three models in the new Triumph Street Triple (765) range.

  • It is meant for the daily rider who wants a simpler motorcycle.

  • Simpler does not mean less entertaining.

“It’s same-same but different,” said Joseph when we spoke about something which looked uncannily alike yet there’s were some differences that we couldn’t quite put a finger on.

As with Triumph’s new 2018 Street Triple range launched in September last year (please click here for the launch event at the Sepang International Circuit), they do all look alike from a few metres away but each member has a distinct personality.

To recap:

  • The flagship Street Triple RS is the king of the 765cc street fighter, boasting fully-adjustable Showa forks and Ohlins monoshock, radially-mounted Brembo M50 Monobloc front brake calipers, quickshifter, 5 ride modes including TRACK Mode, lap timer and full-colour TFT display, besides 121 bhp from the engine.
  • The “middle” Street Triple R model, features fully adjustable Showa forks and monoshock, Brembo 4.32 Monobloc front brake calipers, no quickshifter. It’s equipped with the TFT display, however there is no TRACK mode and lap timer. The engine puts out 116 bhp.
  • The Street Triple S has standard non-adjustable Showa forks, preload-adjustable only Showa monoshock, two-piston Nissin front brake calipers and an instrument cluster carried over from its Street Triple 675 predecessor. It has only two ride modes, ROAD and RAIN. The engine is tuned to produce 111 bhp.

While it’s easy to see off the S as an “entry-level” model, it’s actually meant for riders who want an everyday bike without the fancy stuff. But does it mean the bike is “compromised?”

The Street Triple S’s seat height is a little lower than the RS’s, allowing me to place both feet securely on the ground without needing to move a cheek off the seat. The seating position puts you in a nice sporty crouch without being uncomfortable and all the controls are within reach of your fingers and thumbs.

Accelerating through the gears, there’s an additive warble from underneath the tank and howl from the exhaust, but it’s totally quiet when cruising at a steady throttle at any speed.

Speaking about acceleration, the Street Triple S turns out to have a much direct, rawer feel to it. Twist the throttle aggressively and you’re rewarded with an almost beast-like forward charge.

To overtake another vehicle, just roll up on the target and give the bike some throttle. The Street Triple S will howl forward without hesitation. Keep the gas on and the bright blue shift lights illuminate one after another until the fifth one comes on, all blinking unison. Time to hit another gear – blam! It goes in immediately without ponder. However, you don’t have to blast through the gears if you’re lazy. You could let the revs drop to just above 2000 RPM in sixth gear and the bike will still pull hard at the twist of the loud grip.

When it came to handling, the Street Triple S reminded us clearly beyond doubt of how the Street Triple lineup had been imbued with great handling from the very first model. The bike was composed yet ready to go anywhere you wished it to. It felt like riding a 250cc bike with three times the power. You’ll soon be entertaining yourself with picking your way around traffic, chucking the bike into sharp corners and flying through the long ones. Although shod with Pirelli Rosso Corsa tyres, it’ll be just as happy when riding through the rain – the tyres didn’t slide once – although we rode in ROAD mode.

The suspension on both ends were suppler that the RS’s, but big bumps and deep holes will produce big jolts. At the track, the standard setting had the footpeg feelers touching down early, but on the streets, it took very, very committed (read: high speed) cornering to have them sniffing the tarmac.

Last but not least, the Nissin brakes were strong although they required a harder squeeze further into the stroke.

To wrap up, the Triumph Street Triple S is a great commuter and weekend canyon blaster despite being devoid of the flashier stuff. In skilled hands, it’ll punish plenty of bikes out there when the road goes less than straight. Furthermore, the Street Triple S is rider friendly and practical for many uses, too.

So, being slightly different isn’t a bad thing.

TECHNICAL SPECIFICATIONS

ENGINE
Engine type Liquid-cooled, 4-stroke, DOHC, 4-valves-per-cylinder, inline-Triple
Compression ratio 12.65 : 1
Bore X Stroke 77.99 mm X 53.38 mm
Displacement 765 cc
Fuel system Multipoint sequential electronic fuel injection
Maximum power 111 bhp (83.1 kW) @ 11250 RPM
Maximum torque 73 Nm @ 9100 RPM
TRANSMISSION  
Clutch Wet, multi-plate
Gearbox 6-speed
CHASSIS
Front suspension Showa 41 mm upside-down separate function forks, 110 mm travel
Rear suspension Showas piggyback reservoir monoshock, adjustable for preload, 124 mm travel
Front brakes Twin 310 mm floating disc, two-piston Nissin sliding calipers
Rear brake Single 220 mm fixed disc, single-piston Brembo sliding caliper
ABS Dual-channel ABS
Front tyre 120/70-ZR17
Rear tyre 180/55-ZR17
FRAME & DIMENSIONS
Frame Front – Aluminium twin spar beam; Rear – 2-piece high pressure die cast
Trail 104.3 mm
Rake 24.8o
Wheelbase 1410 mm
Seat height 810
Kerb weight 166 kg
Fuel capacity 17.4 litres

 

PICTURE GALLERY

  • Modenas has launched the Dominar D400.

  • Hailed as a sport-tourer, it is comfortable and easy to ride.

  • Priced RM13,788 (basic selling price with 6% GST) for a limited time it is set to dominate that market segment.

As we’ve reported earlier (click here for the article), hot on the heels of the runaway success of the Pulsar RS200 and Pulsar NS200, Modenas felt that it was the right time to bring the Dominar D400 to our shores.

To recap, first and foremost, the bikes are built by the Indian giant, Bajaj Auto, and rebadged as Modenas. It isn’t such a bad thing, really, since Bajaj also builds the smaller KTM 200/250/390 Duke/RC range that has also taken the Malaysia and the world markets by storm. We’ve also ridden the Modenas Dominar D400 during our visit to the Bajaj Auto factory (click here for the article).

The Modenas Dominar D400 is a step up to the bigger capacity market. The electronically fuel injected, 4-valve, liquid-cooled, 373cc, single-cylinder engine has some shared architecture with the KTM 390 Duke but with a few differences such as the Digital Triple Spark (DTS-i) configuration to promote more complete combustion throughout the rev range.

As far as styling goes, it has that big headlamp, fat fuel tank look of Indian-built bikes. The seats are thick and wide, fitting for what Modenas/Bajaj calls a sport-tourer. Build quality is, well, let’s just say you can’t expect the quality of a much more expensive motorcycle at this price.

However, the headlamp is fully-LED which includes Daytime Running Light. There’s a comprehensive LCD instrument cluster, while the fuel tank has a smaller LCD screen placed into it. The main LCD was clear even in direct sunlight. The graph tachometer and speedometer were easy to fathom at a quick glance. Additionally, the switchgear symbols on both sides of the handlebar are backlit for ease of night operation.

The seat height is at the correct height for most riders; I was able to place both feel on the ground comfortably at my 167cm height. The handlebar is placed high up and comes back to meet the rider for an upright seating position. As for the footpegs, they were set further toward the front and lower for comfort.

The Dominar D400 started up quickly at the tap of the button, everytime, to that familiar clatter of a single-cylinder engine.  Clutch lever pull was light. A few blips of the throttle saw the revs built up smoothly but a little slower – heavier flywheel, perhaps?

Out on the road, the bike got going easily and speed increased progressively. It slowed down smoothly when you went of the throttle too. Besides that, engine vibration was acceptable for a single-cylinder. So, it seemed to confirm our conjecture of a heavier flywheel in the engine. Anyway, the bike could hold a cruising speed from 110 to 130 km/h comfortable; it’s the rider who has to hold on above that speed due to lack of wind protection.

As for the suspension, front and rear ends were supple up to when the bike hit a large bump or deep pothole. The initial stroke was soft then hard further into the stroke.

However, the Dominar D400 handled pretty well, despite the softer suspension and feedback-less MRF tyres. The wide handlebar plus the bike’s light weight allowed us to steer the bike quickly and swerve around traffic. The ByBre front brake was grabby when riding at slow speeds but somehow needed a heavier pull when things got going.

As for electronics, ABS is standard for both ends although there is no rider mode and traction control.

All in all, the Modenas Dominar D400 is a commendable motorcycle and offers a good alternative to motorcyclists who want to move up the capacity scale without having to spend tons of money on one. If we had to choose a phrase to describe it, we would say, “Very good value for your money.”

TECHNICAL SPECIFICATIONS

ENGINE
Engine type Liquid-cooled, 4-stroke, SOHC, 4 valves, single-cylinder
Compression ratio N/A
Bore X Stroke N/A
Displacement 373.3 cc
Fuel system Electronic fuel injection with Digital Triple Spark ignition (DTS-i)
Maximum power 34.5 bhp (35 PS) @ 8000 RPM
Maximum torque 35 Nm @ 6500 RPM
TRANSMISSION  
Clutch Wet, multi-plate, slipper type
Gearbox 6-speed
CHASSIS
Front suspension 43mm telescopic forks
Rear suspension Monoshock with piggyback reservoir, ramp-type preload adjustment
Front brakes Single 320 mm disc, single ByBre two-piston sliding calipers
Rear brake Single 230 mm disc, single-piston ByBre sliding caliper
ABS Dual-channel ABS
Front tyre 110/70-R17
Rear tyre 150/60-R17
FRAME & DIMENSIONS
Frame Beam type perimeter
Trail N/A
Rake N/A
Wheelbase 1453 mm
Seat height N/A
Kerb weight 182 kg
Fuel capacity 13 litres

 

PICTURE GALLERY

  • After much enquiry and waiting, Modenas has launched the Dominar D400 tonight.

  • Priced at an ultra-competitive special introductory price of RM13,788 (for a limited time only), it is set to shake up the sub-400cc market.

  • Check out our full review by clicking on this link.

18th April 2018, Pullman Bangsar – The much-anticipated Modenas Dominar D400 has been launched tonight. The 373cc naked bike is termed as a “sport-tourer” by Modenas and Bajaj Auto. It is priced at a competitive introductory price of RM13,788 (basic selling price inclusive of 6% GST) for a limited time only.

The Modenas Dominar D400 features:

  • A 373cc, liquid-cooled, SOHC, four-valves, engine.
  • Engine is electronically fuel-injected with Digital Triple Spark ignition.
  • 6-speed transmission with slipper clutch.
  • Dual-LCD displays; one main LCD and a smaller LCD on the fuel tank.
  • Backlit switchgear on both sides of the handlebar.
  • Dual-channel ABS for front and rear disc brakes.
  • Conventional telescopic forks.
  • Monoshock rear suspension.

As the Dominar D400 is termed as a sport-tourer, the bike’s ergonomics are geared toward comfort: Upright seating position, footpegs placed forward and lower, comfortable seats, supple suspension.

In the aspects of safety, the bike features a dual-channel ABS system for both the front and rear wheels. a dual-channel ABS means that while the system is activated for one locked wheel, some brake pressure is also applied to the other wheel for chassis stability. A single-channel ABS, on the other hand, only performs its duty on that single locked wheel while still allowing the non-locked wheel to continue spinning freely – the large speed difference may cause the non-locked wheel to get “out of control.”

Modenas felt that it was the right time to introduce the model, based on their success with the Pulsar RS200, Pulsar NS200 and V15. Those bikes have sold well beyond Modenas and Bajaj Auto’s projection – 4,500 units have thus been sold since their introduction in May 2017.

The Modenas Dominar D400 had undergone some long distance journeys, according to Dinesh Kulkarni, Vice President, Bajaj Auto Limited. “The Dominar D400 successfully completed one of the world’s longest motorable journeys, the Trans-Siberian Odyssey covering 15,000 km in 53 days. The journey from Uzbekistan to Russia through six countries was successful without a single breakdown.”

We had the opportunity to test the Dominar D400 during our visit to Bajaj Auto’s factory (please click here for our first impressions) and actually test ride in Malaysia prior to the launch, so please click here for the full review.

  • Own a car too? Shell Malaysia and 11street have made it even more convenient to service it.

  • Shell Malaysia and 11street.my have collaborated to offer you the opportunity to purchase your service package online from home or office.

  • A Spend & Win! Contest is also announced and runs from 16th to 29th April 2018.

Kuala Lumpur, 16th April 2018 – Attention bikers who also own cars! Having a hard time obtaining Shell lubricants for your car? Not sure where to service? Couldn’t get the right day and time to get it service? You can now purchase Shell car lubricants and service packages online at your own convenience via www.11street.my/promotion-page/shell-official-store.

Screenshot of the Shell Malaysia Official Online Store on 11street

As a result of Shell Malaysia’s collaboration with the 11street.my online shopping platform, the former has just launched the Shell Malaysia Official Online Store. Besides of being able to purchase genuine Shell lubricants, you will also be able to purchase oil change packages inclusive of their choice of Shell Helix oil, oil filter and labour charges online.

The packages are in the form of e-vouchers. You can then call ahead to schedule an appointment at your preferred workshop (select from a list of more than 45 Shell Helix branded workshops) and redeem the e-vouchers for a Shell Helix oil change service through the 11street mobile app.

To celebrate the collaboration, Shell Malaysia and 11street have also launched the Spend & Win! special contest, from 16th to 29th April 2018. You stand the chance to win RM500 shopping credit with the purchase of Shell Helix Ultra with PurePlus Technology, Shell Helix High Mileage or Shell Helix HX7 engine oil.

Shell Helix Ultra with PurePlus Technology

It is all about using the best lubricant for your car while enjoying the convenience of online shopping.

“Shell Helix is all about enabling drivers to overcome daily challenges and keep their passion for driving alive. Working with 11street, one of the largest and more innovative online marketplace brands in Malaysia, we are able to inspire them to ‘drive on’ by offering unprecedented convenience when it comes to maintaining their cars,” said May Tan, Shell Lubricants Marketing General Manager.

Shell Lubricants Marketing General Manager May Tan and 11street Merchandising VP Bruce Lim

“This marks a truly exciting time for Malaysians, as Shell Malaysia is working with us to change how we access car maintenance services. 11street offers Malaysian shoppers convenience and ease in purchasing genuine Shell Helix oil change services of the highest quality at Shell Helix branded workshops. This partnership with Shell Malaysia will enable consumers to spend less time waiting to service their cars, and instead allow them to schedule appointments with ease at their own convenience,” said Bruce Lim, Vice President of Merchandising, 11street.

Shell Helix High Mileage

Apart from purchasing engine oil and service packages, you may also to register for the Shell Advantage and Rewards (SHARE) loyalty programme.  A simple online registration at www.shell.com.my/share opens the doors to a world of rewards with SHARE.  These include a generous buy-3-free-1 offer for purchases of Shell Helix Ultra, oil change reminders and seasonal promotions.

Shell Helix HX7

Those with cars below eight years old and 150,000km on the odometer also qualify for the free Shell Helix Engine Warranty (SHEW) when they service their cars with Shell Helix Ultra, Shell Helix High Mileage or HX7.

  • Forced-induction – also known as “boosted” – motorcycles are not new.

  • Japanese manufacturers toyed with the turbocharging concept especially in the early 1980’s.

  • The Kawasaki Ninja H2, Ninja H2R and Ninja H2X are currently the only bikes that are boosted.

The Kawasaki Ninja H2 and H2R made huge waves that crashed onto the shores of the motorcycle industry when they were introduced; but they weren’t the first forced-induction (by way of supercharger or turbocharger) production motorcycles by a long shot.

The Big Four Japanese manufacturers had flirted with the concept during the “turbo era” of the mid-80’s. You see, after Porsche launched their 911 (930) Turbo in 1975, “turbo” was not only prevalent in the motor industry but went on to invade almost every part of culture (just like how the word “millennium” did towards the end of the 90’s). Suddenly, almost every car had a turbo sticker on it. And remember “TURBO BOOST” in Knight Rider? Judas Priest even had a hit song named Turbo Lover (click here for our list of top 10 riding songs).

1975 Porsche 911 Turbo – Courtesy of 911-guide.com

Motorcycle manufacturers were also caught in the trend, apart from seeking more specific power output, of course. A forced-induction engine inducts more air, hence more fuel could be added to it, producing more power per given engine displacement.

Honda CX500 Turbo engine – Courtesy of www.tamiya.com

Here are seven forced-induction production motorcycles including the latest Kawasaki Ninja H2SX.

Kawasaki Z1R-TC (1978)

Guess you could call this the granddaddy of the H2. But while the Z1R-TC wasn’t produced by the Kawasaki factory itself, it was a factory approved special model sold exclusively through dealers in the USA. The bike was the Z1R with a “Turbo-Pak” bolted directly to it without any change to chassis and brakes. Horsepower was kicked up to 130 bhp from 90 bhp. Riders found it a handful to ride but oh, it’s so pretty.

Kawasaki Z1R-TC -Courtesy of jannys-xxx.blogspot.my

Honda CX500 Turbo (1982)

The Honda CX500 Turbo (also known as the CX500T and CX500TC) was built on the CX500 Standard (pejoratively called “The Plastic Maggot”) that started production from 1978. The CX500 Standard was already different by Honda’s standards as it had a transversely (across the frame) mounted 80o V-Twin with pushrod actuated overhead valves (OHV). The Turbo version broke many technological grounds apart from turbocharging, including the distinction as the first production motorcycle to feature programmed fuel injection. The turbocharger was dialed up to deliver a peak boost of 19 psi, doubling the engine’s horsepower to 83 bhp and took the bike to 193.6 km/h (121 mph). Unfortunately, high boost pressure means too much turbo lag and production was ended in 1982 itself.

Honda CX500 Turbo – Courtesy of silodrome.com

Yamaha XJ650 Seca Turbo (1982)

It was as if all four Japanese manufacturers sat down together and decided to build forced-induction bikes, because Yamaha too, introduced one in 1982. Of the four, the XJ650 Seca Turbo looked more futuristic (in a 1980’s way, of course). Yamaha’s engineers had simpler ideas from the others when it came to build a turbocharged bike. The engine breathed through four carburetors and routed the right muffler’s exhaust gas to power the turbo’s turbine. The engine’s compression ratio was also the highest amongst its contemporaries to battle turbo lag. However, the bike was reputed to not handle well and was phased out soon.

Yamaha XJ650 Seca Turbo – Courtesy of nippon-classic.de

Honda CX650 Turbo (1983)

Honda isn’t a company that gives up quickly. Honda had mostly fixed the turbo lag issue of the CX500 with the 673cc CX650 Turbo the very next year, by upping the compression ratio and decreasing the boost pressure (it still made 100 bhp). The CX650 Turbo was arguably the best developed turbocharged motorcycle but it couldn’t find many customers due to its high price. It was also dropped within the same year it debuted, together with the CX-series. However, only 1,777 units were made, making it one of the rarest Hondas.

Honda CX650 Turbo – Courtesy of www.classicsuperbikes.co.uk

Suzuki XN85 (1983)

The Suzuki XN85 was probably the prettiest of the 80’s turbo bikes, by adopting the groundbreaking Katana’s design. The 673cc inline-Four engine made 85 bhp (hence the “85” in its name) and pulled hard above 5000 RPM but it couldn’t match the overall performance of the larger sportbikes of the period. Although it handled well due to the 16-inch front tyre (the first production bike to use it), it was bugged by reliability issues and replaced by the cheaper and faster GS750ES the next year.

Suzuki XN85 – Courtesy of pinterest.com

Kawasaki GPz750 Turbo (1984)

Just as the rest were giving up on turbo, in came Kawasaki with the best turbo bike of the lot. Kawasaki hadn’t just bolted a turbocharger onto the GPz 750 engine, they gave the bike all sorts of top notch components: electronic fuel injection, lower compression pistons, stronger gearbox, modified oil pan with an extra oil pump, boost indicator, stiffer Unitrak monoshock linkage, and a “turbo” spoiler. It made 112 bhp and was claimed as the “World’s Fastest Production Motorcycle” at the time. Indeed, it smashed through the quarter-mile (400 metres) in 11.2 seconds at 201 km/h, before going on to hit a top speed of 238 km/h.

Kawasaki GPz750 Turbo – Courtesy of www.motorcyclespecs.co.za

Kawasaki Ninja H2R and Ninja H2 (2015 and 2016)

Kawasaki claimed that they had wanted to shake up a “sleeping” motorcycle industry by introducing the Ninja H2R and Ninja H2. Instead of sticking with laggy turbos, they learned from the past and went the supercharger route. The track-only H2R made 250 bhp, while the road-legal H2 pumped out 200 bhp. While the latter number may not be the highest among 1000cc sportbikes, one has to remember about the stupendous acceleration of the bike. Sure, they’re expensive and complex but they definitely buried the hyperbike bragging rights, when pro racer Kenan Sofluoglu hit 400 km/h on a stock H2R filled with race gas.

2015 H2R

Kawasaki Ninja H2SX (2018)

Of course, Ninja H2 couldn’t go touring. Kawasaki said okay, we’ll build you a sport-tourer based on the H2, called the Ninja H2 SX. To fit its role as a tourer and more practical everyday machine (huh?) Kawasaki retuned the engine to provide more midrange torque (as if it wasn’t enough already), gave it a bigger and more protective bodywork, upright seating position and luggage. Want aggressive touring? This is it.

Kawasaki Ninja H2SX
  • Modenas is launching the Dominar 400 on 18th April 2018.

  • The launch follows the highly popular Pulsar RS200, Pulsar NS200 and V15.

  • The Modenas Dominar 400 will shake up the entire sub-400cc segment.

Modenas (Motosikal dan Enjin Nasional Sdn. Bhd.) is set to launch another motorcycle which hails from their collaboration with Bajaj Auto Limited. Called the Dominar 400, it marks Modenas’ return to the big bike scene after the Jaguh in 1999.

Hailed as a sport-tourer by Modenas, the Dominar 400 is powered by a liquid-cooled, triple-spark, 373cc single-cylinder engine which produces 32bhp and 35Nm of torque. That gives the bike lots of pulling power and is able to hold high sustained cruising speeds. The 6-speed transmission has a slipper clutch for smoother corner entries.

Click here for our first impressions when we rode it in Pune, India.

The seating position is more upright for all-day comfort. The suspension is set on the plusher side to soak up bumps, also contributing to the overall comfort. ABS is standard on both ends.

Other contemporary touches include not one, but two LCD screens, the smaller one integrated into the fuel tank.

Check out the video below for our first impressions.

But what is more interesting is how much the Dominar 400 will be priced when it makes its entry into the Malaysian market. From our sources, it will cost under RM18,000.

That pricing will no doubt shake up the sub-400cc market. No 400cc motorcycle is priced as such, at the moment. Judging by how well the Pulsar RS200, Pulsar NS200 and V15 sold, we could expect the Dominar 400 to dominate that segment as well. Who knows, we may see more such larger bikes on Malaysian roads compared to mopeds in the future.

So, is the Modenas Dominar 400 a game-changer? You bet! The bike will be launched on 18th April 2018, so stay tuned.

  • BMW Motorrad Nightfuel 2018 kicked off at Putrajaya.

  • BMW Motorrad Malaysia showed off the latest riding gear, accessories for the R nineT and BMW motorcycles.

  • There were also lucky draws, live band performances and great food.

BMW Motorrad Malaysia’s ultimate lifestyle event – BMW Motorrad Nightfuel – is back for 2018, kicked off at the Putrajaya Recreational Airport on 7th April 2018.

The event has always served as a platform for BMW motorcycle owners as well as those of other brands, to enjoy themselves over great a great atmosphere, food and music. They are also where bikers get to catch up with their riding buddies.

BMW Motorrad Malaysia on the other hand, seeks provide BMW motorcycle owners and event as a reward for their faith in the brand. Besides that, BMW Motorrad Malaysia had always announced new BMW models or products during Nightfuel.

Close to 1000 motorcycle owners turned up for this edition, the bikes were parked two-deep on both sides and the middle of the runway.

Each attendee received a welcome pack, lucky-draw voucher and wristband for the wonderful food. The lucky draw was carried out throughout the evening, with the winners going home with some terrific prizes.

The Malaysian band 9 Lives kept the party mood going as they belted out hit after hit.

There was also a fashion show where the models showed off the latest BMW Motorrad branded riding equipment, including a one-piece racesuit. The crowd were also the first to view the BMW Motorrad Spezial range of customization options for the R nineT.

On display were the R 1200 GS Rallye, S 1000 XR, R nineT Urban G/S, S 1000 R, S 1000 RR, K 1600 B, R nineT Pure, R 1200 RT and the ultra-exclusive S 1000 RR HP4 Race encased in a Perspex err… case.

Attendees were welcomed to try on the bikes (except for the R 1200 RT and HP4 Race).

It was another great evening for everyone who attended. Bring on the next Nightfuel!

PICTURE GALLERY

  • The Ladies of Harley Malaysia is a group of female Harley-Davidson riders.

  • They get together to share their love for riding motorcycles.

  • The ladies started their ride to Melaka from Harley-Davidson of Petaling Jaya for the first time.

While it always feels good to see a fellow biker on the road, it’s undeniably better to see one of the fairer gender, “Not as a pillion, but riding her own bike, instead.” That was what Mariana Mohamad, ex-national cyclist said while awaiting the flag-off of the Ladies of Harley Malaysia’s 2018 ride to the historic city of Melaka.

Mariana Mohamad is the first lady from the right

The ride was historically historic as well, since it marked the first time the ladies began their ride from the new Harley-Davidson of Petaling Jaya.

The 20-odd ladies had gathered at the dealership from early morning, for some light breakfast and catching up. Everyone was smiling and laughing, the air was thick with cheerfulness and anticipation. Among them were Mariana Mohamad, the aforementioned ex-national cyclist and, singer and actress, Fauziah Latiff. Also present were Nor Cilla Omar and Sura (Sue) Rahman who were the Champion and First Runner Up, respectively at the recent Inaugural Bikers Invitational Golf Charity Classics 2018.

“I’ve ridden with the Ladies of Harley Malaysia many times since I started motorcycling. That time, we rode to Melaka and today feels like an anniversary as we ride there but from a new home, HDPJ,” continued Mariana.

The ladies rode mostly Harley-Davidson Sportsters, but there were a number of other models, including a Softail Slim, Street 750, Dyna Low Rider and “Sons of Anarchy” Dyna Low Rider.

As usual, they held a short safety briefing before the “On the bike” call. They suited up and rode out from the hallway in The Gasket Alley (as there weren’t too many of them).

Out on the roads and highways, the group was expertly led by Nor Cilla with Fauziah Latiff as the sweeper. The group maintained great discipline and cohesiveness throughout the trip, besides displaying good control over their machines.

The ladies stopped for fuel first at the Seremban R&R before stopping again after passing the Ayer Keroh toll plaza, where fellow Harley-Davidson riders Hulubalang MG waited to guide the convoy into Asam Pedas Lagenda for lunch. By the way, the word hulubalang means the Sultan’s royal guards and palace guards – knights, in other words – during the Malaccan Sultanate during the 15th and 16th centuries.

From there it was to Harley-Davidson of Melaka in Taman Kota Laksamana. The dealership is undergoing completion and will be formally launched in May 2018.

The dealership’s crew escorted the entire group to a restaurant called Nyonya Lin’s Kitchen for refreshments including the famous cendol nyonya and kuih nyonya. The restaurant was bedecked with period paraphernalia such as vintage furniture, motorcycles, trinkets and toys. Even the interior design resembled that of Melaka’s pre-World War II houses.

From Harley-Davidson of Melaka, it was to another round of coffee (real coffee, not those one finds in pubs) at a beach. The Ladies of Harley Malaysia finally headed over to the Villa Lisa at A’Famosa Resort at Batu Gajah.

Before we conclude, this writer observed that the riders never failed to wave their gratitude to other road users who had given way. All the riders of Ladies of Harley Malaysia and Hulubalang MG were really friendly and not stand-offish to strangers who had requested selfies or to pose with their bikes. Whoever said Harley riders were unfriendly?

Great respect from us to the ladies and gentlemen during the ride.

PICTURE GALLERY

  • The subject of tyre width has been constantly debated.

  • Is a fatter tyre better i.e. 240-section rear tyre?

  • Does it mean a skinnier tyre is bad i.e. tayar sotong?

Just like most parts on a motorcycle, this is a debate that has raged over time. There are bikes of the same capacity and power output but shod with different sized tyres, while there are some bikes that are heavier and still powerful but equipped with narrower tyres.

Click here to check out our guide on choosing the correct tyres.

But what actually brought our attention to writing this article is seeing some bikes rolling on extremely narrow tyres, colloquially known as tayar sotong.

Tayar sotong – courtesy of www.sinarharian.com.my

Every tyre hence selection is a compromise of sorts. But a wider tyre has a larger footprint thus has better grip, right? You’re not wrong, but it’s a little more complex than that. Let’s take a look.

WIDE TYRE

Pros

  • More potential grip especially when cornering.
  • Allows for higher speeds in corners.
  • Allows for deeper lean angles when cornering.
  • More stable in corners.
  • Able to take more engine power.
  • Allows for harder throttle application when leaned over.
  • Safer to trail brake.
  • Allows for harder braking.

Cons

  • Usually costs more.
  • Feels “heavier” to steer.
  • Leaves more unused areas at the sides (called “Chicken Strips”) if not fully utilized.
  • Leans the bike further over into a corner than a skinnier tyre.
  • More mass means more power is needed for acceleration (rolling resistance).
  • More mass also means the suspension and brakes have to work harder.

SKINNY TYRE

Pros

  • Usually costs less.
  • Easier to steer.
  • Easier to utilize the whole tyre.
  • Less rolling resistance for faster acceleration and lower fuel consumption.
  • Less need for heavier springs in the suspension.
  • Leans less into a corner at a given speed compared to a wider tyre.

Cons

  • Less potential side grip, limiting cornering speed and lean angles.
  • Bike feels less stable, sometime skittish.
  • Too much throttle will overwhelm the small contact patch.
  • Less force for trail braking or not at all.
  • Must brake less aggressively.

There is also an element to having a wider tyre: Style. To most bikers, a wider rear tyre makes the bike look more aggressive, sportier. But in our experience of testing almost every motorcycle in the market, having a wider or skinnier tyre doesn’t truly matter. There are times when the wider tyres actually felt harsh over public roads.

Fat rear tyres for cruisers – courtesy of harley-davidson-luebeck.de

Back to the subject of tayar sotong, these guys are all for straightline acceleration, as seen on those drag bikes (called “sprint” in Malaysia). They may be good for that kind of racing as no cornering is involved but are downright dangerous on the road. That’s because the tyres are just too skimpy for emergency braking and turning. Being too thin and low-profiled also run the risk of damaging the rims over sharp bumps. Plus, this writer has personally witnessed a tayar sotong on another bike burst in front of his eyes.

On the other hand, we’ve also come across tyres too wide for certain rim sizes i.e. a 180-section tyre on a rim for a 160 – due to the misconception that a wider tyre means more grip. Too wide a tyre will have the rim flanges pinch the tyre, resulting in SMALLER footprint than the recommended width.

Types of tyres – courtesy of www.canyonchasers.net

To conclude, the best thing to is to adhere to the motorcycle and tyre manufacturers’ recommendations. Want more grip? Choose one with softer compound. Want more mileage? Choose a sport-touring tyre.

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