Wahid Ooi, Author at BikesRepublic.com

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Wahid Ooi

Top 10 Best 750cc Bikes (Part 2)

750cc bikes became the hotbed for sportbikes in the late 80s and 90s as the Superbike World Championship heated up.
Thus, virtually every great 750cc bike was a sportbike.
The same applies for 1000cc bikes nowadays.

Please click here for Top 10 Best 750cc Bikes (Part 1).

750cc bikes became the hotbed for sportbikes in the late 80s and 90s as the Superbike World Championship heated up to its glory days. Manufacturers were throwing in everything they had this way as they saw that the premier production racing class was the way to promote their street bikes.

5. Suzuki GSX-R750(F) (1985)

The first Suzuki GSX-R750 (F-model) may not break new technical grounds, but it’s the first big capacity racing replica motorcycle on the road. (The first was the Suzuki RG250 in 1983). Up till then, the performance bike scene was still pretty much dominated by UJMs (Universal Japanese Motorcycles). The Gixxer brought along the aluminium box-section frame (also debuted with the RG250) and other weight saving bits, plus an oil cooled engine also to save weight. Suzuki also gave it flatslide carburettors.

4. Honda VFR750R RC30 (1987)

The RC30 showed Honda’s determination in not only GP but also in other forms of racing. As such, the bike was built by HRC (Honda Racing Corporation): The same guys who build the GP bikes. The bike was pretty complex, indeed, with a V-Four engine, quad-cams, titanium conrods, beefy aluminium frame, etc. It went on to win the 1988 and 1989 Superbike World Championships besides other production racing series such as the World Endurance Championship (including the prestigious Suzuka 8-Hour), Isle of Man TT and Macau GP. Only 3,000 units were made.

3. Kawasaki Ninja ZXR-750/ZX-7 (1989)

Kawasaki also decided to enter superbike racing, after pulling out of the 500cc GP for many years. The Superbike series became hotly contested between four manufacturers i.e. Honda, Ducati, Yamaha and Kawasaki. The ZX-7 finally captured the manufacturer’s first crown in 1993.

2. Honda RVF750 RC45 (1994)

Just to show how stiff the competition and progress in Superbikes were, the RC30 was outclassed by the third year of its launch. A small Italian manufacturer called Ducati had kicked everyone’s butt by racing relatively simple bikes namely the 851, 888 and later 916. Honda responded the way Honda typically responds by upping their bike’s technology. Thus, when the new RVF750 RC45 was revealed in 1994, it had all the bell and whistles of modern bikes (except for traction control) including PGM-FI, close firing order V-Four, lightweight forged pistons, titanium conrods, ceramic and graphite impregnated cylinder liners, close ration gearbox, yada, yada, yada. It came close to beating Ducati to the title several times and finally doing it in 1997 in combination with John Kocinski’s talent. The RC45’s engine produced over 190 hp – higher than even Honda’s mighty NSR500 GP racer – in its final form. Only 200 RC45s were ever built.

1. Suzuki GSX-R750(T) SRAD (1996)

The original Gixxer may have shown the way in terms of “light-is-right” but subsequent versions started putting on so much weight that negated their performance. One prime example was the WP model. This new Gixxer was lighter than even the company’s own GSX-R600 and some 20 kg below the nearest competitor. To boost engine power, Suzuki gave the bike an intake system called Suzuki Ram Air Direct or SRAD in short. And along with its distinctive “hornet” tail, the bike became an icon.

But is it in Number 1? It’s because like what we said in the beginning of this article: Suzuki is the only manufacturer who is currently building 750cc sportbikes. The DNA of the original GSX-R750 still lives in the current 2020 GSX-R750(L9) and it’s a very rider-friendly bike.

Aprilia RS660 Spotted on the Road

The Aprilia RS660 is highly anticipated since being introduced at EICMA 2018.
The manufacturer says that it will revitalize the middleweight sportbike segment.
Now it’s been spotted undergoing road tests.

Perhaps it’s an understatement to say that many are awaiting the appearance of the production Aprilia RS660 since its launch two years ago at EICMA.

But to be more specific, many enthusiasts are eagerly hoping that the middleweight sportbike will be affordable, compared to the fully-loaded RSV4. That’s before mentioning that the RS660 looks beautiful and purposeful.

We’ve been following its development progress since then, first seeing it being tested on the track but there’s been no further news since then.

Lately however, the bike was spotted undergoing road testing on the road. The test mule wore complete bodywork, sans paint and markings. But more importantly, it wasn’t equipped with data logging equipment. According to Visordown, this meant that the bike was being tested in final production form.

Also noteworthy is the Honda CBR650R next to it. Now, we’re not sure if the two riders knew each other, but they did, it meant that Aprilia was testing the bike against a rival in the same category. Honda claims that the CBR650R’s inline-Four engine produces a healthy 70 kW (approximately 94 hp) and 64 Nm of torque. On the other hand, Aprilia says that they are aiming for the RS660’s parallel-Twin to pump out “more than 100 hp.”

We shall see what happens next from the manufacturer from Noale.

Source: Visordown

MV Agusta Rush 1000 Delivery in June

The MV Agusta Rush 1000 was launched at EICMA 2019.
It features an outrageous styling.
Besides that, the engine produces 208 hp.

While the motorcycling world was closely watching the launch of the Ducati Streetfighter V4 and Kawasaki Z H2, the MV Agusta Rush 1000 was akin to a bomb dropped on all of them.

It started out as just a styling exercise for the Italian firm. However, they decided to turn it into production – albeit a limited run.

The bike will feature both MotoGP and Formula 1 technology, including a 1000cc, inline-Four engine with radial valve arrangement (they are set all around the head, rather than pairing them in different locations). This boosts engine power to 208 hp. Not enough for you? Then you should purchase the Rush Racing Kit to bump it up to 212 hp.

The kit also includes a titanium exhaust system, a carbon fibre passenger seat cover and obviously, a remapped engine ECU. The use of carbon fibre parts drops the wet weight from 186 kg to 184 kg.

The MV Agusta Rush 1000 is already equipped with 8-level traction control, launch control, anti-wheelie electronics, electronic Öhlins suspension and Brembo Stylema front brake calipers. The manufacturer claims a top speed of “over 300 km/h.”

Customers in the UK and Europe are set to receive their orders beginning June 2020. Only 300 will be made.

Watch the Kawasaki Ninja ZX-25R Transformed into a Track Weapon

The Kawasaki Ninja ZX-25R garnered lots of positive response since its introduction at last year’s Tokyo Motor Show.
Kawasaki Indonesia shows the way in upgrading it for track duty.
The video shows how they did it.

The Kawasaki Ninja ZX-25R garnered lots of positive response since its introduction at last year’s Tokyo Motor Show.

We can’t see why not: a screaming 250cc, DOHC, 16-valve, inline-Four engine, upside down forks, quickshifter, etc. It’s been a long time since we’ve had a 250cc inline-Four, so the bike would most probably still get plenty of interest just for the engine without everything else.

But Kawasaki Indonesia is taking it a few steps further, by creating a track weapon out of the bike.

First off, the bodywork’s replaced with an all-carbon fibre set by A-Tech Japan. Look closer and you’ll see that the frame and subframe are carbon too! The body is then given the “mesh” graphic, first seen on the Kawasaki Ninja ZX-RR MotoGP bike. The tail definitely looks similar to the Ninja ZX-6R and Ninja ZX-10R.

The metallic orange coloured footpegs are hard to miss, too.

But we think there’s still more to come, as they have not touched the suspension, brakes, ECU, engine and exhaust system. It’ll also be interesting to see what they would do to the bike’s rider aid electronics and such.

Will we see this kind of effort in Malaysia when the Kawasaki Ninja ZX-25R makes it here? You betcha!

Honda CBR1000RR-R Fireblade Recalled in Europe

A recall campaign for the Honda CBR1000RR-R Fireblade has been issued in Europe.
The campaign seeks to fix potentially defective conrods.
The bike is slated to arrive in different markets.

While many are still awaiting to take delivery of the 2020 Honda CBR1000RR-R Fireblade (besides being kept indoors by lockdowns in various countries), the manufacturer has issued a recall campaign in Europe.

The campaign affects some 300 bikes. Honda says that it’s a precautionary measure to fix what could be potential conrod (piston connecting rod) failure. The defect may be due to metallurgical defect.

The number makes up about 10% of the bikes allocated to the continent. Other countries are thus far unaffected. It leads us to believe that the conrod supplier made a bad batch.

Honda CBR1000RR-R cutaway engine – Credit moto-fan.jp

In any case, we’ll keep you updated in case those of other markets are involved.

On another note, it’ll be interesting to see how this new CBR1000RR-R will do in the market, especially given its price. Such price point was last seen with other Honda World Superbike homologation specials such as the VFR750R RC30, RVF750 RC45, VTR1000SP RC51. All these bikes were either built entirely or in part by the maker’s racing arm – HRC (Honda Racing Corporation).

Lastly, a recall campaign issued by a manufacturer ought to be seen in positive light, despite being as sensational as it seems. It’s better for manufacturers to discover problems early and notify consumers as soon as they can.

Therefore, recall and service campaigns are a commonplace these days.

More Photos of New Benelli 600 and 1200 Leaked

More photos of the new Benelli 600 and 1200 have been leaked online.
The photos also show new premium features on the 600.
The 1200 is currently being offered as a police bike.

More photos of the new Benelli 600 and 1200 have been leaked online.

But that’s not all. It seems that the 600 will be equipped with the latest electronics that’ve so far graced premium motorcycles. The photos below show a new colour TFT screen, besides a keyless go ignition system. Another photo shows backlit switchgear, although you can already find this feature in another Chinese bike.

Another photo shows the factory floor filled with the new 600cc bike, which is based on the current TnT600i. The different here is the underbelly silencer as opposed to the current underseat design. The bikes are look ready and are awaiting their bodywork.

There’s also a picture of the Benelli BJ1200J police bike, which resembles the BMW R 1250 RT. The Qianjiang Group (owners of Benelli) are hoping to compete with CFMoto and their CF1250J to equip China’s police force.

Benelli has a 1209cc three-cylinder engine based on the previous 1130cc three-cylinder which powered the TreK, Tornado and TnT1130. It produces 134 hp, compared to CFMoto’s 140 hp V-Twin which was based on the KTM 1279cc LC8.

It has to be said that Chinese motorcycle manufacturers are coming into the premium segment. Yes, there are still manufacturers who produce cheap knockoffs, but the premium makers are starting to become like Huawei who’s challenging the likes of Samsung and Apple.

Top 10 Best 750cc Bikes (Part 1)

750cc bikes are rare these days.
All segments have moved up the capacity scale.
Here are some of the best through time.

750cc bikes are a rarity these days.

It’s especially true in the sportbike category since both World Superbikes and MotoGP race 1000cc bikes. Suzuki is the only manufacturer who continues to produce a 750cc sportbike. Bikes in other categories have also moved the middleweight segment to the 800 to 900cc region.

So, here’s (another) walk down memory lane as we visit the great 750cc bikes.

1. Honda CB750 (1969)

First off, the transverse inline-Four engine isn’t new in the market, but it was the CB750 that popularized. Besides that, the disc brake and electric starter debuted on this bike thus paving the way for the future. But the biggest killer factor was the bike’s affordability and reliability, which ultimately buried the British motorcycle industry and almost rubbed out Harley-Davidson. The CB750 is the first bike to be called a “superbike.”

2. Kawasaki Z2/Z750 (1973)

Everyone crooned when the Kawasaki Z1/Z900 came out in 1972 and continue to do so for many years, leaving the Z2 almost unnoticed through time. The Z2 was visually similar to the Z1; the only difference being the engine internals. It actually sold 10% more than its nearest 750cc rival since its launch in March 1973.

3. Benelli 750 Sei (1976)

The first production motorcycle with a six-cylinder engine wasn’t the Honda CBX, it was this, the Benelli 750 Sei. The engine was based on the four-cylinder Honda CB500, with two extra cylinders. It was powerful enough to hit 201 km/h. Only some 3,200 were produced until 1979. Capacity was then upped to 900cc and less than 2,000 were made.

4. Suzuki GS750 (1977)

Suzuki finally got into the large capacity four-stroke superbike scene with this bike. The engine was smooth and powerful, and it had the reputation of being bulletproof, which paved the way for all future Suzukis.

5. Suzuki GSX750S Katana (1984)

Suzuki GSX 750S Katana IV by Max Moto Modeling Tamiya 09

Also called the Savana, Suzuki took the smaller Katana’s design up to another level. The 750 Katana had shared almost identical styling with the 1100 Katana up to 1983. This “new” 750 was given a pop-up headlight along with a restyled front fairing, making it look even more futuristic than its bigger brother. While there are those who called the 1100 the “Katana Jerung” (Katana Shark), the term was actually for this 750. The 1984 model was offered in white bodywork and gold frame and wheels only. Suzuki offered three more colour options in 1985m along with engine upgrades.

Comedian Zizan Razak Gets Pro Riding Tips from Cub Prix Racers

Comedian and celebrity Zizan Razak wanted to improve his riding.
He found it by riding motocross.
Where he was also trained by PETRONAS Cub Prix riders.

There are many different ways on how you can improve your riding skills. Whether you’re new to the two-wheel scene or a seasoned riding enthusiast with years of experience, there’s always something new to learn and one of the best ways to do so is riding off-road. With the help from Cub Prix Pengejar Impian riders, local celebrity Zizan Razak will be guided with some pro tips on how he too can master all roads by learning off-road.

Training is key but training safely is where you’ll really shine. In the pro training video above, Zizan equipped himself with some protective gears before getting his motorsports adrenaline on with the Pengejar Impian riders. HOT TIP! If you want to get better on the road, the best way you can do so is by improving your riding skills off-road.

As usual, one of Malaysia’s funniest comedians sure made an impact with the riders with his funny antics but like the saying goes, “Fun + Learning = The Best Educational Experience”. You’ll learn better when things are more interesting and this video ticks all the boxes.

Why off-road? Well, riders will most likely panic when they get into unpredictable riding conditions (sand or water on the road that make things slippery) and when you ride off-road, it’s always unstable and you need to be able to master and control your motorcycle like a boss.

If you want to be the best, you got to train like the best and these are three tips that you’ll need to greatly improve on: BRAKING, ACCELERATING, and CORNERING.

These three riding aspects are pretty basic when you’re at the driving schools to get your license but riders like Zizan who want to take their skills to the next level can do so with these important tips to not just to become a better rider but safer as well. Want to ride like pro? It’s time to pay your fullest attention now, people!

TIP 1 – BRAKING

There are three things you’ll need to consider when you want to brake like a pro: body position, braking strength, and rear tyre.

NUMBER ONE! When braking, make sure that your upper body is upright while using your core muscles (near the stomach) and keep those arms relaxed (not straight and locked!).

NUMBER 2! Don’t brake too hard (especially the front) or you’ll end up locking the front tyre and losing grip. Always brake using both front and rear brakes. VERY IMPORTANT.

NUMBER 3! Brake enough but not hard enough to lift the rear tyre up. If it goes up, you’re braking too hard BUT don’t worry! Just release the front brake ever so slightly and the rear tyre will gently fall back to the ground and giving you more control.

TIP 2 – ACCELERATING

According to these Pengejar Impian riders, hard acceleration can be exciting (if you’re a stunt rider) BUT if you do it too hard and too soon, you might end up slower and with less control. Trust us, you don’t want that, people.

NUMBER 1! If you’re spinning the rear tyre, you’re losing traction as well as time and power delivery. Not good!

NUMBER 2! No wheelies! Getting the front wheel up is not only dangerous if you’re not used to it but if you want to be like a pro, make sure both wheels are on the ground at all times. Even MotoGP riders try not to wheelie to make sure they can accelerate hard without losing power.

TIP 3 – CORNERING

The final and arguably most important tip is getting your cornering done right. In most cases, controlling your bike through corners always have the same elements and some of you might’ve already been doing them without noticing.

NUMBER 1! Get your braking done BEFORE entering the corner. Braking and leaning your bike at the same time is not a good idea until you can master the basics of braking first.

NUMBER 2! Twist that throttle open AFTER the corner. Once you see that you’re about to reach the end of the curve, you can start accelerating safely and efficiently. Do it smoothly!

NUMBER 3! Don’t brake or accelerate too hard. Control and smooth flow are keys in becoming a pro rider. So, don’t stomp on that brake like an elephant and don’t twist that throttle open with lightning speed. Slow and steady, guys and gals.

At the end of the day, even Zizan Razak managed to surprise the Cub Prix riders with how fast he’s able to learn and understand all the pro tips given to him. When you listen to tips from pro riders that are this good, anyone can become a pro rider. Even you!

Remember to always watch the video to get all the tips for FREE and become a better rider, not just on the streets, but also circuits, dirt tracks, and everywhere else. Anyone can be a Pengejar Impian but with these tips, you’ll get there safer and faster. Learn from the best and you’ll become the best!

Safety Tip: How to Alight Children from Motorcycle

We don’t encourage riding a motorcycle with small children.
But we also know that’s unrealistic.
So, it’s better that we advise you to do it safely.

First and foremost, we’ll come straight out and say that we don’t encourage the carriage of children below certain ages on a motorcycle.

The reason is simple to see. A small child has nothing else to grab onto besides the rider’s waist, and even then, it’s not fully secure. Consequently, it’s very easy for him or her to fall off in situations where adults could still hang on.

But! We know that it’s not fully realistic to advise people not to carry children on their motorcycles. Driving your child to school in the car will have you stuck in traffic for hours, if you’re lucky.

So, if you’re going to do it anyhow, let’s do it safely.

However, the main subject of this article is about getting the child off the bike. Let’s watch the video below.

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When the parent set the child down, he did so on the right side of the motorcycle. The child needed to stabilize himself and the most obvious place to grab onto was the throttle. A twist sent them flying into the shop.

Fortunately, no one was seriously hurt in the accident.

We’ve seen another accident where such accident where unfortunately, mother and child fell into the path of an oncoming truck and were run over.

Always remember to lift your child up and put him down on the left side of the bike. It’s infinitely safer this way because there’s simply nothing dangerous on this side of the bike.

Also, always remember to switch into neutral, especially for moped riders. As a matter of fact, it’s better to just switch the engine off altogether.

Chain Gang: The Basics of the Motorcycle Chain

The motorcycle chain is the most common type of final drive.
More specifically, it’s known as the “roller chain.”
There are also different sizes to consider.

The motorcycle chain is the most common type of final drive. More specifically, it’s known as the “roller chain.”

As with all motorcycle parts, there are plenty of misinformation and confusion about them, so let’s get down to the basics.

The parts

The roller chain is a series of interconnected pins (also called rivets). These pins are covered by cylindrical “rollers” that allow smoother running over sprockets. The rollers are held over both pins by “inner plates.” Next, unimaginatively called “outside plates” connect this one link to the adjacent link. These spaced connections leave holes for the teeth on sprockets to fill.

So far so good, right?

Grease or lubricant is usually filled under the rollers. This is why higher end chains have “O”- or “X”- or “XW”-rings to keep the lubricant inside.

The drivechain design has stayed the same since its invention because it operated on an elegantly simple principle. The only things that have changed are better metallurgy and sealing.

Sizes

What does it mean by a 520 chain? Or 525? Or 428?

The first number for example, “5” is from the pitch, which is the distance between the centre of the two pins. It’s a “5” in this case because it’s 5/8 of an inch. Yes, unfortunately chain sizes are stuck in in Imperial measurements.

Next, the 20 means the width of the roller.

Considerations

While both pitch and width are listed as ANSI standards, it’s best to buy chains according to the chain manufacturer’s recommendation for your bike, since the rollers may have different circumferences.

Old Gold: Watch this Honda VFR750R RC30 this Promotional Film

The Honda VFR750R RC30 is an iconic superbike.
Produced in the late 80s to dominate the production racing scene.
Only 3,000 were ever built.

It’s probably no secret by now that yours truly loves the Honda VFR750R RC30 superbike, and this video reinforces that draw even further.

On the film:

It starts with the introduction to the bike.

Immediately after that, we see a technician in a Honda cap polishing the big end of the piston connecting rod (conrod). He then measures it for run out with a gauge. You can see that the needle hardly moved at all – that’s how small the tolerance was!

A subtitle comes up and says, “Titanium connecting rods.” Ti conrods are a commonplace on high end sportbikes these days, but back it was a new development in the late 80s, and the RC30 was the first production bike to utilize them. Each was 50g lighter than the standard steel rod but cost 8 times more.

The technician continued to ground some material off to achieve the same weight for each piece. A younger technician followed to measure the run out of conrod’s small end.

The next scene shows the welding of the aluminium fuel tank. Fuel tanks were mostly made out of zinc-coated steel back then. There’s also footage of him welding the headstock to the frame.

Now this is where it gets even more interesting.

A piston is placed in a ring compressor and slotted into a cylinder barrel. The top of the piston consists of four “bumps” that provide valve reliefs. But do notice the size of that bore, surrounded by its water jacket.

The three other pistons go in, followed by the geared camshaft drive, which slots in between the cylinders. That’s right, the RC30 uses a geartrain to drive its four camshafts instead of chain. This is more accurate at high revs, but virtually all roadbikes nowadays use the chain because it’s much quieter.

Notice how large that engine block really is. Engines are more compact these days since the timing chain is moved off to the side of the block. Those camshafts are also much larger than how it is these days.

At 3:20, we finally see the engine’s front and rear cylinder banks, separated at 90-degrees. The 748cc, quad-cam, V-Four, liquid-cooled engine produced 118 bhp at 11,000 RPM and 70 Nm at 7,000 RPM. The race bike was reputed to produce in the vicinity of 135 to 145 hp. This was a great feat in 1987. It’s also fitted with a slipper clutch, which was a rarity for roadbikes.

The frame is then mounted onto the engine in an upside-down position to secure the rear shock absorber. The subtitle says “Pro Arm,” which is Honda’s single-sided swingarm, meant for quick rear wheel changes during endurance racing. Interestingly, this arrangement was also fitted to the oval-pistoned NR750 endurance racer and NR roadbike. Ducati designer extraordinaire Massimo Tamburini would adopt the design to the groundbreaking 916 years later.

Back to the video, the bodywork is fitted on, showing the bike’s dual round headlamps. The bottom part of the cowl is locked into place with Dzus quarter-turn fasteners.

And finally, the completed bike and joined by the RVF750F RC24 endurance racer at the track. (Don’t confuse it with the later RVF750R RC45 superbike and endurance racer.)

About the bike

Honda introduced VFR750R to succeed the RVF endurance racer in 1987 with the objective of winning production-based racing. The responsibility of building this new bike, codenamed “RC30,” fell on the shoulders of the Honda Racing Corporation (HRC).

As such, the RC30 became the homologation special (what we call “SP” models these days) for the new World Superbike Championship which began in 1988.

American rider “Flying'” Fred Merkel won the riders and manufacturers titles in the very same year and would follow up in 1989. Its main rivals during the time were the Ducati 851 and 888 (1991 to 1993), Kawasaki Ninja ZXR-750, Suzuki GSX-R750 and Yamaha FZR750R “OW01.”

Apart from that, the RC30 won virtually every superbike race the world over, including right here in Malaysia where Tai Seng Kooi dominated the superbike series. Legends such as Joey Dunlop

Only 3,000 VFR750R RC30s were ever built between 1987 to 1990, sold for USD 15,000 (which is equivalent to USD 34,000 now). However, most are still in running shape and owned by lucky individuals. Consequently, Honda announced just not long ago that they will begin a program to produce spare parts for the 33-year-old bike.

Oh, before we forget. The RC30 had a smaller 400cc cousin called the VFR400R NC30. Think a 400cc four-stroke bike is slow? An unrestricted NC30 could hit 210 km/h.

Have Dull Plastic Parts? Refresh them with Toyo RnR Rubber and Release Agent Silicone Spray

Toyo RnR Rubber and Release Agent Silicone Spray refreshes and protects plastic and rubber parts.
It’s a product for many uses besides shining up plastic and rubber parts.
It also last for many months under harsh conditions.

The bike’s black plastic parts accent the lines of the motorcycle well. But prolonged exposure to the environments, specifically UV rays from the sun and humidity will soon turn them into unsightly greyish mass. Well, after trying out (wasting our money) over so many products we’ve found the solution: Toyo RnR Rubber and Release Agent Silicone Spray.

There are many products in the market propounding to turn these plastic parts into their former glory. Again, believe us, we’ve tested almost every single one in the market and have finally found the best. Some leave behind icky residue, some wash off as soon as water touches it, some blackened plastic unnaturally, but all have limited applications.

Not so the Toyo RnR Rubber and Release Agent Silicone Spray. Please be reminded that we promote and sell only products that we’ve tested and like.

It’s specially formulated from high quality, non-toxic silicone oil in high concentration. The oily carrier agent dries over a couple of days into a waterproof surface. The product is so good that it’s found uses in many uses industries apart from protecting motorcycle plastics, as a controlled rubber and lubrication agent for rubber, valves, moulding industry. This is because it does not cause the material to swell. It is also formulated to withstand temperatures up to 232-deg C (450-deg F) and -40-deg C (also -40-deg F). Other products may not be able to do this.

We’ve used it to coat our helmet faceshields to no detrimental effect and rainwater just runs off. As such, we’ve tested its qualities by trying to remove it by washing our bike with various automotive cleaner, motorcycle cleaner, dishwashing detergent and strong fabric detergent. We even parked our bikes in the blazing sun. The product stayed on!

Best of all, it’s long lasting and one single application lasts for months. Consequently, a can will last you for a long time.

Applications include:

Returning the shine to plastic parts.
Protecting plastic parts from UV rays and moisture.
Lubricating windscreen wiper motors, electric clocks, starters, fan bearings, brake calipers, spark plug boots, distributor caps, O-rings, electrical connectors, etc.