Bikesrepublic

Wahid Ooi Abdullah

  • 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.

  • 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 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.

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!

  • 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.

  • 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.

  • 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.

  • 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.

Toyo RnR Rubber and Release Agent Silicone Spray benefits:

  • Low oxidation, thus good for long-term use.
  • Non-melting.
  • Non-toxic.
  • Resists water washout.
  • Compatible with almost all plastics and rubber.
  • Controls rubber swelling.
  • Reduces rubber cracking or splitting.
  • Translucent.
  • Non-staining.

Directions for use:

  • Read and understand directions on the can.
  • For best results, spray onto a clean sponge and apply on bodywork or parts.

Where to buy:
You can purchase the Toyo Rubber and Release Agent Silicone Spray from our online store.

Or, walk-in to our Power Store in Kota Damansara below.

You may also Whatsapp 012-580 3470 for more details.

 

  • Check out this awesome BMW R 90 S Boxermotor model kit.

  • It’s in 1:2 scale which means it large sized.

  • It assembles into a working engine.

The current Movement Control Order (otherwise known as lockdown) has certainly made us itch over doing something about bikes. One of the things I did is building motorcycle model kits from Tamiya. But this BMW R 90 S Boxermotor kit from Franzis would perhaps be the ultimate build.

Apart from being the model of the “airhead” Boxer powerplant of the legendary 1973 R 90 S, it’s in 1:2 scale. That means it’s half the size of the real thing! In other words: It’s huge!

This is a real BMW R 90 S. Not the kit.

It contains some 200 parts that will constitute a working engine (minus the combustion, of course). As such, it includes the pistons, connecting rods, crankshaft, pushrods, rocker arms, camshafts, gears and drives for the transmission, gaskets, carburetors, dummy sparkplugs, wiring, clutch, flywheel, stator, and various stuff that make up an engine. All these parts are then assembled and encased in see-through engine err… casings.

Did we say that it’s a working engine? That’s right, because there is a small electric motor that turns the internal parts. The internals can turn at different speeds depending on which gear you selected via a gearchange lever. Plus, the spark plugs emit light.

How cool is that?!

It isn’t cheap of course. It lists for some ¥ 34,000 (excluding freight) which equals RM 1,373.81 today. However, nothing beats the satisfaction putting pieces together into one beautiful unit.

Unfortunately, it isn’t sold here in Malaysia, so you would have to order it from overseas.

All pictures credit to Franzis

  • Check out this Ducati MH900 Heritage concept by Tamas Jakus.

  • His rendering is based on the Ducati Streetfighter V4.

  • But there are also parts of the V4 R.

There are retro and heritage bikes, and there’s this Ducati MH900 Heritage concept by Tamas Jakus.

Some of you may remember the MH900e produced in limited numbers by Ducati many years ago. It was Pierre Terblanche’s take on the classic 900SS racer which was ridden by Mike “The Bike” Hailwood. It was probably the designer’s best work especially after the controversy with the 999 superbike and ST sport-touring models.

It was sold out as soon as Ducati opened bookings via their website.

There’s been no such models from the Italian manufacturer since then. So, how about this one.

Jakus’s concept is based on the Streetfighter V4 which was in turn based on the Panigale V4 platform. But this rendering goes one better by using the Panigale V4 R, complete with those large winglets and polished aluminium tank. The polished radiator shrouds definitely shout Streetfighter V4. Remember that the base Desmosedici Stradale engine produces 205 hp, while the S version pumps it up to 215 hp.

In our books, Ducati should build such a heritage model again. Heck, even MV Agusta is now building the Veloce. The Scrambler is on a different path since it’s not about pure performance.

Photos by Tamas Jakus

  • Honda has just filed the patents for a new 800cc engine.

  • It could be the platform for an 800cc Honda Africa Twin.

  • The patents also show it being equipped with DCT.

Honda has just filed the patents for a new 800cc parallel-Twin engine. While the patent documents show a naked bike like the previous Hornet 650, they may just be working on a much-awaited middleweight 800cc Honda Africa Twin.

Big Red has acknowledged that they lack a middleweight adventure. Indeed, the gap is too large between the CRF250L/CRF250 Rally and Africa Twin 1100. An 800cc adventurer fills this gap nicely.

But let’s get back to the patent.

The engine should also be the replacement for the current 745cc engine which has been in the market since 2014. It’s also the platform for an entire range of Honda bikes including the X-Adv crossover scooter, NC750D Integra scooter, NC750S naked bike and NC750X adventurer.

The patent also shows the engine equipped with Honda’s proprietary DCT (Dual Clutch Transmission), which is already on the X-Adv and CRF1100 Africa Twin.

More than that, the cam cover’s shape is clearly similar to that of the CRF450R, new Africa Twin and VFR1200F which means it will feature the Unicam set up. It’s not variable valve timing/lift, however.

Having an 800cc to 850cc displacement also makes sense since their European rivals namely BMW and Triumph are currently the ones to beat. We shall see what comes of this.

A small Italian town issued their own “Ducati” banknotes.

It is distributed to residents who are in need.

The notes enable the folks to shop in local businesses.

A small Italian town with only 550 residents called Castellino del Biferno minted their own “Ducati” banknotes during the current Covid-19 pandemic lockdown.

Italy was the nation hardest hit by the Covid-19 pandemic after China, before surges in other countries. The government has since placed the entire nation under lockdown to stem the spread of the disease.

Obviously, the lockdown has also hit the town which is situated in southern Italy. The town’s mayor, Enrico Fratangelo explained the decision to save the local economy. There are only four businesses open now.

The central government had previously disbursed a € 5,500 grant to distribute food vouchers to the townsfolk. The town council added some of its savings and came up with the Ducati banknotes. The notes were then distributed to some 200 families with various needs.

The local residents can then spend the money at local businesses. Shops will send the notes to the local council every fortnight and be reimbursed. The mayor believes the notes will also impart a sense of belonging.

One “Ducati” is worth € 1, “Five Ducati” are equivalent to € 5, and so forth. The mayor says doing so avoids confusion especially among senior citizens.

 

Source: euronews

  • The Movement Control Order (MCO) is slated to end on 28th April.

  • There are certain steps to take after being idle for so long.

  • These tips can also apply should the MCO be extended.

The Movement Control Order (MCO) is slated to end on 28th April. Whether it will be extended remains to be seen and is up to speculation.

But here are the things you need to do or look out for if indeed the order is rescinded. A number of these steps can also be performed should the MCO be extended further.

1. Start the engine

If you don’t do it already every two days, it’s a good time to do so. An idling engine will at least get some oil to flow, and coolant if your bike is liquid cooled. It won’t charge your battery much but at least some. Listen for abnormal sounds. Run it for a good 20 minutes.

2. Check your bike thoroughly

Give you bike a complete check, and we don’t mean by just starting the engine. Check if the headlamp’s high and low beams are working. Similarly, check the taillamp and brake lamp. Next check the signal lamps and horn. Make sure the brakes are working. Look under the engine for signs of oil leaks. Clean and lubricate the chain. Lube the cables and moving parts.

3. Check the tyre pressures

The pressures would’ve dropped, without a doubt. So do check the pressures, at least by visiting a petrol station and reinflating the tyres while they are cold. Also don’t forget to check for signs of cracks or abnormalities on the tyres.

Image source: www.sportrider.com

4. Take time to heat up the tyres

Tyres that’ve been left alone will release its oils to the surface, making them slippery. This is especially true for sport-oriented tyres. As such, do not slam the bike into the first corner you see. I know, you’re excited to ride again and so are we, but it has to be approached carefully at first.

5. Warm up your brain and body

Take it easy at first. The brain and body need to catch up to being at speed again. Reflexes will undoubtedly be slow and takes time to adjust. Trying to get a kneedown right away at Karak will be asking for trouble. This can be seen in the high number of motorcycle accidents and fatalities after Hari Raya Aidilfitri.

6. Service the bike

You may as well service your bike. You don’t need to if you’ve covered just 1000 km before the MCO began, but it’ll be best to do so if you’ve run more than 3000 km on the current oil. Treat your bike to fresh oil, spark plugs, coolant and clean air filter. Bikes may not be living creatures, but they hate being idle as much as we do.

7. Social distancing still applies

Don’t take things for granted. The Covid-19 virus is always looking for a victim, regardless of age, race or conviction. With this in mind, do not organize large convoys or join one. Not yet. Spare one or two face masks so that you can use them should you come across large groups. Best also to spare two pairs of nitrile gloves and wear them when you’re off the bike. Oh, don’t forget a bottle of hand sanitizer.

Credit Kementrian Kesihatan Malaysia

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