Wahid Ooi, Author at BikesRepublic.com

Bikesrepublic

Wahid Ooi

PUTOLINE HF204 Oil Filter First Impression

The PUTOLINE HF204 oil filter has a very high quality.
The filter meets or even exceeds OEM specs.
Its performance is something we’ve never experienced before.

We thought we’ve tried them all and found them to be the same, but along comes this Putoline HF204 oil filter.

But first, a little background

The next most important consumable in your engine is the oil filter, after the oil.

The filter’s job is to capture contaminants in the oil. They include inorganic contaminants such as dust being pulled into the engine through a dirty air filter, besides microscopic to large metal shavings of internal engine parts. Organic impurities include oxidized petroleum and bacteria that can form sludge. Besides those, the filter must take care of moisture, too.

It’s critical that parts including the camshaft and cam lobes, piston rings, piston connecting rod bearings, cylinder walls, crankshaft bearings, transmission, clutch are not only lubricated, but lubricated by contaminant-free oil.

However, that’s not all. The oil filter needs to keep the oil flowing in a smooth manner while filtering it. Oil flow has to be constant, regardless if you are idling, shuffling through traffic or at a full blast at Karak or the track. It needs to keep up with engine RPM fluctuations during gear shifts.

The filter must not break down nor impede oil flow as the oil ages. If the filter element breaks down, it will find its way into the engine and cause claustrophobic damage. The same happens if oil stops flowing.

About PUTOLINE HF204 oil filter

Putoline oil filters are made to provide a reliable service from the very moment you spin them on.

They feature various types of synthetic filter media (elements) that capture inorganic and organic contaminants in oil. This nano fibre filter media is further supported by steel wire. As such, the filter has a service life of one year or 40,000 km (25,000 miles). (But do replace your oil and filter during every oil change interval.)

All this quality would usually see the product of being expensive, yet it is priced at a very reasonable price. We suspect this is achieved by careful sourcing of parts that constitute the final product. All Putoline filters get their steel from Japan, glues from Germany and filter element from Finland. The company is based in Holland, by the way.

First impression

We were (pleasantly) surprised to see its housing when we took the plastic cover off. It’s a type of coating we’ve yet seen. Smooth, deeply painted, we’re told by the (official distributor) Bikerzone that it’s the same type of coating used for grand pianos.

Any suspicion we had about the claim was quashed when we installed it. I had ordered the wrong oil filter wrench cap and it couldn’t fit squarely on the filter’s flutes. Consequently, it scratched up and warped the old filter’s top when I removed it.

But I didn’t have a choice. The old filter now sat in the drain pan, surrounded by used oil.

So, wrong wrench or not, the new Putoline filter had to go on. The wrench cap would grab the new filter on and off, on and off. Thank goodness that oil filters need only a quarter turn from hand tightening. I checked and checked, but there was not one scratch on the housing.

Impressive.

Next of course, is riding. I’ve since logged nearly 500 km by the time of this writing. My bike used to stumble when rolling on the throttle from around 2000 RPM, but that stumble has disappeared. The bike would also sometimes seem choked a bit after changing gears. That also vanished.

But it wasn’t just about on throttle. The bike has also smoothed out by heaps when I went off throttle. The ER-6f has a natural high back-torque (engine braking) which interrupts smooth midcorner rolling speed. Now it’s as smooth as a bike with slipper clutch.

Conclusion

The Putoline HF204 has changed how the bike feels and makes it a pleasure to ride. Of course, everything feels good when its new, but we’ll continue with monitoring the part through its lifespan. Stay tuned for the next review at 1500 km.

So, are all oil filters the same? “No” is the resounding answer.

Where to buy?

You can order the filter from our BikesRepublic webstore. For the record, we only sell products that we’ve used and/or trust, instead of pushing for profits. The filters meets or even exceeds OEM specs.

Please click on the link below for the Putoline HF204 synthetic filter:

https://bikesrepublic.com/store/product/putoline-hf204-synthetic-oil-filter-for-honda-kawasaki-mv-triumph-yamaha/

We also have the Putoline HF153 synthetic filter for Ducati models. Please click on the link below:

https://bikesrepublic.com/store/product/putoline-hf153-synthetic-oil-filter-for-ducati/

Buy SHARK Ridill 1.2 Helmet at RM 450 Only from our Web Store

The SHARK Ridill 1.2 helmet is perfect for daily commuting, sport-touring and weekend sport riding.
It has all the features of a high-end helmet.
But offered at an unbeatable price of just RM450!

Looking for a full-faced helmet that’s full of useful features but doesn’t cost a bomb? Check out this SHARK Ridill 1.2 helmet, then.

The SHARK Ridill has all the features that a rider could need in a helmet, whether it’s for the daily commute, weekend sport riding or sport-touring. As with all SHARK helmets, the Ridill is designed for safety, comfort and reliability.

Features:

Strong thermoplastic resin shell.
Ventilation is optimized through Computational Fluid Dynamics (CFD) design and simulation. (It means that the ventilation is designed for good airflow.)

Integrated sunvisor.
Anti-scratch visor.
2.2mm visor is ultra-flexible and Pinlock anti-fog insert ready.

Quick release mechanism for the visor.
SHARK Easy Fit eyeglass pockets.

Removable interior padding for washing.
Micro lock buckle system chinstrap.

As for the price, the wearer can be assured of a helmet of great value. However, for a limited time only, the Ridill retails for special promotion price of RM 450 only. Please click on the links below to select your desired design.

You may purchase the models below from our BikesRepublic web store. A delivery charge of RM 50 for West Malaysia and RM 100 for East Malaysia applies to each helmet delivery.

You may also walk into our Power Store at Kota Damansara. Do contact us for more details at 012-800 3470.

How the Covid-19 Coronavirus is Taking a Toll on Biking

The Covid-19 coronavirus is taking a toll on motorcycle activities.
Production in China has stopped, although a number are running.
Shares of some motorcycle manufacturers have dropped.

You may already be aware that the opening round for the 2020 MotoGP Championship has been cancelled due to concerns about the Covid-19 coronavirus.

Since then, a number of other events have also fallen under the fear of spreading the disease. Travelers from certain countries to certain countries face the prospect of being placed in quarantine for 14 days, isolated from everyone else. That could mean missing transfers and pre-planned activities.

Let’s take a look.

1. Qatar MotoGP (6^th to 8^th March)

The Qatar MotoGP would’ve taken off by today (Friday). However, the Moto2 and Moto3 classes will go ahead, since the teams and riders have already been in the country for pre-season tests.

2. Thai MotoGP (20^th to 22^nd March)

Just hours later after Qatar’s announcement, the Thai MotoGP will be postponed. Thailand doesn’t have a problem of community spread, but the concentration of not only foreigners but also nationals from all over the country is the concern of the Thai government. The country reported 47 cases so far, but most of the patients have been cured.

The FIM published a new date for the Thai MotoGP yesterday, pushing it to 2^nd to 4^th October.

3. Phuket Bike Week 2020 (11^th to 13^th, 17^th to 18^th April)

The organizers of the Phuket Bike Week 2020 have not posted a message on the status of the event, but there are already bikers posting that it has been cancelled. This was the result of the Mayor of Patong’s announcement that Songkran activities on Patong Beach will be cancelled. The Phuket Bike Week coincides with Songkran on 13^th April.

The Bike Week was planned to be held in two locations on two different dates. The first is at the customary Patong Beach from 11^th to 13^th April, while the second is planned to be held at the Phuket Boat Lagoon from 17^th to 18^th April. We await the organizers’ decision.

4. Osaka Motorcycle Show (20^th to 22^nd March)

The Osaka Motorcycle Show may not be well-known, but it’s been cancelled, nonetheless. The organizers apologized for the cancellation and hoped that those involved would understand. They will also refund advance ticket payments

5. Tokyo Motorcycle Show (27^th to 29^th March)

This show is the answer to the the Tokyo Auto Salon. Do bear in mind that such shows are not only for launching new bikes but are important trade shows for manufacturers and distributors.

In the balance

1. MotoGP of the Americas

Cancellation of the first two rounds means that the season will begin at the Circuit of the Americas in Texas, United States. There’s no change to this so far. The Vice President of the US urged citizens not to travel to Iran, South Korea and Italy. The country has since imposed a restriction to those who travelled from China, and those from Iran will be subject to a 14-day quarantine.

2. Motorcycle industry

The epidemic blew up suddenly in North Italy, where the country’s motorcycle industry is located. The Italian government’s put up restrictions in this area, meaning that tourists couldn’t visit the Ducati, Piaggio, Moto Guzzi and MV Agusta museums. Motorcycle production is continuing, however.

All Chinese manufacturers have ceased production, including the Honda and Suzuki factories, although a number have begun operations at smaller scales.

The closure of Chinese industry is bad news for everyone around the world since many parts are produced here. The shutdown has also played havoc on parts and items to be dispatched to outside China.

3. Motorcycle manufacturers’ stocks

Stock markets are also declining worldwide. Pierer Mobility, parent company for KTM and Husqvarna, saw their equity drop from € 52.00 on 21^st January to € 43.40 on 4^th March. BMW Motorrad’s shares dropped from $ 27 in January to $ 22 in February, while the Piaggio Group’s slipped from € 2.86 in mid-January to € 2.11 early this month.

What next?

We could only hope that the virus stops or at least slows its spread. Although its death rate is much lower than SARS or MERS, who would want to take the risk of contracting it. Motorcycle events and industry are not the only ones that’ve been affected, though.

Brisk X-Line Racing, Brisk Premium LGS Spark Plugs – More Spark, More Power

The spark plug is at the centre of the spark ignition engine.
This is why it plays a vital role in unlocking the engine’s potential.
The Brisk X-Line Racing and Brisk Premium LGS are designed to extract this performance.

Look at what’s just landed in our e-commerce shop: The Brisk X-Line Racing and Brish Premium LGS spark plugs.

Needless to say, the spark plug is at the heart of a spark ignition engine. You may have the most sophisticated fuel injection and ignition systems but what’s there to ignite the spark? No, a couple of rocks don’t cut it.

However, the performance of the spark plug plays the crucial role in unlocking the engine’s potential. That’s not only for “power” but more specifically in terms of torque, horsepower, fuel economy, smooth throttle operation, easy starting (whether the engine’s cold or hot), and the plug’s longevity.

The Brisk X-Line Racing spark plug has multiple ground electrodes to ensure that any one of them or all of them are closest to where the fuel-air mixture is concentrated. This means quick and complete burn of the mixture. A completely burned mixture produces higher torque and horsepower, in addition to better fuel economy and cleaner emissions.

Users of Brisk spark plugs have always remarked about noticeable increase in acceleration and smooth “pulling” through the entire rev range. This is the direct result of complete burning, as we outlined earlier. This is also why Brisk racing plugs are used by virtually all teams in the Malaysian Superbike Championship and PETRONAS Malaysian Cub Prix Championship.

But there is one more advantage to the Brisk X-Line Racing spark plug. This plug is specifically developed for our Southeast Asian market to deal with the high ambient temperatures and humidity. Besides that, it can also deal with different fuel octanes which means you can tour with your bike anywhere.

Also available in our e-commerce store is the Brisk Premium LGS.

The LGS was first developed hand-in-hand with Lamborghini and is now their OEM plug. From here, Brisk developed the plug further for other applications. One particular brand is Ducati and thus the AAOR10LGS is designed for them.

You can order these products here:

Brisk X-Line Racing AOR12-X8 (replaces the NGK CR8E, CR8EA, CR8EAIX, CPR8EA-9, MR8E-9, MR8K-9). It’s meant for lower capacity bikes such as the Yamaha Y15ZR, YZF-R15, FZ150i, LC135 and Honda RS150.

Brisk X-Line Racing AOR10-X9 (replaces the NGK CR9E, CR9EIX, CR9E-9, MR9C-9N). It’s meant for larger capacity bikes.

Brisk Premium LGS AAOR10LGS (replaces the NGK MAR10 A-J). It’s meant for Ducati motorcycles.

Ten Best Honda Production Motorcycles (Part 2)

The Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959.
Their bikes illustrate their “Power of Dreams” principle.
These are only ten but there are really (too) many more.

As the world’s largest motorcycle manufacturer, the Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959. Operating behind the “Power of Dreams” principle, some of these motorcycles, their technologies, innovations and ideas went to influence how the industry approaches motorcycles.

5. NSR250R (1987 to 1999)

If there’s one bike in Honda’s arsenal that’s closest to Grand Prix bikes (prior to the RC213V-S) was the NSR250R. This two-stroke sportbike had the looks, performance, handling and even smell of a GP bike. Boy racers and veterans welcomed it with glee.

At its heart was a 249cc, liquid-cooled, 90-degree V-Twin two-stroke with crankcase reed valve induction. It also had Honda’s RC Valve powervalve system, and the bores were coated with nikasil-sulphur hence the “NS” in its name. it produced 57 hp but carried only 132 kg dry.

There were four distinct generations starting from the MC16, through to the MC18, MC21 and finally MC28. Each generation used the PGM ignition system, from PGM-I to PGM-IV. The 1994 to 1996 MC28 was the best-looking of all, since it had the single-sided Pro-Arm swingarm.

The bike was immortalized in the Hong Kong film, “Full Throttle,” starring Andy Lau.

4. Africa Twin (1988 to 2003, 2015 to current)

The BMW R80GS may have started the dual-purpose segment, but it was the Africa Twin which arguably opened the eyes of enthusiasts to the Japanese adventure bikes (along with the Yamaha Super Ténéré).

The Africa Twin lineage began in 1988 with the XRV650 (code RD03) which was built by the Honda Racing Corporation (HRC). It was the “win on Sunday, sell on Monday” bike after the company had won two consecutive Paris-Dakar rallies in 1986 to 1987 with the NXR750 race bike which made its debut in 1985. They would win again in 1988 and 1989 with the upgraded NXR800.

As such, the NXR750 became the basis for the XRV650 and the succeeding XRV750. The former had a 52-degree V-Twin engine which was carried through the entire Africa Twin lifespan. This first engine had three valves per cylinder and produced 56 hp. Dry weight was 193 kg.

Honda then introduced the XRV750 (RD04) in 1990. The engine was enlarged from 647cc to 742cc, but retained the 52-degree V-Twin and three-valve format albeit with dual spark plugs. This engine would be developed until the RD07 in 1993 and RD07A in 1996.

The RD07A was a facelift model and production continued until 2003.

The bike was reincarnated in 2015 as a wholly different creature yet maintaining the bike’s emphasis on easy handling. Called the CRF1000L Africa Twin, but now a 270-degree cranked parallel-Twin instead of a V-Twin. It produces 94 hp and 98 Nm of torque. It was offered with the standard 6-speed manual transmission or Honda’s own Dual Clutch Transmission II (DCT II). It was a modern bike through and through, featuring PGM-FI fuel injection, ABS, and traction control.

Finally, the CRF1100L was introduced for 2020 to cater for the Euro 5 emission standards. The bike is lighter and more powerful than before, with redesigned chassis and bodywork.

3. CBR900RR Fireblade (1992 to 2003)

The CBR900RR Fireblade is one of the most important motorcycles in history and shows what happens when the manufacturer thinks outside the box.

Competition in the sportbike category had centred around 750cc bikes, as the Superbike World Championship was now a hotbed for four-stroke racebikes. Honda was knee-deep with developing a replacement for the RC30 which was starting to show its age.

But project leader Tadao Baba insisted that Honda in all her might should create something different. If they were to produce something powerful and light, the public will buy it, 750cc be damned. In fact, Honda already had a CBR750RR prototype at that point in time. First, they elongated the engine’s stroke and ended up with 893cc, thereby bridging the 750cc and 1000cc gap. It produced 122 hp and 88 Nm of torque.

Then with typical Japanese OCD, they pared away every bit of weight that’s non-essential. This resulted in a motorcycle that weighed only 185 kg, which was only 2 kg heavier than the company’s own CBR600F. The next lightest 1000cc sportbike, the Yamaha YZF1000 was a whole 34 kg heavier than the CBR900RR’s wet weight of 205 kg.

Baba was right, enthusiasts lapped up the CBR900RR (SC28) while the sales of other bikes fell at the wayside.

The bike would evolve through another five generations: The uprated CBR900RR (SC28) in 1994, 919cc CBR900RR (SC33) in 1996, CBR929RR (SC44) in 2000, and CBR954RR (SC50) in 2002. The CBR1000RR replaced the CBR900RR lineage in 2003.

Each generation would see increase in power but Honda retained the easy handling characteristics of the original bike through to the 2019 CBR1000RR. This was one reason why the bike is so loved by fans.

2. CB750 Four (1969 to 2007)

The overhead camshaft, inline-four engine format wasn’t new, as many manufacturers had used it in racebikes since the end of World War 2. But it’s the CB750 Four was the bike that popularized the inline-Four engine for production motorcycles. It’s also the first production bike to feature a disc brake.

Hence, it’s the first bike that called a “superbike.”

Sold at just US$ 1,495 when it made its debut in 1969, it’s markedly cheaper yet offered more performance and refinement over its American and British rivals.

It went through many revisions in its lifetime, including gaining a DOHC head in 1979 and hydraulic valves in 1991. Production went on for 38 years!

1. Super Cub

No other Honda deserves the No. 1 spot than the Cub. The company had sold 100 million Cubs from 1958 to 2017, and production is still ongoing in some countries.

From its humble beginning as a 50cc, air-cooled, single-cylinder bike, Honda kept the bike just as humble without pretending to be something else other than a mightily affordable and simple machine. Both these principles went hand-in-hand to ensure low maintenance and high reliability. A common person with just a little more mechanical knowledge could fix the bike, or at least to keep it running. While superbikers fret over which synthetic engine oil and petrol are best, the Cub chugged along with cooking oil and kerosene.

That 50cc grew to 70cc, 90cc, 100cc, 110cc and 125cc. The new Super Cub C125 made its debut in 2018 and is a direct homage to the Cub but features modern PGM-FI fuel injection. A Super Cub 50 is also in production.

Ten Best Honda Production Motorcycles (Part 1)

The Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959.
Their bikes illustrate their “Power of Dreams” principle.
These are only ten but there are really (too) many more.

Here are ten best production motorcycles. They are picked due to their groundbreaking ideas and not necessarily their sales figures.

10. NR (1992)

Honda is a “four-stroke” company, first and foremost. Although the had dominated the 500cc two-stroke GP championship for many years, they still believed the benefits of the four-stroke engine.

Honda had to think outside the box to compete against the two-strokes, which led to the developing of the four-stroke 500cc NR500 GP racer. It featured oval pistons to increase the cylinder’s swept area and each piston had two conrods. Each cylinder was serviced by 8 valves! The four oval pistons were fitted into a V-Four configuration, but it was actually more like a V-Eight.

NR750 endurance racer’s oval pistons, dual conrods and 32 valves

This technology was brought to the buying public in the form of the 750cc NR superbike. Apart from the oval pistons, the bike had underseat exhausts and a single-sided swingarm. These two designs were later adopted by Massimo Tamburini into the groundbreaking Ducati 916.

Sadly, the bike was way too expensive and had problems. Only 300 were built but collectors do seek them out.

9. VFR750R (RC30) (1987 to 1990)

The FIM had shut down Formula TT to make way for the first Superbike World Championship (WSBK) in 1988. As it was a production-based championship, manufacturers must homologate the bike they wished to race in the series. Besides that, most parts and components of the of the race bike must be the same as those on the homologated bike. Honda was quick on the ball and built the VFR750R, model code RC30.

It was made to win from the start, featuring 748ccc V-Four engine (four-cylinder engines were limited to 750cc back then), with gear-driven cams. It produced 118 hp, which was really high at the time. That wasn’t all, the engine and entire bike was full of race-ready components. For example, the piston connecting rods were made of titanium, making the RC30 the first road bike to use such component. The first gear was geared “long,” which allowed it to hit 132 km/h. There was a slipper clutch to eliminate locking up the rear wheel under aggressive downshifting.

Its aluminium spar frame appeared just one year after Suzuki debut it on a road bike on the GSX-R750. And just like the Suzuki, Honda had adopted it from the NSR500 GP racer, along with the dimensions of the bike.

It was clear that Honda earmarked the bike to enter endurance racing, as well, especially at the prestigious Suzuka 8-Hour. Hence, the bottom of the forks had quick release nuts to allow the front wheel and axle to drop free for quick wheel changes. Similarly, the rear wheel was carried on a single-sided swingarm where the sprocket and brake were mounted, while the wheel was held in place by a single lug nut.

American rider Fred Merkel took the RC30 to the inaugural World Superbike title in 1988. He followed up his success the next year.

He was not the only one to taste success. Any RC30 rider around the world owned the competition, including Robert Dunlop and Steve Hislop at the 1989 and 1990 Macau Grands Prix.

Only 3,000 VFR750R RC30 were ever built and it is still very much sought after.

8. RVF750 (RC45) (1994 to 1995)

The VFR750R RC30 had started showing its age by 1992, having being beaten soundly by the Ducati V-Twins, despite the latter’s lower horsepower. Kawasaki had also defeated Honda and Ducati for the 1993 title.

If there is one manufacturer that absolutely hates getting beaten, it is Honda, regardless of motorsport. Thus, they stepped up the game by having the Honda Racing Corporation (HRC) build a new no-expense spared bike to wrest the title back. This resulted in the RVF750 (RC45) in 1994.

It was still a 750cc V-Four but with many differences over the RC30. It had PGM-FI fuel injection, titanium conrods, lightweight and low-friction pistons, ceramic and graphite coated bores, engine parts cast from magnesium, and much more.

While the roadgoing version officially produced 118 hp (the same as the RC30), its strength was in the configurable PGM-FI fuel injection system. It came to produce an “official” 190 hp in its last years in racing form, although some claimed that it actually produced more power than Honda’s all-conquering NSR500 two-stroke GP racer (as in above 200 hp).

Honda had wanted to squash the competition in World Superbikes, but it did not happen until 1997 when John Kocinski joined the team. However, the RC45 was an invincible beast that no one could beat in other championships and races, including in the AMA Superbikes and Isle of Man TT. It also won the FIM Endurance World Championship six times.

Only 200 were made for the road, each one hand built. It’s one of the rarest production Hondas.

7. CBR600F and CBR600RR (1987 to 2007)

The CBR600F made its debut in 1987. It was Honda’s first fully-faired inline-Four bike along with the CBR750F and CBR1000F.

Although the CBR600 and its subsequent iterations appeared sporty, and were entered into competition, it distinguished itself as the everyday supersport bike. Riders loved it for its torque and midrange horsepower, but most of all, it was comfortable for street riding and sporty enough for track work. Hence, its lineage continued until the CBR600F4i which stopped production in 2006.

Honda released the sportier CBR600RR in 2003 as the contender for the supersport titles and production continued until 2007.

The current CBR650 continues the CBR600F and CBR600RR’s heritage but the engine was adopted from the naked Hornet.

6. Gold Wing (1975 to current)

There is no other leader in the luxury touring segment than the Honda Gold Wing. BMW had come very close to snatching the title with the K 1600 line-up, but Honda had simply moved the goal posts even further away.

The Gold Wing began as the Gold Wing GL1000 in 1975 (introduced in the Cologne Motor Show in 1974). It featured a 999cc, SOHC, flat-Four and shaft final drive. Although meant as a sport-tourer, it did not have factory fitted windshield or luggage. But the American market loved it and Honda sold 13,000 units in that one year alone.

The Gold Wing grew through the years and the “full-dress” touring bodywork was offered in the GL1100 Insterstate option in 1980.

Its engine capacity grew bigger and bigger due to close competition from other Japanese rivals such as Yamaha and Kawasaki. Finally, the fourth generation Gold Wing was introduced in 1987 (for model year 1988) along with a 1500cc engine and its now signature 6-horizontally-opposed (flat-Six) engine.

The fifth generation made its debut in 2001 with an 1800cc engine, which is the capacity through to the current sixth generation model which was introduced in 2018.

The Gold Wing has so many onboard luxury options that rivals cars, including an airbag, so much so that some joke that it’s actually hiding two extra wheels underneath. It may be true (just joking), given how easy it is to ride the bike.

GIVI Asia Organizes GIVISTA Ride to Cameron Highlands

GIVI Asia organized the GIVISTA Ride to Cameron Highlands over the weekend.
It was the first activity for the GIVISTA Community for 2020.
Guest of honour was world traveler, Bert Boute.

GIVI Asia organized the GIVISTA Ride to Cameron Highlands over the weekend.

The ride was the first of such activity for the GIVISTA Community for 2020. It had been planned for an earlier date but was put off due to the Chinese New Year and subsequent Covid-19 scare.

The GIVISTA Community accepted the invitation with glee, filling up the 35 spots in less than three days. Perhaps it was a great opportunity to get away from everyone’s self-imposed isolation from the Covid-19 epidemic, besides the spell of hot weather.

This time, the convoy gathered at the Rawang R & R Northbound area, instead of GIVI Asia’s headquarters in Bukit Beruntung, Selangor. Participants from the south and Klang Valley headed there, while those from the north waited at certain points along the way.

Joining us as marshals were Tun Shahir with his Honda Gold Wing and Boy from Desmo Owners Club on his Ducati Multistrada 1200 Enduro. The special guest this time was Bert Boute, the world traveler from Belgium.

The convoy was split into two groups – one for bikes 200cc and above, while the other was for bikes below 200cc. It wasn’t discrimination, we would like add, but for safety due to the speed difference. Doing so also divided the convoy into smaller groups of bikes, rather than having one large gaggle which could well disrupt traffic. The first group departed 10 minutes ahead.

We rode towards Simpang Pulai, while stopping for lunch at Restoran Tasik Raban in Canning Garden, Ipoh.

From there it was up the mountain on some of the best sets of twisties. The weather started as hot and humid but became cooler and cooler the more corners we negotiated.

The convoy made a number of stops along the way, including at the famous vantage point on the bridge overlooking a range of hills and the asphalt ribbon which winds its way around them.

We arrived at the Dear Dino Villa soon after. Everyone was elated to arrive safely, while the villa welcomed us with plump fresh strawberries and chocolate dip.

Being situated on top of a hill, the villa let in a cool breeze. Every participant ran around taking pictures, a few took lungful of deep breaths of the crispy air. They were also given free time to roam around Cameron Highlands, but few took up the offer as the roads outside were already choked with weekend traffic.

A BBQ dinner was prepared by GIVI. The honey marinated chicken had the group descending on it like a hungry horde.

Bert Boute presented a summary of his travels so far. He had ridden through Europe, Central Asia, parts of Southeat Asia and had stopped in Malaysia before continuing onwards to Australia and New Zealand. His photographs and stories had everyone glued to their seats.

After the presentation, we were allowed to carry on with our own activities. Some participants rode to the night market, others watched a movie set up by GIVI, or just got together to catch up.

We checked out the next day, but the community members decided to cancel the planned trip to the Boh Tea Plantation and factory. The traffic was picking up and it’s decided to best avoid that destination.

Every participant arrived home safe and sound to cap off another successful GIVISTA event.

PHOTO GALLERY

Know your Bike (Part 4) – The Tourer

Continuing our series “Know your Bike”, we present the tourer.
Tourers are about hauling their passengers and lots of luggage over long distances.
These luxo-tourers provide the best comfort.

Here we are, continuing with the tourer.

As the segment name suggests, the tourer is about long-distance riding. It’s about packing the bike with all the stuff you need for more than just a weekend getaway.

What is it?

The tourer is about outright comfort for long-distance rides.

That necessity gives rise to full wind protection, thick and comfy seats, large luggage carrying capacity, stereo.

Good examples are the Honda Gold Wing, BMW K 1600 range, Harley-Davidson touring range, Indian touring range, Yamaha Royal Star Venture, Kawasaki Voyager, so forth.

A sub-genre is known as the bagger. Baggers are cut down full-dress tourers, with no top case luggage and more streamlined bodywork. Best examples are the Honda Gold Wing F6B, Harley Street Glide and Road Glide, BMW K 1600 B,

BMW is set to join the cruiser market with the R 18, but there’s no official word on which types they’ll market.

Styling

Large, huge are the normal responses received from the public.

Tourers are given large bodywork to protect the occupants from windblast and large luggage to carry their belongings. Almost all have stereos and sound systems, too.

This segment is led by the Honda Gold Wing, which set the standards in terms of luxury, comfort, instrumentation and refinement. BMW’s K 1600 series does the same, while the American tourers are marketed for their heritage (although still comfortable compared to other types of bikes in the market).

Seating position

An upright riding position sums it all up.

The handlebar is usually “pulled back” to the rider with the help of a tall riser. Because of this, the seats are wide and plush to support the rider and passenger’s derrieres, while a tall seatback supports the rider’s lumbar region.

The footpegs or footboards are placed forward of the seat, giving little bend for the knees.

Engine size

Tourers are usually powered large capacity engines. The current crop has capacities ranging from 1600cc and above.

The American tourers feature the long-beloved narrow-angle 1800cc V-Twins , the Gold Wing has an 1800cc flat-Six, while the K 1600 uses a 1600cc straight-Six.

Performance

The engines in tourers are tuned for torque in order to support the rider, passenger, luggage and bikes’ weight.

Their capacities may rival that of cars (actually, they bigger than most cars in Malaysia), but their top speeds are usually around 200 km/h.

Chassis

Tourer chassis is about supporting large amounts of weight, first and foremost, with considerations for comfort being just as important.

Their suspensions are plush to isolate the occupants from road bumps. This is why the Gold Wing and K 1600 feature Hossack-style girder front suspension, while the American tourers have air shocks in the rear.

Electronics

They are equipped with the latest electronics these days, although not as extensive as bikes of other segments.

ABS and traction control are standard features. Gold Wing customers can also opt for the airbag.

Fuel capacity

Fuel tank sizes typically range from 18 litres and above to provide the furthest possible range between fill ups.

Customization options

Customization is usually centred around the Harley-Davidson and Indian brands. Trends include equipping them with large front wheels and “slamming the suspension.” Another favourite tweak is to install powerful sound systems in luggage space. Custom paint jobs and pinstriping are the norm.

Manufacturers also offer plenty of options.

One and Only BMW S 1000 RR HP4 Race in Malaysia Delivered

Malaysia will now have one BMW S 1000 RR HP4 Race.
The bike was delivered to her owner last night.
It will see track action soon.

The one and only BMW S 1000 RR HP4 Race in Malaysia was delivered to her lucky owner last night.

The handover ceremony was carried out last night by BMW Motorrad Auto Bavaria in their new showroom in Ara Damansara. Owner Mr. Mark Chew was present to unveil and receive the mock key for the bike numbered 162/750.

BMW Motorrad introduced the HP4 Race to showcase their engineering prowess in building high performance bikes. Working hand-in-hand with a number of specialists, the HP4 is a study in creating an ultra-exotic superbike that’s chockful of components and materials this side of World Superbike and MotoGP.

Where do we begin?

The obvious place would be the engine. It may reside in a bike with the S 1000 RR silhouette, but it’s actually rather different from the standard unit. For example, it produces 215 hp at 13,500 RPM and 120 Nm of torque at 10,000 RPM. Compression ratio has similarly been bumped up to 13.7:1, necessitating the use of a minimum of RON 98 petrol.

To handle all that power and abuse, the transmission has straight cut gears for 1^st, 2^nd, 4^th, 5^th and 6^th speeds. The shift pattern follows that of race bikes, of course i.e. 1 up, 5 down. The package even includes a combination of 3 front and 5 rear sprockets of different sizes.

The bodywork is entirely carbon, including the self-supporting tail unit. The front mudguard and inner splash guard are also carbon. Using the black stuff cuts weight down to just 146 kg dry, and 171 kg ready to roll.

Speaking of carbon fibre, even the frame is made from the lightweight material, and weighs only 7.8 kg. But carbon fibre is stronger than steel, which means it doesn’t flex as much. That’s good when the bike is straight up, but how so when it’s cranked way over in a corner. BMW overcame this by designing in some flex to absorb shocks.

Running gear consists of great stuff, too. Everyone’s attention will first be diverted to those jaw-dropping wheels. Yes, they’re made of carbon fibre, too. As the eyes move up, they’ll be caught by the GP-spec T-floating Brembo brake discs and GP4-PR monobloc calipers. These calipers feature titanium pistons. The rear brake caliper also has a caliper with 4 titanium pistons.

The front is suspended by Öhlins FGR 300 World Superbike forks. these fork legs are rotatable, enabling front tyre change without removing the brake calipers. At the back is an Öhlins TTX 36 GP WorldSBK-spec shock, which is attached to a swingarm made by Suter. (Suter is a frame and racing components specialist who entered Moto2 a few years ago.)

Up top, an eccentric carrier allows the steering head angle, hence the rake can be adjusted by a maximum of 1-degree in 0.5-degree increments from 24.5 degrees. As such, the trail is also adjustable between 95 to 112 mm.

It’s definitely a bike for those who dare to dream. “I’ve always wanted a bike like this since I was a kid,” said Mark Chew. “I’ve already got a Ducati V4 S, but the HP4 Race is something truly exotic.”

Mark had raced professionally 20 years ago but is now a regular of SBR Trackdays at the Sepang International Circuit. “Yeah, I can’t wait to take this bike down to the track. The earliest trackday will be in early March.” “I really appreciate the support given by Auto Bavaria, as they will send a team of mechanics to help me understand and setup the bike. Plus, they will also help me with the 2D GPS data acquisition system which will tell me where I should go faster.”

That’s truly nice to hear, rather than have the bike sitting in a glass case or in the living room.

PHOTO GALLERY

7 Reasons Why Drivers Don’t Use Their Turn Signals

So many drive without using their turn signals.
That happens for one reason or another.
We’ll get to the motorcyclists after this.

I commute on my bike on daily basis, seven days a week. And I could actually count and remember the number of cars who actually use their turn signals on each trip.

Of the thousands of cars and other vehicles (including motorcycles), only an average of 30 actually used their turn signals. That’s per one-way trip and it seems to be getting worse.

Just today alone, I had 3 “donkey-holes” who just jammed their brakes in front of me. No signal.

Yeah, yeah, I admit that not all motorcyclists are angels, especially this epidemic in Malaysia where the red light means a suggestion to stop for some idiots. But we’ll get to that and we’re not going to hold back. Unfollow us be damned.

Okay, okay, enough ranting and let’s get on with it.

1. Indifferent, lack of apathy, selfish

Complete lack of thoughts and consideration for others. What’s important is that he or she gets there, everybody else can go and hang. I don’t like to stereotype, but this sort of drivers are usually in big boxes with four wheels and those who think their vehicles can go anywhere. Wink wink.

2. It’s a left turn

“I’m turning left at the intersection ahead and I’m already in the left lane. So, why do I need to signal?” Wrong! Your car hasn’t got all the aerofoils and spoilers of a Formula 1 car, does it? Meaning you do slow down before turning. The sudden drop of speed gives little to no warning to the vehicle behind.

3. Justin Bieber just came on the radio

What I meant is his favourite song, but since he drives like a buffoon, it might as well be Bieber. Point here is about being distracted. Besides the stereo, it could be the cute Amoi (Chinese girl) or Awek (Malay girl) he’s trying to impress, a mom who’s child has just spilled his milk (from inside his tummy), yelling match with the spouse, daydreaming of being alone with Margot Robbie on a desert island (hubba, hubba), thinking of ways to show the Boss who’s the real boss, discussing multi-million Ringgit project on the phone, etc., etc.

5. Too troublesome or lazy to signal

Uh huh. Yes, I personally knew drivers like these. You want to know troublesome, dude? Try holding on to the clutch lever then stretching your thumb out to push the turn signal button on a bike. Riders with small hands and short fingers know how it’s like. And you, in the car, have the signal stalk right at your fingertips, which you can sweep it on in one single motion when you turn the steering wheel. And you’ve air-conditioning and Bieber to listen too, on top of that!

6. Oh no, you’re not cutting me off!

One of my family members used to stick religiously to this mantra. He seemed to have this notion that the car in the next lane would intentionally speed up to cut him off should he signal his intentions. My observation was that the other cars were already too close, and he was just trying to muscle in at the last possible moment.

He’s since stopped this habit, after almost causing a motorcyclist to smack into his rear bumper. The rider retaliated by breaking his side view mirror.

7. On a dark desert highway

There are times when the roads are so deserted it’s like the shimmering lights are still far away. But rural roads are where other vehicles or people or animals will jump out of nowhwere.

BONUS: I use my signal thus am a VVVVVVVVVVVIP

Not that we don’t appreciate those who do use their turn signals. However, there are some who think that the act of signaling means an M1A1 battle tank or Airbus A380 has to give way.

Know your Bike (Part 3) – The Cruiser

Continuing our series “Know your Bike”, we present the cruiser.
Cruisers are about easy going.
Their engines emphasis torque over horsepower.

There are still many types bikes that we need to cover, but let’s get the main types out of the way first, by moving on to the cruiser.

Yet to come is the tourer, sport-tourer, adventure/dual-purpose/dual-sport, sportbike. That should cover all the road bikes. We’ll then move to the off-road bikes.

What is it?

The mainstay of cruisers is about completely a laid-back riding and attitude. It’s about the engine’s torque reverberating through the entire bike and the rider’s body. Style matters the most here. It’s about presence. It’s about making a statement. It’s about being different in an age of mega-complex, highly advanced motorcycles.

Talk about cruisers and one is inclined to think about leather clad riders on thundering machines that rattle your car’s windows as they pass. Honestly though, that image was promoted by the stalwart of cruiserdom i.e. Harley-Davidson.

Good examples are Harley-Davidsons; Indian Motorcycles; Honda Rebel; Yamaha Royal Star; Kawasaki Vulcan; Triumph California, Bobber, and Rocket III; etc.

There are sub-genres to cruisers, of course. You get bobbers, choppers, trackers (as in flat track replicas), Sportsters/Scouts, baggers, tourers, and finally powercruisers such as the Yamaha V-Max, Harley V-Rod series, Ducati Diavel and now the new Triumph Rocket 3.

BMW is set to join the cruiser market with the R 18, but there’s no official word on which types they’ll market.

Styling

Styling (apart from the powercruisers) is normally “nostalgic.” Harley-Davidson is the company who’s always evoking images of what happened in 1903, 1984, 2003, etc. However, the Motor Company has moved away from the traditional retro designs for a number of their models recently.

The other big name in cruisers is Indian Motorcycles. Under the Polaris group, there were two lines of cruisers, initially, the other being Victory. The latter produces models with highly retro cues, while the latter more modern, powercruiser styled models. However, Polaris has closed Victory to concentrate on the Indian brand.

Cruisers are easy to spot. They have really low seat heights, long fuel tanks (apart from the Sportster), large rake angles, long wheelbases (i.e. stretched out). Bobbers have “bobbed” (cut off) rear fenders. Choppers have “raked out” steering angles with long forks; and powercruisers look like bulls – on steroids – with chunky rear tyres, forks, front tyres. Tourers have major league wind protection, stereos, hard luggage, while baggers are more of the cut-down form of tourers.

The “Sport” models such as the Sportster, Scout, Rebel were actually meant to be like the standard motorcycle although have more cruising character.

Seating position

A low seat height, regardless of model style. The rider’s legs are usually placed forward with the feet next to the engine or even ahead.

Depending on the type of handlebar installed, the rider sits either upright or with his torso slanted forward. Lower and shorter handlebars called “drag bars” have either low or no riser at all, thus necessitating a long reach forward.

There are so many types of handlebars catered to cruiser riders’ individual tastes.

Engine size

While we usually think of cruisers as heavyweights, there are once that begin from 125cc. But it’s true that the largest volume production engine capacities are in the cruiser segment. Case in point, the 2020 Triumph Rocket 3 with its massive 2500cc triple.

Oh yeah, Harley had just announced the 131 cubic inch (2147cc) Screamin’ Eagle Milwaukee 131 Crate Engine, making it the largest V-Twin. BMW has the honour of having the largest Boxer engine at 1800cc.

There are just a number of types of engine configuration in this segment made of Singles, V-Twins, parallel-Twins, Triples, and now the Boxer. However, the main platform is the narrow-angle 45-degree V-Twin which Harley had promoted for ages.

Most 45-degree V-Twins are primarily air-cooled, except for certain liquid-cooling for certain Harleys. But the coolant only circulates around the cylinder heads and exhaust ports.

Harley also has a liquid 60-degree V-Twin called the Revolution which powers their er… powercruisers.

The 90-degree V-Twin in the Ducati Diavel is liquid-cooled as the engine is shared with the Multistrada sport-tourer.

Triumph’s Bobber uses a liquid-cooled 1200cc parallel-Twin.

The Rocket 3 is liquid-cooled, of course!

Performance

Cruisers are all about torque, more torque and most of all, torque. As in low-end and tractable torque.

This is one reason why it’s difficult for most cruiser riders to switch to other form of bikes. That massive low-end power allows them to ride through traffic without the need to work the gear lever like a tap dancer, and overtaking traffic needs just a small turn of the throttle.

On the highway, the massive V-Twins turn over at around 1,500 RPM while a torquey, high horsepower, high RPM 1000cc superbike does it with 4,500 RPM, at the same 110 km/h. This character gives the cruiser a relaxed sensation – hence cruising.

The new Harley engine we mentioned above stomps out 177.6 Nm of torque (horsepower is upped to 131 now). If you think that’s a lot, the Rocket 3 triumphs (pun intended) with 221 Nm and 165 hp.

Harley-Davidson Milwaukee-Eight head – courtesy of bikebandit.com

Chassis

Chassis is generally basic with the main concern about carrying the mass of the motorcycle, rider and pillion, and the luggage. Therefore, the frames are usually made of large gauge steel tubing.

The suspension is tuned for comfort, rather than corner carving (apart from the Rocket 3 and Diavel).

Harley brakes were supremely lacking for a long time, but they’ve since upped their game, especially in the face of Indian and Victory. Again, the Rocket 3 and Diavel are in the performance market, thus they’re equipped with the latest Brembo brakes.

Electronics

The cruiser segment was the last of the road bikes to see up-to-date ABS and traction control. However, most are still considered basic in the face of other bikes in the luxury market.

The performance segment is again different, of course.

Fuel capacity

Fuel tank sizes typically range from 12 litres and above. The heavyweight cruisers usually carry 23 litres or more. Stylistic considerations may dictate the smaller “peanut” tanks, of course. Remember that Americans lead the cruiser market, therefore the bikes are meant to travel long distances.

Yes, yes, there are cruiser riders who ride no further than to Starbucks or Hard Rock Café and back, but there are also such riders in other segments, too.

Customization options

The cruiser segment is the hotbed of motorcycle customization. There’s everything from mild to wild, from the gentlemanly to the outright weird.

The manufacturers also offer factory customization and upgrade kits with hundreds and thousands of choices.

Forks Versus Hub Centre Steering (Part 2)

Today, we look at the hub centre steering front end.
In some ways, it’s better than forks.
But there are other compromises, too.

We had detailed about what happens to forks under load yesterday, so we shall continue with how hub centre steering works and their dynamics.

On paper, a hub centre steering (HCS) front end still carries out the functions of the conventional forks. But that’s where the similarities end. That’s because instead of combining steering, braking and suspension functions into a pair of the same items, each function is separate.

The basic layout of an HCS front end

First, think of a swingarm complete with suspension and brakes attached. Now turn it to face the direction of travel and add a steering mechanism to it. However, the steering mechanism is separate and not tied directly to the wheel. Conversely, the handlebar is connected to rods that pull the front wheel left or right.

How it works

As you ride along, the arm or arms move up and down. A spring and damper are mounted to arm to absorb the forces. Since the handlebar is isolated from these forces, you will enjoy a much smoother ride. Bump forces don’t shoot straight up into your palms and arms like they do with forks.

As you continue to ride, a sharp corner appears up ahead and you brake hard for it.

Weight is transferred forward to compress the suspension. Instead of being transferred onto a couple of bars, this transfer of weight is directed horizontally into the arm. It results in the motorcycle staying flatter, rather than attempting to stoppie.

With conventional forks, that dive will change the front end’s geometry. On a HCS front end, on the other hand, that dive does not affect the steering rods. Consequently, the rider can still turn the bike effectively. To him, steering may feel no different from when he was riding on a straight road.

The advantage here is that he can brake much later and harder into corners while still being able steer the bike through.

The swingarm could also be tuned for effective lateral flex when the bike is leaned way over. Stiffer forks cannot do so unless you want loss of feel or chatter to creep up, thus flex had to be built into the frame.

So why are bikes still using forks?

Forks may have many more complications compared to HCS but they have been refined over the years to where they are now. That means there is a wealth of knowledge and experience in working with forks.

But probably most of all, it’s that isolation of braking and bump forces from steering that will scare riders. It’s ironic that too much feel from forks also scare riders. However, riders brought up on forks have learned to compensate for their limitations. It’ll be interesting to see how a rider develops over time if he had been exposed to a HCS front end from when he first started riding.

Another disadvantage is weight. Having a chunky piece of metal up front will tip the scales more. Bimota compensated by making most parts out of expensive carbon fibre on the Tesi H2.

Conclusion

Building a motorcycle is all about compromises. The consideration that wins through is usually about cost and complexity. Unfortunately, the HCS is on the losing end of these two considerations. We could only hope that more manufacturers adopt the technology.

Bikesrepublic

Wahid Ooi

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But first, a little background

About PUTOLINE HF204 oil filter

First impression

Conclusion

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The Covid-19 coronavirus is taking a toll on motorcycle activities.

Production in China has stopped, although a number are running.

Shares of some motorcycle manufacturers have dropped.

1. Qatar MotoGP (6th to 8th March)

2. Thai MotoGP (20th to 22nd March)

3. Phuket Bike Week 2020 (11th to 13th, 17th to 18th April)

4. Osaka Motorcycle Show (20th to 22nd March)

5. Tokyo Motorcycle Show (27th to 29th March)

In the balance

1. MotoGP of the Americas

2. Motorcycle industry

3. Motorcycle manufacturers’ stocks

What next?

The spark plug is at the centre of the spark ignition engine.

This is why it plays a vital role in unlocking the engine’s potential.

The Brisk X-Line Racing and Brisk Premium LGS are designed to extract this performance.

The Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959.

Their bikes illustrate their “Power of Dreams” principle.

These are only ten but there are really (too) many more.

5. NSR250R (1987 to 1999)

4. Africa Twin (1988 to 2003, 2015 to current)

3. CBR900RR Fireblade (1992 to 2003)

2. CB750 Four (1969 to 2007)

1. Super Cub

The Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959.

Their bikes illustrate their “Power of Dreams” principle.

These are only ten but there are really (too) many more.

10. NR (1992)

9. VFR750R (RC30) (1987 to 1990)

8. RVF750 (RC45) (1994 to 1995)

7. CBR600F and CBR600RR (1987 to 2007)

6. Gold Wing (1975 to current)

GIVI Asia organized the GIVISTA Ride to Cameron Highlands over the weekend.

It was the first activity for the GIVISTA Community for 2020.

Guest of honour was world traveler, Bert Boute.

PHOTO GALLERY

Continuing our series “Know your Bike”, we present the tourer.

Tourers are about hauling their passengers and lots of luggage over long distances.

These luxo-tourers provide the best comfort.

What is it?

Styling

Seating position

Engine size

Performance

Chassis

Electronics

Fuel capacity

Customization options

Malaysia will now have one BMW S 1000 RR HP4 Race.

The bike was delivered to her owner last night.

It will see track action soon.

PHOTO GALLERY

So many drive without using their turn signals.

1. Qatar MotoGP (6^th to 8^th March)

2. Thai MotoGP (20^th to 22^nd March)

3. Phuket Bike Week 2020 (11^th to 13^th, 17^th to 18^th April)

4. Osaka Motorcycle Show (20^th to 22^nd March)

5. Tokyo Motorcycle Show (27^th to 29^th March)