Mahindra & Mahindra CEO Anand Mahindra recently called his company’s motorcycle business a “product failure.”
He also said that the company should’ve never gotten into the motorcycle business.
This is despite owning classic brands like Jawa, BSA and Yezdi.
Indian automotive conglomerate Mahindra & Mahindra CEO Anand Mahindra recently called his company’s motorcycle business a “product failure.”
“We knew our dream well and we had the right things, but how to win is where we went wrong. We should have never gone to the commuter bike side.”
While it isn’t shocking about the revelation, such a public outburst by a company’s CEO was certainly so.
But wait, Mahindra makes motorcycles, too? Yes, they do, however under a subsidiary called Classic Legends. And Classic Legends has since bought the Jawa, Yezdi and BSA classic brands.
The company had relaunched the Jawa brand late last year, but many customers have yet to receive their bikes. The manufacturer tried to talk its way out by quoting the “cult desirability” of the brand. What’s that got to do with the long wait times, we wonder.
Analysts are calling out Mahindra for their lack of direction and seem to be throwing out ideas helter-skelter in the hopes they at the public will buy into. But when they do bite, like in the case of Jawa, the company balks in producing the bikes.
Anand even boasted about the bikes being sold out until September 2019.
If that’s not enough, nothing has been done so far for the iconic BSA brand since its purchase in 2017(!).
Is it surprising then to see that Mahindra sold only 4,004 bikes in the entire FY19?
We were given access to the BMW Motorrad FIM Endurance World Championship Team’s pit.
There we saw the BMW S 1000 RR endurance racer.
The 8 Hours of Sepang FEWC race is happening this weekend.
BMW Motorrad announced that the new BMW S 1000 RR will be entered in the FIM Endurance World Championship last year, just prior to the start of the 2019-2020 season.
The decision seemed to have justified itself when the team finished third overall in the season opener at the 24-hour Bol D’or race in France.
We’ve published an article on some of the technical rules for the FEWC, but of course, who wouldn’t want to see the bikes up close? Well, we were given access to the team’s pits and bikes, thanks to BMW Motorrad Malaysia.
First of all, we were surprised how “open” all the teams were in FEWC. There was no giant separators to hide the insides of the pits, bike parts were in the open, riders walked about nonchalantly without being mobbed.
Walking into the BMW pit, there were fuel tanks on top of a transport case. These tanks feature extensions underneath and to the rear. The rear portion is placed under the rider’s seat. A 24-litre capacity is allowed in FEWC so the teams need extra space to store all that fuel.
But sitting right there in the middle was a stripped out 2019 BMW S 1000 RR. It was sitting on paddock stands without its wheels, seat cover and fuel tank.
Since refuelling need to be lightning quick, all teams use the dry break refuelling system. There are those with two couplings, the rest are with single couplings. Why two holes? Air from the tank exits through one hole while fuel flows through another. Doing this speeds up the fueling process.
Team manager Werner Daemen greeted us and went on to explain about the bike. (Greeted by a team boss? Never happened in MotoGP.)
There are pitstops for fuel, tyres and rider change (and also crashes). As such, every attachment on the bike is made for quick release. Both wheel axles/spindles needed only three turns to be extracted. Consequently, tyre swaps take only 3 seconds!
The footrests, foot pedals, clip-ons and levers are also quick release systems. Their cable and hose attachments have quick-release couplings that can be twisted on and off.
Looking at the handlebar, there’s a button which says “START.” Yes, the bike’s starter is in place. That’s because riders will line their bikes on one side of the track, then run over from the opposite side. They then have to start their bikes and get going. This endurance tradition lives one.
Daemen pointed out the brakes. The team uses Nissin brakes instead of the usual Brembo. We’ll leave the good/bad arguments to the riders but it shows that there’s room for other manufacturers to shine in the FEWC.
We noticed the gorgeous swingarm. A closer inspection showed that it’s made by Suter, who were once involved in Moto2 racing.
Suter also makes the swingarm for the BMW S 1000 RR HP4 Race, but the swingarms on these race bikes were custom made.
We walked over to the other two bikes. One was crashed yesterday and the rider suffered some shoulder injuries.
Here, we could look right into the engine compartment. The huge airbox was still attached and the ECU sits atop it. The ECU is available to BMW customers who wish to race in endurance. However, instead of unlocking more of the engine’s power, it’s programmed to provide better fuel efficiency and engine reliability. Endurance racing is about strategy and who can be the fastest on a consistent basis, rather than an all-out horsepower battle like in MotoGP.
The rep explained that the riders love the new BMW S 1000 RR engine as it produces a lot of midrange torque. He says that this is due to the BMW ShiftCam variable valve timing/lift system.
It’s this midrange grunt that propels the bike and rider out of corners, not top-end horsepower. If you look at SIC’s layout, there are only two areas that require high horsepower i.e. the rear and front straights, while the rest are made up of short “chutes” leading into other corners. In fact, the torque helps the bike to build speed much quicker when exiting corners, translating to higher speeds down the straights. Remember our article?
It has to be said here that the FEWC is a production-based series. That means the racebike must be essentially be the same as the homologation street bike. It also means that the engine architecture and capacity; frame design and material must be exactly be the same.
The FIM scrutineered the bikes and stamped the parts such as the frame.
As we mentioned before, the FEWC is where a proper tyre war takes place. This is where Dunlop, Bridgestone and Pirelli duke it out to produce the best tyres in terms of grip and durability.
The overall objective of all these rules is to encourage manufacturers to produce bikes and products that the buying public can benefit from.
The second round of the season is now in Malaysia at the Sepang International Circuit. Called the 8 Hours of Sepang, the race will play the role as the qualifier for the Suzuka 8 Hour season-finale for “part-time” teams. It means that these teams will compete alongside the regular teams of the FEWC.
So do make your way over to the Sepang International Circuit for this grand event. More details on the SIC webpage.
Here’s your chance to test ride the latest Harley-Davidson, Moto Guzzi and Triumph motorcycles.
It’s happening during the 8 Hours of Sepang weekend.
The test rides will be conducted on Saturday and Sunday.
Here’s your chance to test ride the latest Harley-Davidson, Moto Guzzi and Triumph motorcycles, and it’s happening during the 8 Hours of Sepang weekend. You can test ride them on both Saturday and Sunday.
We know and understand that motorcycle test rides are difficult to come by so this is the best opportunity for you.
In fact, you’d experience why Harley-Davidsons are the premier cruisers. Harley is the longest-running motorcycle manufacturer, renowned for building bikes that break conventions, and fully embodying the spirit of individuality.
Should Moto Guzzi Malaysia bring along the the new Moto Guzzi V85TT, you’ll see why it’s now one of the best-selling dual-sport motorcycles. It had endeared itself into the hearts of many around the world for its character, accessibility and practicality. Besides that model, the modern classic Guzzis are renowned for their character.
Over at Triumph, you’d find out why the worldwide fans commend the bikes as being supremely rideable, characterful and fun. The Bonneville line-up may look classic, but their engine and handling traits make them a joy to ride. The Street Triple shows how a light, nimble and powerful bike is unadulterated pleasure; while the Tiger 800 set the standard on how dual-sport and adventure bikes should be built.
As we mentioned earlier, the test rides are happening during the 8 Hours of Sepang this weekend.
The event is the inaugural installment of the FIM Endurance World Championship to be held in Malaysia. Featuring the world’s top endurance teams and riders, it’ll be one massive race event that all Malaysian motorcycle enthusiasts and the family will enjoy.
Valentino Rossi and Lewis Hamilton completed the long-awaited MotoGP and F1 swap.
Rossi drove Hamilton’s Mercedes F1 car, while the latter rode Rossi’s Yamaha YZR-M1.
Both spun their respective vehicle.
Valentino Rossi and Lewis Hamilton completed the long-awaited MotoGP and F1 swap at the Valencia Circuit in Spain.
Rossi, who is the 9-time world champion on two wheels, swapped his Yamaha YZR-M1 for the PETRONAS Mercedes F1 car. On the other hand, Hamilton is the 6-time world champion on four wheels; swapped over to Rossi’s bike.
Photo credit SkySports.com
“Honestly this has been the best year and this has just topped off,” said Hamilton who captured his sixth F1 drivers’ championship this year.
The question on everyone’s mind was how he felt on the bike. “The bike is so hard to ride. I had one little spin with it but otherwise brought it back in one piece. It was just step by step learning but it’s a very steep learning curve,” explained Hamilton.
Hamilton had tested the PATA Yamaha YZF-R1 WorldSBK superbike previously.
Photo credit SkySports.com
It wasn’t the first time Rossi drove an F1 car, as he did so in a Ferrari in 2006. He so impressed Michael Schumacher that he was offered to be a driver.
As such, he seemed to have an easier time in the car, although he also spun the car.
In the end, Rossi was only 1.5 seconds off Hamilton’s record at the track, while the latter was 4 seconds off Rossi’s lap.
The 2019 Honda CBR650R is the successor to the CBR650F.
The new bike is sportier, yet more comfortable.
As it stands, it’s the most powerful bike in its class.
The 2019 Honda CBR650R raised a lot of eyebrows when its concept was shown off at EICMA 2018.
The 2018 Honda CBR650F it replaced was already a good bike, of course, but the 2019 model has something else going for it, namely the 2019 Honda CBR1000RR styling.
Gone is the “diamond” shaped headlight, replaced by a pair of super-bright LED headlamps and an upper cowl which gives the bike an unmistakable shape. In fact, even we thought we were looking at the 1000cc model when the CBR650R rolled toward us.
There are a number of updates, as well. The new bike now has upside down Showa Dual Bending Valve (SDBV) forks; revised rear suspension, an LCD screen which resembles the one from the CB1000R, new wheels, seats, taillight. The new bike is also 5 kg lighter than its predecessor.
The engine was also reworked. The 650cc, DOHC, inline-Four has a new ECU and higher rev ceiling, among other things, bumping power up to 95 hp from 90 hp.
All that aside, the revised ergonomics was perhaps the best news. Honda moved the clip-ons forward by 30 mm and dropped them slightly. The rider’s footpegs were relocated by 3mm rearward and 6mm higher. Standard seat height was kept at an accessible 810 mm.
The new ergonomics was immediately apparent as soon as we got on. It gave us a riding position that had us “embracing” the bike rather than being perched on it. It felt a whole lot more “normal” than the weird position of the old bike. The old bike placed us low in the seat while the handlebars were somewhere between neither sporty nor comfortable. The new seating position is sportier but gave a more natural reach to the handlebars, so that your palms are not pressed onto them.
The new ECU kicks the engine into life with a deep VROOM. The engine was pretty silent without much mechanical noises, too.
There is traction control albeit a basic type without different modes. ABS is standard.
The clutch needed some getting used to as it engages very near the end of the lever’s travel. Some adjustments later gave the lever plenty of freeplay, instead.
Let out the clutch, add some gas and the bike pulls away hard from idle and all the way through its rev range. The exhaust note starts with a roar rather than a howl. These aspects surprised us as they were the opposites of 600-650cc inline-Four bikes. In fact, the engine felt a whole more like a three-cylinder engine, given its urgent torque. The way it punched forward and that roar and subsequent howl from the exhaust made us think of the CBR1000RR.
The 600cc inline-Fours we tested in the past needed to revved past 5,000 RPM for any meaningful acceleration. It’s this point that 600cc inline-Fours received a bad reputation in other countries as being gutless. That’s why other manufacturers such as Kawasaki and Yamaha went to the two-cylinder format, instead.
Not so the CBR650R. It had plenty of pulling power in its midrange, as well. As such, we found ourselves riding through heavy traffic in fourth or fifth gear, without needing to downshift often. Just crack the throttle open and the bike takes off.
Well done, Honda.
As for the handling, whereas the previous bike’s was “okay” the new bike’s would slay plenty of other bikes when maneuvering and cornering. The revised ergonomics makes the bike feel like a 250cc bike between the legs and arms, letting you chuck the bike around with abandon.
Coupled with its light weight, the bike absolutely flew through corners.
But! That was after we adjusted the rear suspension. Remember, the CBR650R may have a number of “R” but it isn’t an out-and-out sportbike like the CBR600RR. Instead, it’s a daily “sporty bike.” In its standard setting (or that some previous tester had adjusted it), the rear shock’s preload had the rear end of the bike squatting too much. In fact, it looked like the rear part of the belly pan was near the ground.
In this setting, too much weight was shifted to the rear and the handlebars wiggled as we neared maximum lean. Cranking up the preload (by 4 positions on the ramped adjuster collar) of the shifted some weight to the front, allowing the bike to steer much quicker and become more stable at deep lean angles.
Again, being an everyday bike meant that the suspension was a little soft in terms of compression damping. Consequently, it felt harsh when contacting large bumps as there was too much rebound damping, instead.
The lack of compression damping in the forks made them dive like crazy during hard braking, which had the rear of the bike wriggling about. It’s exciting if you’re bred on MX or supermoto, but scary if you’re a new rider.
It may not be a big deal for prospective owners, but it needs to be reworked by a suspension specialist if you intend to ride it at the track. (This writer is considering to buy one for track use.)
One last note before we end this review. That engine is super frugal on petrol! 12 litres of RON 95 usually returned around 250 km despite our hamfisted riding i.e. hard acceleration and high running speeds (140 to 170 km/h) on a consistent basis.
Conclusion
The 2019 Honda CBR650R is as good as it gets for a bike of this category and price point. Don’t compare it to the supersports bikes like the Kawasaki ZX-6R or Yamaha YZF-R6, or the upcoming Aprilia RS 660 as those are pure sportbikes. The CBR650R is an everyday bike, on the other hand.
As per the RM 45,000 sub-700cc category, it’s the best handling and powerful bike. It’s worth the money, hence why we call it the Baby Fireblade.
The 2019 Honda CBR1000RR Fireblade is designed to be the everyday superbike.
It’s easy to ride and live with on a daily basis.
It’s fast and far from being slow.
It may be that Honda has shown off the 2020 Honda CBR1000RR-R Fireblade, but there’s still lots of significance to the 2019 Honda CBR1000RR Fireblade.
First and foremost, it’s the base model for the SP which we tested earlier. Of course, the SP was all spec’ed-out including Öhlins electronic suspension with OBTi user interface, Brembo monobloc calipers, Brembo brake discs, quickshifter and a single seat. The fuel tank was titanium, so was the exhaust system. The SP was cosmetically different, too, with gold wheels, polished aluminium frame spars and HRC tri-colour racing scheme.
On the other hand, this base model makes do with Showa Big Piston Forks and rear shock, Tokico monobloc front brake calipers, anodized black frame and wheels, dual seats. Electronics wise, it doesn’t have the OBTi suspension controls since the suspension is manual. Most tellingly, it doesn’t include a quickshifter.
Does that make the bike less “better”?
Ergonomics is exactly the same, as with the engine power and performance.
Firing it up exuded that soul-stirring deep vroom from the exhaust, telling you that it’s ready to ride. Setting the electronics was easy-peasy, given three preset modes and two user-customizable modes. From left to right, there’s P for power (1 highest, 5 lowest); T for traction control (1 the least intervention, 8 the most); W for wheelie control (1 for highest intervention, 3 for the least); EB for engine braking (1 the least, 3 the highest). That’s it. One look and you know how the bike will respond.
Each setting returns really perceptible changes. For example, the bike takes off as soon as the throttle was twisted in Level 1, whereas you need to turn the throttle more in Level 5. But if anything, engine braking (EB) showed the biggest change. In level 1, the bike almost freewheeled (great for attacking corners) while the bike slowed a lot off the throttle in level 3.
Although not electronic, the factory suspension settings were already in the ballpark. No, wait. They were superb. We found that we didn’t need to adjust anything at all. Only once did it get of shape as I had to brake hard when keeled way over in a corner, because a car cut into my lane. The forks dived hard, causing the bike to wobble. However, adding just two turns of compression and rebound damping solved the issue.
Compared to the electronic suspension, the biggest difference was that the manual suspension felt soft in its initial stroke but was stiffer when you hit larger bumps. It’s the true opposite for the electronic set up. Yet, the CBR1000RR’s suspension was the most compliant on the street as opposed to all other superbikes we’ve ridden.
The bike isn’t slow, not at all. It’ll own everything thrown against it because it’s so easy to ride on the street. While you need more effort on other bikes, the CBR took all steering efforts in its stride. Think it, turn in.
In corners, the softer suspension settings let the tyres bite into the road surface and hook up early just as you add balancing throttle. That confidence goads you into opening the gas sooner without the risk of pushing the bike wide. I found myself adding too little throttle many times during the initial two days of testing, but I was punching in plenty of throttle soon enough.
There’s a corner on MEX Highway which I’ve never ridden through faster than 160 km/h (on the KTM 1290 Super Duke GT). One day, I hammered the CBR through it to see how far I could lean the bike. I looked down and saw 188 km/h and the knee was still far away from the road!
But it isn’t all about aggression. Feel the need to cruise? Just raise your body, switch to MODE 3 and putt along in sixth gear. The bike happily obliged even when we rode it at 80 km/h in sixth. Not only it didn’t stutter but it pulled hard as soon as I opened the throttle. From there it would blow through 100 km/h, 150 km/h, 200 km/h and all the way.
That inline-Four has gobs of low-down and midrange torque unlike its contemporaries. It punched hard from the standing start and acceleration only slowed down a little (just a little) past 8,000 RPM. Hard acceleration was accompanied by a mix of warble and whoosh from the intake with a howling and roaring exhaust, as if it was a small V-Four. The stock exhaust was loud enough – all the better for such a distinctive tone that’s totally different from all other inline-Four superbikes.
But it wasn’t all about aggression.
It’s so easy to ride in any circumstance, including in heavy traffic. Whereas I found it difficult to maneuver other sportbikes in really slow traffic, I could cilok (swerve around) on the CBR1000RR like a Honda CB250R. I’m not kidding! Even U-turns were easy because there was plenty of steering lock. Carrying a passenger wasn’t much of a bother, either.
That’s the central theme to the Honda CBR1000RR Fireblade. The CBR1000RR team wants to give the rider Total Control. Total control breeds confidence, and confidence turns to enjoyment. Total control also means that the bike is forgiving.
You’re always in control with those clip-ons positioned just right in relation to the seat. While other superbikes have their handlebars placed on the same level as the seat, the Fireblade’s are about 2.5 cm (1 inch) higher. In doing so, it gives the rider more leverage on the bars as well as better comfort, without sacrificing sportiness.
The more I rode the bike, the more I discovered that it’s Honda’s obsession with the little details. For example, like the previously mentioned abundance of steering lock and ergonomics. Going further, the design of the fuel tank made it easy to hook your upper arms and knees to it when you’re leaning into a corner. Apart from that, the seat height was at a comfortable level, yet the footrests didn’t touch down at all.
Honda also showed their obsession with quality and finish. Look down into the space between the TFT screen and handlebar and all you’d see is the clutch cable. No wayward cables and parts. Even the steering damper’s hidden away underneath the fuel tank’s cover.
Was there anything we didn’t like? Not really, but we know that detractors will bash the lack of a quickshifter. What? You’ve forgotten how to shift gears? Just joking. But trust us: You won’t miss it. The first two gears and downshifting may require the clutch lever but hooking up the next gears without the clutch was almost as good as using a quickshifter. It felt more rewarding too. The clutch pull was very light anyway, requiring on the middle finger to work it.
Another point excuse we always heard is the lack of top end power. The CBR1000RR has the lowest in the class at 189 hp. But unless you want to race the bike in MSBK or MSF, why does it bother you? What’s more important is the bike’s ability to accelerate faster from idle and while rolling compared to the others.
Let’s also not forget that the bike looks great from every angle.
Conclusion
It’s apparent that the Honda CBR1000RR Fireblade was designed to do almost everything as a sportbike. By that we meant that you could ride it everyday while carrying a pillion, head into the mountains on weekends or convoy, and still be able to turn and burn at the track.
And it’s surprisingly cheap as well (in relation to other 1000cc sportbikes, not our bank accounts) from RM 91,999 making it a superb value for money. (The CBR1000RR Fireblade SP is priced from RM 114,999.)
So, if you can only own one 1000cc sportbike that you have to use for everything, this is the bike.
Many Malaysian bikers will start touring to Thailand.
Here are 10 basic tips to get you up to speed.
It’s that time of year again when we will have long holidays. As such, it’s also the time when many among us will be touring to Thailand.
Riding through our neighbouring country is a different experience altogether, with lots of great sights to see, awesome food, and amazing hospitality (hence why Thailand is known as the “Land of Smiles”).
However, there are certain things we should look out for to remain safe and have a happy ride. Seasoned cross-border riders know these, so let’s take a look at the dos and don’ts.
1. Documents
Your travel documents are No. 1. No documents, no entry. It’s as simple as that. You need your Malaysian international passport (or border pass for those staying in northern Peninsular Malaysia), of course, but you also need to bring along the necessary documents for your bike.
Sadly, many Malaysians still fail to buy travel insurance when they travel. Unlike the normal insurance, travel insurance is one-off and cheap. Good ones will cover for lost or damaged luggage, documents, currency, personal effects and so forth. But do check for those that provide for PERSONAL LIABILITIES, which covers damages to the other party. We remind you that foreigners are always considered the wrongful party, even if it was the local at fault.
Travel Trip Map Direction Exploration Planning Concept
Always plan your route to your destination beforehand, unless you’ve been there many times before. That’s because everything may look similar and it’s a bother to turn around. Also, we recommend that you use Google Maps instead of Waze. We’ve experienced the latter app sending us all over the place!
4. No buts for Thai Baht
Do carry some cash with you as most places outside of the hotel and malls deal in hard currency. However, remember to change to Thai Baht before you enter the kingdom. If you didn’t get the chance to do so in the city, there are plenty of places to do so around Changlun as you near the border. Thai businesses generally don’t accept the Ringgit anymore; and you’ll lose a lot if they do.
5. Be prepared for the weather
Weather in Thailand can be varied from one province and time of the year to another. It’s generally hot and humid throughout the year but you can run into sudden heavy downpours along the way. Arm yourself with a set of rainsuit and waterproof materials for your luggage and belongings. Thankfully, there are many PTT petrol stations along the way for you to stop for fuel and refreshments.
6. Learn Some Thai
A few Thai words will take you far. Even just sawadeekahp (hello) and kohkhunkahp (thank you) will be nice. If you’re a lady saying those words, replace “kahp” at the end of “kah,” for example, sawadeekah. Most Thais know English, but you could use Google translate if you tour to less touristy areas. As for the Thai traditional greeting called the “wai” (palms together and a slight bend at the waist), don’t get all Taliban and think it’s some sort of prayer, for it’s just the Thais’ formal greeting. So do return it in kind.
7. Get a tourist sim card
We usually recommend this to anyone who goes there as it saves a LOT of money. A local tourist simcard usually costs you between THB 200 to THB 400, and is valid for 14 days. Compare this to roaming charges of between RM 28 to RM 38 per day or up to 3 days. Voice calls are also super cheap, costing between THB 1.00 to THB 3.00 per minute.
8. Respect
Respect the Thais and their customs like how you would respect our own. Bear in mind that we are the ambassadors of Malaysia and that a good image must be maintained at all times, whether when we’re on or off the bike. So, don’t hog the right lane if you’re not overtaking; or don’t pressure other drivers to get out of the way; or worse, stop traffic for your buddies to pass. Don’t rev your engine all over the place and don’t even think about racing with the locals, even if they want to. The Thais are among the most hospitable and friendly people, but if you raise your voice at them, it’s considered that they lose face and they will show you the way out – not necessarily in a good way.
9. Ride carefully and with full attention
Riding in Thailand isn’t like riding in Malaysia. The only expressways are in Bangkok and even then, motorcycles aren’t allowed on them. So, you’ll be riding on trunk roads all the time. Watch your speed and always keep an eye out for the locals. Thai roads are also very slippery due to their surface aggregate so no abrupt throttle, brake and steering inputs, please. Keep a cool head at all times.
10. Scooter/Car Rental
Make sure you purchase extra collision waiver insurance if you want to rent a scooter or car when you get there. Remember the two cases of Malaysians who got stuck in the country? Besides that, it’s best to get yourself an International Driving Permit. It’s probably best to wear your own helmet on the scooter, as they will provide kids’ bicycle headwear. Always take good care of the vehicle and return in good condition.
The honour is for their contribution to two-wheeled racing and rider safety.
Arai fans will rejoice at this news. Arai Helmets were awarded the FIM Gold Medal.
Officially called the Nicolas Rodil de Valle award, the Fédération Internationale de Motocyclisme (FIM) handed the award to the prestigious helmet maker last week. First awarded in 1983, the gold medal is a recognition for individuals or businesses who make significant contributions to two-wheeled racing. This was the first time a gear maker was conferred the honor.
Mr. Michio Arai, the current CEO and son of founder Hirotake Arai received the medal from FIM President Jorge Viegas.
The company says that they understand the reason behind the accolade. As such, they will not compromise in producing the best rider protection as was the philosophy behind the company’s founding in 1950.
Michio Arai accepting the award
Arai Helmets began in 1950 as the first Japanese helmet maker. First produced for general head protection, the brand became known as the premier motorcycle helmet maker within a few short years. Many of the techniques employed in making helmets have survived the test of time and are still in use today.
Every part of the helmet is designed for rider safety, hence the everlasting egg-shaped R75 shell.
There are memes that describe our motorcycling lifestyle the best way.
Thousands can be found online.
Here are 20 funniest motorcycle memes.
The weekend’s coming up, so we thought we’d share some fun stuff rather than the usual technical articles. But what better way to share the fun of motorcycling through these 20 Funniest motorcycle memes.
Come to think of it, humanity has sure come a long way from counting using seashells to using personal computers for generating memes.
Okay, okay, let’s get to it.
1. Mo’ Powa’
Don’t let your MC go to waste. Instead, get on your bike and ride to Genting. We’ll bet you that your illness will clear right up.
2. Before, After
Count yourself lucky if you have a spouse who rides his/her own bike.
3. BRB
There’s always a valid reason to ride. The route is entirely up to you.
4. Dramatism
Why be ashamed if you crash? Just be creative when asked how you crashed.
5. Performance per cc
Pretty much sums up the difference of performance among different engine capacities.
6. Hard choices
Your salary just came in. Do you pay the bills or buy that exhaust?
7. I… Kill… You!!!
Touching another person’s bike is a no-no. Achmed the Dead Terrorist said it.
8. Pinjam motor kat member (Loaning your bike to a buddy)
Sure, we’d smile and keep saying “It’s okay, it’s okay, no problem” when our buddy loans our bike but it’s actually to calm ourselves.
9. Helmet hair
Happens to both genders. You expect to look sassy when you take off that extra pretty (read: expensive) helmet but…
10. Adults are just grown up kids
Raise your hands if you had this kind of childhood (not the basikal lajak these days).
11. Just don’t stall it!
Just don’t stall the engine afterwards. Don’t ask us how we know.
12. How do you feel when you ride?
It takes too many words to describe the feeling when we ride. Just show them this meme.
13. Don’t worry
Out of sight, out of worry.
14. Riding for dummies
Definitely not-on-the fly.
15. Be right out
Yup.
16. Smart man
He’s right, you know. Should always make space for the family.
17. What is adventure?
Would it be if everything went according to plan?
18. She’s the one
Hold on with everything you’ve got if you find her!
19. Can’t ride
Especially when your wife withholds your “visa” to ride to Thailand.
20. Crashing Part 2
Although it’s for bicycles, this meme is too funny and we had to include it.
Torque is associated with “pick-up” while horsepower is seen as the pre-requisite for top speed.
But those perceptions really the case?
Most of us are transfixed by the word “power” or more specifically, “horsepower.” We even assign the word to other aspects of life such as food i.e. “That laksa lemak was power!”
But an engine produces not only horsepower but torque, as well. This is where it all breaks down. Ask around and you’d probably get different answers. What exactly is horsepower? How is it related to horses? What is torque then? If lots of torque is for hard acceleration, why do we need horsepower? And if lots of horsepower is for higher top speed, why do need torque?
We’ll answer those questions in layman terms.
But first, we need to understand the definition of energy.
What is energy?
Image source: shreebykepoint.com
Energy is the capability to do work. There are many forms of energy such as chemical energy, potential energy, heat, kinetic energy, mechanical energy, etc.
Where do we get energy from in an internal combustion engine from the exploding air-fuel mixture, of course. It turns the chemical energy stored in the fuel to heat and kinetic energy, and the expanding pressure forces the piston down.
Let’s imagine that we’re lifting weights in the gym.
That force we lift them by pivoting our forearms is the torque. In other words, it’s the force through a direction. Torque measures the force of an object as it rotates around an axis, fulcrum or pivot. When we switch to heavier weights, we need more torque to lift them.
In the engine, as the piston is pushed down after air-fuel combustion, it generates forces that turn the crankshaft and flywheel attached to it i.e. torque. It is then channeled through the gearbox, and finally out to the final drive to turn the rear tyre.
Torque can be manipulated by gearing to amplify or reduce its effect – that’s exactly what the transmission is for.
Think of torque as that sheer force generated when the air-fuel mixture combusts inside the engine.
So, what is horsepower?
Power is defined as the rate of the energy being expended or the work is done.
Let’s go back to lifting weights. The faster we lift, the more power we expend. At the same time, we decided to measure how many lifts we could do per second. This rate is measured by Joules per second, which written in the simple term as Watt (W). This is why you often see engine power rated as “kW” (Kilowatt).
Going back to the engine, power is how fast the torque is produced on a timed scale i.e. crankshaft revolutions per minute (RPM). Hence, power is torque multiplied by RPM. In other words, you have to spin the engine faster and faster to receive more horsepower.
But how did “horses” come into play? The unit was coined by Scottish engineer James Watt (remember Watt earlier?) to compare the output of steam engines with the power of horses. From that, 1 mechanical horsepower was derived from a horse lifting a 550-pound load up 1 foot in 1 second.
To illustrate the point that power is torque multiplied by time again, the horse lifting that load 1 foot is the torque hence the unit foot-pound (lb.-ft.) or Newton-Metre (NM). Adding a time scale i.e. 1 second turns it into horsepower (hp).
So, torque is the mother of horsepower.
We’ll leave out the calculations, but 1 mechanical horsepower (hp) equals 745.7 Watts, (0.7457 kW), or 1 kW equals 1.341 mechanical horsepower (hp).
An important note here: Horsepower figures are notoriously varied in different regions as there are different calculations to arrive at different figures. That means, the horsepower figure may be higher or lower. As such, the European Union issued Directive 80/181/EEC in January 2010 that kW must be used as the main unit while horsepower as supplementary. This is why manufacturers specify engine power in kW in all their brochures while leaving out hp.
So, how do torque and horsepower influence engine performance?
Let’s take two bikes of the same model and fit each with an engine of different torque and horsepower rating. Bike A has 150 Nm of torque and 100 hp. Bike B has 100 Nm and 150 hp.
Bike A would get off to a quick start but couldn’t hit a higher top speed. However, we could load up the bike with a passenger and lots of luggage since the high torque isn’t so affected by the weight. This engine is good for cruisers and tourers since they need to carry all that extra weight.
As for Bike B, it needed a little bit more time to reach speed, but it’ll take off at a certain point and hit a higher top speed than Bike A. However, loading it up with a passenger and lots of luggage will see it getting sluggish and struggle to get up to speed. This engine is suitable for sportbikes, so long as weight is kept as low as possible. It also means that the bike needs to be launched off the line at higher revs.
However, the above is the likely scenario on a straight road without traffic. In the real world, torque is more important as it gets the bike accelerating and rolling. Here, horsepower is only useful for us to reach certain speeds, say 110 km/h, 130 km/h 160 km/h and so forth. Yes, big horsepower figures will take us to much higher speeds, but it’s capped at 299 km/h anyway. Outright horsepower is truly useful only at the track, while torque is useful everywhere.
2020 HONDA CBR1000RR-R SP
While it’s amazing to see higher and higher horsepower these days, do keep an eye out for how much torque the engine produces and at what RPM. Torque should ideally be produced at lower RPMs. The engine is considered “peaky” if torque is available too high up in the rev range, meaning we need to rev the engine like crazy or wait until the revs pick up for acceleration. This isn’t ideal – in fact irritating – in the real world. The reverse is true at the track where high engine RPMs are used all the time.
Hope that clears it up. Show your friends this article when you get into an argument about torque versus horsepower.
Anita Yusof will begin her Global Dream Ride 2 (GDR2) in a few days’ time.
GDR2 will cover 70 countries.
She was given a grand send off last Sunday from GIVI Asia Sdn. Bhd’s headquarters in Bukit Beruntung.
Famed Malaysian globetrotter and explorer Anita Yusof will begin her Global Dream Ride 2 (GDR2) in a few days’ time. Also known as the Malaysian Iron Lady, Anita will cover 70 countries over 7 continents this time around, as a continuation of her first GDR three years ago.
She was given a grand send off last Sunday from GIVI Asia Sdn. Bhd’s headquarters in Bukit Beruntung. Datin Seri Paduka Marina Mahatir was present to express her admiration for Anita and wished the brave explorer a safe trip.
Also present was the GIVI staff headed by Managing Director Mr. On Hai Swee. GIVI is proud and happy to work with Anita as their Brand Ambassador as she embodies the company’s spirit of exploration. We would like to add that some of the products you and I use were tested by Anita during GDR1 and again in GDR2.
Bike groups such as GIVI BELLA lady riders and Lanun Bikers then escorted her to the Kuala Lumpur International Airport.
As of this writing, Anita told us that she’s currently in Cape Town, South Africa. She’s been reunited with her Yamaha FZ150i and getting it back to running condition after a year of hibernation. GDR2 will get rolling in a few days after she’s sorted out the necessary documents with the South African authorities.
Actually, Anita is about to embark on Phase 2 of her GDR2 tour, since she had covered Phase 1 last year when she rode around South Africa then to Namibia, Botswana, Zimbabwe, Zambia and Lesotho.
For Phase 2, she will travel from the south (Cape Town) to the north (Cario, Egypt) of the African continent.
Phase 3 will see her crossing over to the Arabian Peninsula to ride through Saudi Arabia, United Arab Emirates, Iran, Azerbajian, Georgia and Armenia.
Anita will then turn north toward Eastern Europe, the Scandinavians and Nordkapp in Phase 4. There, she will have to stop riding for 3 months during winter and plans to “hibernate” in her friend’s house in Macedonia.
She will continue riding after winter and head west to Central Europe, the United Kingdom and Ireland in Phase 5.
She will cross the Atlantic Ocean to North America for Phase 6 and travel to Central America for Phase 7.
Phase 8 is allocated to South America and the Antartica.
From there, she will cross the Indian Ocean to Australia to being Phase 9.
The final Phase 10 will take place in Timor Leste and Indonesia before she heads home to Malaysia.
Anita added that she funds this trip herself and doesn’t see the reason why she needs to use the rakyat’s money for such a purpose. GIVI supplies the riding and adventure gear, while Yamaha sponsored her bike.
We hope to bring you constant updates of her ride from time to time. You may also follow her on her Facebook page >>> HERE <<<.
The Dubai Police have added eight Ducati Panigale V4 R to their fleet.
They already own a stable of luxury cars.
The bikes will allow them to zip through traffic easier.
Forget about Miami Vice or Bad Boys, it’s the Dubai Police who have the hottest fleet of vehicles, now that’ve added eight units of the Ducati Panigale V4 R.
In case you don’t know, the Panigale V4 R is the homologation model for the Ducati WorldSBK race bike. In other words, it’s a street-legal superbike racer. Although at 1000cc compared to the V4 and V4 S’s 1103cc, the V4 R’s Desmosedici Stradale engine produces more power, rated at 221 bhp in stock form. The race ECU and Akrapovic exhaust bumps it up to 234 bhp.
The Dubai five-o (Police Department) already owns a fleet that’ll make millionaires jealous, consisting of the Audi R8, Lamborghini Huracan, Nissan GT-R; various Bentleys, BMWs and a Bugatti Veyron. That’s not all, a Lykan HyperSport also joined the force in May this year.
However, the Ducatis allow the cops to zip through traffic much easier compared to the cars. The tweet shows that a Formula 2 car was also pressed into service along with the Ducatis.
So, there’s absolutely no way of “shaking the cops like this by keeping that Porsch in fifth” (borrowing the words from a Sir-Mix-A-Lot song).
